WO2023203901A1

WO2023203901A1 - Electric vehicle

Info

Publication number: WO2023203901A1
Application number: PCT/JP2023/008562
Authority: WO
Inventors: アブダラマハムドアブドルナビサイド; 隆晴竹下; 達之大橋
Original assignee: 株式会社エフ・シー・シー
Priority date: 2022-04-20
Filing date: 2023-03-07
Publication date: 2023-10-26
Also published as: JP2023159787A; TW202408833A

Abstract

Provided is an electric vehicle capable of controlling the DC voltage of an inverter so as to be below the voltage of the power storage device which has the lower voltage among a first power storage device and a second power storage device, when the first and second power storage devices jointly supply energy and power a motor.　An electric vehicle equipped with a first module M1 in which a first power storage device 4 and a first power converter 10 are connected, a second module M2 in which a second power storage device 5 and a second power converter 11 are connected, and a circuit in which the first module M1 and the second module M2 which are connected in series are connected to an inverter 2, wherein energy is supplied to the inverter 2 from the first module M1 and the second module M2 while controlling the voltage of the first module M1 and the second module M2 when the motor 1 is being powered.

Description

electric vehicle

The present invention relates to an electric vehicle equipped with a motor and a power storage device capable of supplying energy to the motor.

An electric vehicle equipped with a motor capable of power running and regeneration and a power storage device capable of supplying energy to the motor, and capable of obtaining thrust from the driving force of the motor and recovering energy to the power storage device by adjusting the braking torque of the drive wheels. For example, the one described in Patent Document 1 can be mentioned. According to such an electric vehicle, the motor can be driven by supplying energy to the inverter at arbitrary timing from each of the battery having high capacity characteristics and the capacitor having high output characteristics.

Japanese Patent Application Publication No. 2018-166367

However, in the above conventional technology, although the battery (first power storage device) and the capacitor (second power storage device) can share energy supply and drive the motor, for example, when the motor runs at low rotation speed, If the DC voltage required by the inverter is lower than the voltage of the power storage device with the lower voltage among the first power storage device and the second power storage device (usually the second power storage device with a smaller capacity), the DC voltage of the inverter should be adjusted appropriately. The problem is that it cannot be controlled.

The present invention has been made in view of the above circumstances, and when the first power storage device and the second power storage device share energy supply and power the motor, the DC voltage of the inverter is transferred to the first power storage device and the second power storage device. An object of the present invention is to provide an electric vehicle that can control the voltage to be lower than the voltage of the power storage device with the lower voltage among the two power storage devices.

The invention according to claim 1 provides a motor capable of power running, an inverter capable of converting direct current to alternating current, a first power storage device having high capacity type characteristics, and a second power storage device having high output type characteristics. an electric vehicle comprising: a first power converter having a function of stepping down the output voltage of the first power storage device; and a second power converter having a function of stepping down the output voltage of the second power storage device. , a first module connected to the first power storage device and the first power converter, a second module connected to the second power storage device and the second power converter, and the first module connected in series. and a circuit in which the second module is connected to the inverter, and when the motor is running, the voltages of the first module and the second module are controlled and the voltages of the first module and the second module are controlled. It is characterized by supplying energy to an inverter.

The invention according to claim 2 is the electric vehicle according to claim 1, wherein the motor is capable of power running and regeneration, and during regeneration, the motor controls the voltage of the first module and the second module while controlling the voltage of the first module and the second module. It is characterized in that energy is recovered in the first module and the second module.

The invention according to claim 3 is characterized in that, in the electric vehicle according to claim 1, a reactor is connected in series between the first module and the second module.

The invention according to claim 4 is the electric vehicle according to claim 1, further comprising a connection switch forming a circuit connecting the second power storage device and ground, and when the motor is running, the connection switch is connected. The first module and the second module supply energy to the inverter while controlling the voltage of the first module.

The invention as set forth in claim 5 provides the electric vehicle as set forth in claim 1, further comprising a connection switch that forms a circuit that connects the second power storage device and ground, and that connects the second power storage device to the ground based on the temperature of the first power storage device. The temperature state of the first power storage device can be determined, and when the temperature of the first power storage device is equal to or higher than a predetermined value while the motor is running, the connection switch is set to the connected state, and the connection switch is set to the connected state, and the inverter is connected from the second module to the first power storage device. It is characterized by supplying energy to.

The invention as set forth in claim 6 provides the electric vehicle as set forth in claim 2, further comprising a connection switch forming a circuit connecting the second power storage device and ground, and that the second power storage device is connected to the ground based on the temperature of the first power storage device. The temperature state of the first power storage device can be determined, and when the temperature of the first power storage device is equal to or higher than a predetermined value during regeneration of the motor, the connection switch is set to the connected state and energy is transferred to the second module. It is characterized by regeneration.

The invention according to claim 7 provides the electric vehicle according to claim 1, further comprising a connection switch forming a circuit connecting the second power storage device and ground, and when the motor is stopped, the connection switch is connected. The present invention is characterized in that the first module supplies energy to the second module while controlling the voltage or current of the first module.

The invention according to claim 8 is the electric vehicle according to claim 1, further comprising a connection switch forming a circuit connecting the second power storage device and ground, and when the motor is stopped, the connection switch is connected. The present invention is characterized in that the second module supplies energy to the first module while controlling the voltage or current of the first module.

The invention according to claim 9 is characterized in that, in the electric vehicle according to claim 1, a reactor is connected in series between the first module or the second module and the inverter.

The invention according to claim 10 is the electric vehicle according to claim 1, in which the first module and the second module are arranged so that the current of the first power storage device becomes equal to or less than a predetermined value when the motor is powered. It is characterized by controlling the voltage.

The invention according to claim 11 is the electric vehicle according to claim 10, wherein the temperature state of the first power storage device can be determined based on the temperature of the first power storage device, and the temperature state of the first power storage device can be determined based on the temperature of the first power storage device. The higher the value, the lower the predetermined value of the current of the first power storage device is set.

The invention according to claim 12 is characterized in that, in the electric vehicle according to claim 1, when controlling the voltage of the second module, the voltage of the second module is controlled according to the voltage of the second power storage device. shall be.

The invention according to claim 13 is the electric vehicle according to claim 1, when controlling the voltages of the first module and the second module, the voltage of either one of the first module and the second module is controlled. The present invention is characterized in that the duty cycle of the first power converter and the second power converter is set longer than when the power converter is used.

The invention according to claim 14 is the electric vehicle according to claim 13, when controlling the voltages of the first module and the second module, the voltage boosting period during the duty cycle of the first power converter and the voltage boosting period during the duty cycle of the first power converter The present invention is characterized in that control is performed so that the overlapping period with the voltage boosting period during the duty cycle of the two power converters is reduced.

The invention according to claim 15 is the electric vehicle according to claim 1, wherein the first power storage device has a higher voltage type characteristic than the second power storage device.

The invention according to claim 16 is characterized in that in the electric vehicle according to claim 1, the amount of energy when the first power storage device is fully charged is greater than the amount of energy when the second power storage device is fully charged. .

The invention according to claim 17 is the electric vehicle according to claim 1, wherein the first power storage device is a replaceable cassette-type power storage device.

The invention according to claim 18 is the electric vehicle according to claim 1, wherein the first power storage device includes a high capacity lithium ion battery or a high capacity nickel metal hydride battery, and the second power storage device comprises a high power lithium ion battery. , a high-output nickel-metal hydride battery, a lithium ion capacitor, or an electric double layer capacitor.

According to the present invention, the first module connected to the first power storage device and the first power converter, the second module connected to the second power storage device and the second power converter, and the first module connected in series. The first module and the second module each include a circuit connected to the inverter, and when the motor is running, the inverter is connected to the first module and the second module while controlling the voltages of the first module and the second module. Therefore, when the first power storage device and the second power storage device share the energy supply and power the motor, the DC voltage of the inverter is transferred to the power storage device with the lower voltage between the first power storage device and the second power storage device. The device voltage can be controlled below.

A schematic diagram showing an electric vehicle according to an embodiment of the present invention A circuit diagram showing the power conversion device of the electric vehicle Conceptual diagram showing the power conversion device of the electric vehicle Schematic diagram showing the control relationship of the electric vehicle Time chart showing power control of the electric vehicle Flowchart showing the overall power control of the electric vehicle Graph showing the required characteristics of the electric vehicle (vehicle requirements for drive wheels) Graph showing the required characteristics of the electric vehicle (drive wheel motor requirements) Graph showing the required characteristics of the electric vehicle (vehicle requirements for driven wheels) Graph showing the required characteristics of the electric vehicle (brake requirement of driven wheels) Flowchart showing request processing control for power control of the electric vehicle Graph showing the driver request table (Table 1) of the electric vehicle Graph showing the driver request table (Table 2) for the electric vehicle Graph showing the driver request table (Table 3) for the electric vehicle Graph showing the driver request table (Table 4) of the electric vehicle Graph showing the driver request table (Table 5) of the electric vehicle Graph showing the driver request table (Table 6) for the electric vehicle Flowchart showing motor control for power control of the electric vehicle Flowchart showing motor control for power control of the electric vehicle Flowchart showing motor control for power control of the electric vehicle Table showing power conversion circuit control of the electric vehicle Table showing power conversion circuit control of the electric vehicle Graph showing the voltage requirement table (table A) of the electric vehicle Graph showing the voltage requirement table (table B) of the electric vehicle Graph showing the voltage requirement table (Table C) of the electric vehicle Flowchart showing the calculation process of coefficients K1 and K2 in the electric vehicle Graph showing changes in temperature, current, and coefficients K1 and K2 of the first power storage device in the electric vehicle Graph showing the relationship between the current and temperature of the first power storage device in the electric vehicle Graph showing the relationship between the voltage of the second power storage device and coefficient K2 in the electric vehicle Graph showing duty control by the first power converter and the second power converter in the electric vehicle Graph showing the power storage state of the first power storage device of the electric vehicle Graph showing the power storage state of the second power storage device of the electric vehicle Table showing combinations of power storage devices for the electric vehicle A circuit diagram showing a power conversion device for an electric vehicle according to another embodiment of the present invention Conceptual diagram showing the power conversion device of the electric vehicle A conceptual diagram showing a power conversion device for an electric vehicle according to still another embodiment of the present invention

Embodiments of the present invention will be specifically described below with reference to the drawings.
The electric vehicle according to the present embodiment is a saddle-riding vehicle such as a motorcycle that can be driven by the driving force of a motor, and as shown in FIGS. 3a, 3b), the first power storage device 4, the second power storage device 5, the accelerator operating means 6, the mechanical brake operating means 7, the regenerative brake operating means 8, the first power converter 10, and the second power converter 10. It mainly includes a power converter 11, a reactor 12, an ECU 13, a start switch 14, and a monitor 15.

The motor 1 (Motor) consists of an electromagnetic motor for obtaining driving force by supplying energy, and as shown in FIGS. It can be electrically connected to the second module M2, and power running and regeneration are possible. The inverter 2 (DC-AC Inverter) is capable of converting direct current to alternating current. In this embodiment, the inverter 2 (DC-AC Inverter) converts the direct current of the first power storage device 4 and the second power storage device 5 into alternating current to drive the motor. It is said that it can be supplied to 1.

The mechanical brake consists of a braking device capable of braking by releasing energy, such as a disc brake or a drum brake, and includes a driving wheel mechanical brake 3a which releases the kinetic energy of the driving wheel Ta for braking, and a driving wheel mechanical brake 3a which releases the kinetic energy of the driven wheel Tb to perform braking. The driven wheel mechanical brake 3b is configured to release and brake. The driving wheel mechanical brake 3a and the driven wheel mechanical brake 3b are connected to a mechanical brake operating means 7 via a brake actuator 9.

The mechanical brake operating means 7 includes a component (in this embodiment, an operating lever attached to the right end of the handlebar) that can control the mechanical brake (driven wheel mechanical brake 3b) and adjust the braking torque. , the mechanical brake control unit 18 (see FIG. 4) operates the brake actuator 9 in accordance with the amount of operation, and is configured to operate the driven wheel mechanical brake 3b.

The accelerator operating means 6 consists of a component (in this embodiment, an accelerator grip attached to the right end of the handlebar) that can control the motor 1 to adjust the drive torque of the drive wheel Ta, and is shown in FIG. Thus, the inverter control unit 16 estimates the torque demand according to the operation amount and operates the motor 1, thereby obtaining a desired driving force. Note that the inverter control section 16 is one of the control sections formed in the ECU 13.

The power storage device is capable of supplying energy to the motor 1, and in this embodiment is configured to include a first power storage device 4 and a second power storage device 5. The first power storage device 4 is composed of a storage battery having high capacity characteristics, and as shown in FIG. 30, for example, a high capacity lithium ion battery or a high capacity nickel metal hydride battery can be used. The second power storage device 5 is made of a storage battery having high output characteristics, and as shown in FIG. can be used.

More specifically, the first power storage device 4 has higher voltage characteristics than the second power storage device 5, and the amount of energy when the first power storage device 4 is fully charged is equal to the amount of energy when the second power storage device 5 is fully charged. It is said that the amount of energy is greater than that of time. Further, the first power storage device 4 according to the present embodiment is a cassette-type power storage device that can be removed from the vehicle and replaced, and depending on the power storage state of the first power storage device 4, the first power storage device 4 can be in a fully charged state or It is said to be replaceable.

The regenerative brake operating means 8 controls the motor 1 to adjust the braking torque of the drive wheels Ta, and is a component (in this embodiment) that can recover energy to the power storage devices (the first power storage device 4 and the second power storage device 5). In this example, the brake lever consists of an operating lever attached to the left end of the handlebar, and is configured to regenerate the motor 1 according to the amount of operation of the lever, thereby obtaining a desired braking force. Through such regeneration of the motor 1, energy can be recovered to the first power storage device 4 and the second power storage device 5.

The first power converter 10 has a function to step down the voltage when the motor 1 is running (when supplying energy to the motor 1) and a function to step up the voltage when the motor 1 is regenerating (when energy is recovered from the motor 1). In this embodiment, it has a function of lowering the output voltage of the first power storage device 4, and constitutes the first module M1 as shown in FIGS. 2 and 3. The first module M1 is configured by connecting a first power storage device 4 and a first power converter 10, as shown in FIGS. 2 and 3.

Further, as shown in FIG. 2, the first power converter 10 is configured with two semiconductor switching elements (MOSFET) 10a and 10b having switches S1 and S2 and a diode as a rectifier, and a downstream side The reactor 12 (coil) is electrically connected to the reactor 12 (coil). The voltage in the first module M1 can be controlled by high-speed switching (duty control) of the switches S1 and S2 of the

semiconductor switching elements

10a and 10b.

The second power converter 11 has a function to step down the voltage when the motor 1 is running (when supplying energy to the motor 1) and a function to step up the voltage when the motor 1 is regenerating (when energy is recovered from the motor 1). In this embodiment, it has a function of lowering the output voltage of the second power storage device 5, and constitutes a second module M2 as shown in FIGS. 2 and 3. The second module M2 is configured by connecting a second power storage device 5 and a second power converter 11, as shown in FIGS. 2 and 3.

Further, as shown in FIG. 2, the second power converter 11 is configured with two semiconductor switching elements (MOSFETs) 11a and 11b having switches S3 and S4 and a diode as a rectifier, and has an upstream side The reactor 12 (coil) is electrically connected to the reactor 12 (coil). The voltage in the second module M2 can be controlled by high-speed switching (duty control) of the switches S3 and S4 of the

semiconductor switching elements

11a and 11b.

Here, in this embodiment, the first module M1 and the second module M2 connected in series have a circuit connected to the inverter 2, and a reactor is connected between the first module M1 and the second module M2. 12 are connected in series. Thereby, when the motor 1 is running, energy is supplied from the first module M1 and the second module M2 to the inverter 2 while controlling the voltages of the first module M1 and the second module M2, and when the motor 1 is regenerating, the voltage of the first module M1 and the second module M2 is controlled. , energy can be recovered by the first module M1 and the second module M2 while controlling the voltages of the first module M1 and the second module M2.

Furthermore, as shown in FIG. 2, the present embodiment is configured to include a connection switch SR1 that forms a circuit that connects the second power storage device 5 and the ground (ground connection), and the motor 1 is At this time, the connection switch SR1 is set in the connected state so that energy can be supplied from the first module M1 and the second module M2 to the inverter 2 while controlling the voltage of the first module M1. Note that capacitors Ca, Cb, and Cc for stabilization are connected to the circuit according to this embodiment.

The ECU 13 is for controlling the motor 1 etc. according to the driver's input requests, and as shown in FIG. 4, has an inverter control section 16, a circuit control section 17, and a mechanical brake control section 18. It is connected to the inverter 2 , the first power converter 10 , the second power converter 11 , the first power storage device 4 , the second power storage device 5 , and the brake actuator 9 . Further, it includes a voltage detection sensor 4a that can detect the voltage of the first power storage device 4, a temperature detection sensor 4b that can detect the temperature of the first power storage device 4, and a temperature detection sensor 4b that can detect the voltage of the second power storage device 5. It is equipped with a voltage detection sensor 5a.

However, the voltage detection sensor 4a, the temperature detection sensor 4b, and the voltage detection sensor 5a are electrically connected to the circuit control unit 17, and the voltage detected by the voltage detection sensor 4a and the voltage detection sensor 5a causes the first power storage device 4 to and the storage state of the second power storage device 5 can be determined, and the temperature of the first power storage device 4 can be detected by the temperature detection sensor 4b. Note that the power storage state of the first power storage device 4 is shown in FIG. 28, and the power storage state of the second power storage device 5 is shown in FIG. 29, respectively.

The temperature state of the first power storage device 4 can be determined based on the temperature of the first power storage device 4, and when the temperature of the first power storage device 4 is equal to or higher than a predetermined value during power running of the motor 1, The configuration is such that the connection switch SR1 is in a connected state and energy is supplied from the second module M2 to the inverter 2. Further, during regeneration of the motor 1, if the temperature of the first power storage device 4 is equal to or higher than a predetermined value, the connection switch SR1 is brought into a connected state, and the second module M2 is configured to regenerate energy.

Further, when the motor 1 is stopped, the connection switch SR1 is brought into a connected state, and energy can be supplied from the first module M1 to the second module M2 while controlling the voltage or current of the first module M1. . Furthermore, when the motor 1 is stopped, the connection switch SR1 is brought into a connected state, and energy can be supplied from the second module M2 to the first module M1 while controlling the voltage or current of the first module M1. .

The start switch 14 is an operation switch that enables the vehicle to run, and after operating the start switch 14, by operating the accelerator operating means 6, the motor 1 is activated to enable the vehicle to run. . The monitor 15 consists of an auxiliary device such as a liquid crystal monitor attached to the vehicle, and is capable of displaying, for example, the vehicle status (speed, power storage status, presence or absence of a failure, etc.), a map of the navigation system, etc.

Furthermore, in this embodiment, as shown in FIG. 4, a detection means 19 consisting of a sensor that detects the rotation speed of the motor 1 is provided, and the rotation speed of the motor 1 detected by the detection means 19 is a predetermined value. In the above case, the regenerative brake is configured to generate a predetermined braking torque according to the operation amount of the regenerative brake operating means 8. Furthermore, during regeneration of the motor 1, the maximum value of the predetermined braking torque is set to the rated torque of the motor 1.

However, when the rotation speed of the motor 1 detected by the detection means 19 is less than a predetermined value, braking torque is generated by the mechanical brake (driving wheel mechanical brake 3a) according to the operation amount of the regenerative brake operation means 8. ing. In addition, when the amount of charge in the first power storage device 4 is equal to or higher than a predetermined value, the mechanical brake (driving wheel mechanical brake 3a) is configured to generate braking torque in accordance with the amount of operation of the regenerative brake operation means 8. .

Furthermore, in this embodiment, as shown in FIGS. 24 and 25, the first module M1 and the It is configured to control the voltage of the second module M2. Further, as described above, the temperature state of the first power storage device 4 can be determined based on the temperature of the first power storage device 4, and as shown in FIGS. The configuration is such that the higher the temperature, the lower the predetermined value of the current of the first power storage device 4 is set. In addition, as shown in FIG. 26, when controlling the voltage of the second module M2, the voltage of the second module M2 is controlled according to the voltage of the second power storage device 5.

Furthermore, in this embodiment, when controlling the voltage of the first module M1 and the second module M2, as shown in FIG. In comparison, the duty cycle T of the first power converter 10 and the second power converter 11 is set longer. Furthermore, in this embodiment, when controlling the voltages of the first module M1 and the second module M2, as shown in FIG. The overlapping period with the voltage boosting period during the duty cycle of the voltage converter 11 is controlled to be reduced (suppressing the overlapping period).

FIG. 5 shows changes in each parameter when the accelerator operating means 6 and the regenerative brake operating means 8 are operated after the start switch 14 is turned on in the electric vehicle according to the above embodiment. Note that "FCCNO" (function circuit control number) in the table of the figure corresponds to "FCCNO" shown in FIGS. 4, 18, and 19.

Next, control (main control) of the electric vehicle according to this embodiment will be explained based on the flowchart of FIG. 6.
First, in S1 it is determined whether or not the start switch 14 is turned on. When it is determined that the start switch 14 is turned on, the power storage state (Soc1) of the first power storage device 4 is set to a predetermined lower limit value (FIG. 28) in S2. Reference) It is determined whether the value is larger than the specified value. When it is determined that the power storage state (Soc1) is larger than the predetermined lower limit value, request processing (S3), motor control (S4), and mechanical brake control (S5) are sequentially performed.

Next, the required characteristics of the electric vehicle according to this embodiment will be explained based on FIGS. 7 to 10.
The relationship between the driving torque and braking torque at the driving wheel Ta and the vehicle speed is as shown in FIG. 7, and the relationship between the motor torque at the driving wheel Ta and the rotation speed (ω) of the motor 1 is as shown in FIG. It is said to have such characteristics. In particular, in FIG. 7, when driving at high speed, the driving torque has a gradually decreasing relationship with the vehicle speed, whereas the braking torque has a constant relationship. In FIG. 8, the positive side (upper half) of the vertical axis indicates the driving torque according to the operation amount of the accelerator operating means 6, and the negative side (lower half) of the vertical axis indicates the driving torque according to the operation amount of the accelerator operating means 8. It shows the braking torque according to the amount of operation. The symbol Tm1 in the figure indicates the rated torque of the motor 1.

The relationship between the braking torque at the driven wheel Tb and the vehicle speed is as shown in FIG. is assumed to have the characteristics as shown in Fig. 10. Since Figs. 9 and 10 show the characteristics of the driven wheel Tb, the characteristics (braking torque) are only on the negative side (lower half) of the vertical axis. only is shown.

Next, control of the electric vehicle (request processing control) according to the present embodiment will be explained based on the flowchart of FIG. 11.
First, in S1 it is determined whether the system is normal or not based on the presence or absence of a failure signal. If it is determined that there is no failure signal, in S2 it is determined whether or not the accelerator operation means 6 is operated (the accelerator operation amount Ap is less than 0). If it is determined that the accelerator operating means 6 has been operated, the process proceeds to S5, where the motor torque (Tm ) is calculated.

After the calculation in S5, the process proceeds to S9, where the mechanical braking torque (Tbmr) corresponding to the operation amount of the regenerative brake operating means 8 is calculated based on the table 5 shown in FIG. The mechanical braking torque (Tbmf) corresponding to the operation amount of the mechanical brake operating means 7 is calculated based on the table 6 shown in FIG. Note that the mechanical braking torque (Tbmr) calculated in S9 is used as the braking torque for the driving wheel Ta, and the mechanical braking torque (Tbmf) calculated in S13 is used as the braking torque for the driven wheel Tb.

Furthermore, if it is determined in S2 that there is no operation of the accelerator operating means, it is determined in S3 whether or not regeneration of the motor 1 is possible. This determination is made when the power storage state (Soc1) of the first power storage device 4 is below the predetermined upper limit value (see FIG. 28) and the rotation speed of the motor is ω1 (see FIG. 8) or more, the regeneration of the motor 1 is performed. It is determined that this is possible. When it is determined that regeneration of the motor 1 is possible, it is determined in S4 whether the power storage state (Soc2) of the second power storage device 5 is larger than a predetermined upper limit value (see FIG. 29).

If it is determined in S4 that the power storage state (Soc2) of the second power storage device 5 is larger than the predetermined upper limit value (see FIG. 29), the process advances to S6, and the regenerative brake operating means 8 is adjusted based on the table 2 shown in FIG. Motor torque (Tm) is calculated according to the operation amount. Here, in calculating the motor torque (Tm) based on Table 2, if the rotation speed of the motor 1 is below the predetermined rotation speed (ω2) shown in FIG. ) correction is made. After the calculation in S6, the process proceeds to S10, where the mechanical braking torque (Tbmr) corresponding to the operation amount of the regenerative brake operating means 8 is calculated based on the table 4 shown in FIG. will be exposed.

Furthermore, if it is determined in S4 that the power storage state (Soc2) of the second power storage device 5 is not larger than the predetermined upper limit value (see FIG. 29), the process proceeds to S7, and the regenerative brake operation is performed based on the table 3 shown in FIG. A motor torque (Tm) corresponding to the operation amount of the means 8 is calculated. Here, when calculating the motor torque (Tm) based on Table 3, as in Table 2, if the rotation speed of the motor 1 is equal to or lower than the predetermined rotation speed (ω2) shown in FIG. 8, Tm=Tm(ω−ω1) A correction of /(ω2−ω1) is performed. Note that after the calculation in S7, the mechanical braking torque (Tbmr) is set to 0 in S11, and then S13 described above is performed.

On the other hand, if it is determined in S1 that there is a failure signal or if it is determined that regeneration is not possible in S3, the process advances to S8, where the motor torque (Tm) is set to 0, and then the process advances to S12, as shown in FIG. Mechanical braking torque (Tbmr) according to the operation amount of the regenerative brake operation means 8 is calculated based on Table 5 shown in FIG. As a result, when it is determined that there is a failure in the system or that regeneration is not possible, braking torque is generated by the mechanical brake (driving wheel mechanical brake 3a) according to the amount of operation of the regenerative brake operating means 8. I can do it. Note that after the calculation in S12, the previously described S13 will be performed.

Next, the control (motor control) of the electric vehicle according to this embodiment will be explained based on the flowcharts of FIGS. 18a to 18c.
First, in S1 it is determined whether the system is normal or not based on the presence or absence of a failure signal. If it is determined that there is no failure signal, in S2 it is determined whether or not the accelerator operation means 6 is operated (the accelerator operation amount Ap is less than 0). When it is determined that the accelerator operation means 6 is operated, the state of power storage (Soc2) of the second power storage device 5 is larger than the predetermined lower limit value (see FIG. 29) in S3. It is determined whether or not.

If it is determined in S3 that the power storage state (Soc2) of the second power storage device 5 is not larger than the predetermined lower limit value (see FIG. 29), the process proceeds to S7, where FCC (function circuit control) is set to 1, and If it is determined in S3 that the power storage state (Soc2) of the second power storage device 5 is larger than the predetermined lower limit value (see FIG. 29), the process proceeds to S4, and it is determined whether the temperature of the first power storage device 4 is lower than the predetermined value. It will be judged.

As a result of the determination in S4, if it is determined that the temperature of the first power storage device 4 is not lower than the predetermined value (or higher than the predetermined value), the process proceeds to S10, where FCC=4 is set, and the temperature of the first power storage device 4 is set in S4. If it is determined that the temperature is lower than the predetermined value, the process proceeds to S5, where it is determined whether the rotation speed (ω) of the motor 1 is smaller than ω2.

If it is determined in S5 that the rotation speed (ω) of the motor 1 is not smaller than ω2, the process proceeds to S8, where FCC is set to 2, and in S5 the rotation speed (ω) of the motor 1 is smaller than ω2. If it is determined that this is the case, the process proceeds to S6, and it is determined whether or not the accelerator operation amount Ap is larger than a predetermined value. If it is determined in S6 that the accelerator operation amount Ap is not greater than the predetermined value, the process proceeds to S8, where FCC is set to 2, and if it is determined in S6 that the accelerator operation amount Ap is greater than the predetermined value, the process proceeds to S9. Proceed and set FCC=3.

On the other hand, if it is determined in S1 that there is a failure signal, the process proceeds to S21, where the FCC is set to 10, and if it is determined in S2 that the accelerator operating means 6 is not operated, the regeneration of the motor 1 is performed in S11. It is determined whether or not it is possible. When it is determined in S11 that regeneration of the motor 1 is possible, the process proceeds to S12, where it is determined whether the power storage state (Soc2) of the second power storage device 5 is larger than a predetermined upper limit value, and the second power storage device If it is determined that the power storage state (Soc2) of No. 5 is larger than the predetermined upper limit value, the process proceeds to S16, where FCC=5.

Further, if it is determined in S12 that the power storage state (Soc2) of the second power storage device 5 is not greater than the predetermined upper limit value, the process proceeds to S13, where it is determined whether the temperature of the first power storage device 4 is lower than a predetermined value. Ru. If it is determined in S13 that the temperature of the first power storage device 4 is smaller than the predetermined value, the process proceeds to S17, where the FCC is set to 6, and if it is determined that the temperature of the first power storage device 4 is not smaller than the predetermined value. , proceed to S18 and set FCC=7.

On the other hand, if it is determined in S11 that regeneration of the motor 1 is not possible, the process proceeds to S14, where it is determined whether or not the power storage state (Soc2) of the second power storage device 5 is equal to or lower than the charge determination value. If it is determined that this is the case, the process proceeds to S19, where FCC=8 is set. Further, if it is determined in S14 that the power storage state (Soc2) of the second power storage device 5 is not equal to or lower than the charge determination value, the process proceeds to S15, and whether or not the power storage state (Soc1) of the first power storage device 4 is equal to or lower than the charge determination value is determined. It is determined whether

When it is determined in S15 that the power storage state (Soc1) of the first power storage device 4 is equal to or less than the charging determination value, the process proceeds to S20, where the FCC is set to 9, and the power storage state (Soc1) of the first power storage device 4 is set in S15. If it is determined that the state (Soc1) is not equal to or lower than the charging determination value, the process proceeds to S21, where FCC=10 is set. After the mode (FCC) is determined as described above, it is determined in S22 whether or not the mode (FCC) determined in this process is changed from the mode (FCCO) determined in the previous process.

If it is determined in S22 that there is no mode change, the process proceeds to S23 and the determined FCC is maintained; if it is determined that there is a mode change, the process proceeds to S24 and the FCCNO is set to 11. After that, the duty ratios (K1, K2) in the first module M1 and the second module M2 are calculated in S25, and then the circuit control according to the FCCNO (see FIGS. 19a and 19b) is performed in S26. , the mode (FCC) currently determined for processing is stored in the FCCO in S27, and inverter control is performed in S28.

However, K1 indicates the duty ratio in the first module M1, and K1=ON time of switch S1/(ON time of switch S1+OFF time of switch S1), and K2 indicates the duty ratio in the second module M2. K2=ON time of switch S3/(ON time of switch S3+OFF time of switch S3). Further, the description will be made assuming that the voltage in the first power storage device 4 is Vdc1 and the current is Idc1, the voltage in the second power storage device 5 is Vdc2 and the current is Idc2, and the voltage in the inverter 2 is Vinv and the current is Iinv.

Here, the method of calculating the duty ratio (K1, K2) in S25 will be explained based on the flowchart of FIG. 23.
First, in S1, K2=0 is set, and in S2, the arithmetic expression K1=Vinv/Vdc is executed to obtain K1. Then, in S3, the calculation formula Idc1cmd=ABS(Iinv)*Vinv/Vdc1 ("ABS(Iinv)" is the absolute value of "Iinv") is executed to obtain Idc1cmd, and then the process proceeds to S4, as shown in FIG. Calculate Idc1max based on the table.

After that, in S5, it is determined whether Idc1cmd is larger than Idc1max, and if it is determined that Idc1cmd is larger than Idc1max, the process proceeds to S6, and it is determined whether FCCNO=2 or 6. If it is determined that FCCNO=2 or 6, K2 is calculated in S10 (calculated using the formula K2=Vdc1*(Idc1cmd-Idc1max)/(Vdc2*Iinv)), and K1 is calculated in S11. is calculated (calculated using the formula K1=(Vinv-Vdc2*Idc2/Iinv)/Vdc).

Furthermore, if it is determined in S6 that FCCNO is not 2 or 6, it is determined in S7 whether FCCNO is 3, and if it is determined that FCCNO is 3, K1 is calculated in S12 (K1 =Vdc2/Vdc1). On the other hand, if it is determined in S5 that Idc1cmd is not greater than Idc1max, and if it is determined in S7 that FCCNO is not 3, the process proceeds to S8, where it is determined whether FCCNO=8 or not. If it is determined that there is, K1 is calculated in S13 (calculated using the formula: K1=Vdc2 (predetermined charging value)/Vdc1).

Further, if it is determined that S8=FCCNO is not 8, the process proceeds to S9, and it is determined whether FCCNO=9. If it is determined that FCCNO=9, K1 is calculated in S14 (K1=Vdc2 /Vdc1 (charging predetermined value)), and if it is determined that FCCNO is not 9, the series of calculation steps ends.

Furthermore, the circuit control in S26 is performed based on the control tables shown in FIGS. 19a and 19b. The content of control using this control table will be explained below.
When FCCNO=1, the first module M1 is in the operating state and the second module M2 is in the inactive state, and the switches S1 and S2 of the

semiconductor switching elements

10a and 10b are subjected to duty control (duty control with period T) during motor power running. At the same time, the switch S3 of the

semiconductor switch elements

11a and 11b is turned off (off state) and the switch S4 is turned on (on state). At this time, the connection switch SR1 is placed in a cutoff state (off state). When FCCNO=1, the DC voltage control of the inverter 2 is performed based on table A shown in FIG.

According to Table A, on the premise that the DC voltage of the inverter 2 is controlled by PWM control (pulse width modulation), the DC voltage of the inverter 2 is controlled by the rotation of the motor 1, as shown in FIG. It is possible to control according to the number (ω). Note that Tables B to C, which will be described later, are also based on the assumption that the DC voltage of the inverter 2 is controlled by PWM control.

When FCCNO=2, the first module M1 and the second module M2 are activated, and the switches S1 and S2 of the

semiconductor switch elements

10a and 10b are subjected to duty control (duty control with a period of 2T) during motor power running, and the semiconductor The switches S3 and S4 of the

switch elements

11a and 11b are subjected to duty control (duty control with a period of 2T) when the motor is running. At this time, the connection switch SR1 is placed in a cutoff state (off state). When FCCNO=2, the DC voltage control of the inverter 2 is performed based on table A shown in FIG.

When FCCNO=3, the first module M1 and the second module M2 are activated, and the switches S1 and S2 of the

semiconductor switch elements

10a and 10b are subjected to duty control (duty control with period T) during motor power running, and the semiconductor The switch S3 of the

switch elements

11a and 11b is in a cutoff state (off state), and the switch S4 is in a connected state (on state). At this time, the connection switch SR1 is brought into a connected state (on state). When FCCNO=3, the DC voltage control of the inverter 2 is performed based on Table C shown in FIG.

When FCCNO=4, the second module M2 is in the operating state and the first module M1 is in the inactive state, and the switches S1 and S2 of the

semiconductor switching elements

10a and 10b and the switches S3 and S4 of the

semiconductor switching elements

11a and 11b are in the motor It is in a cutoff state (off state) during power running. At this time, the connection switch SR1 is brought into a connected state (on state). When FCCNO=4, the DC voltage control of the inverter 2 is performed based on Table C shown in FIG.

When FCCNO=5, the first module M1 is in the operating state and the second module M2 is in the inactive state, and the switches S1 and S2 of the

semiconductor switching elements

10a and 10b are subjected to duty control (duty control with period T) during motor regeneration. At the same time, the switch S3 of the

semiconductor switching elements

11a and 11b is turned off (off state), and the second switch S4 is turned on (on state). At this time, the connection switch SR1 is placed in a cutoff state (off state). When FCCNO=5, the DC voltage control of the inverter 2 is performed based on Table B shown in FIG. 21.

When FCCNO=6, the first module M1 and the second module M2 are activated, and the switches S1 and S2 of the

semiconductor switch elements

10a and 10b and the switches S3 and S4 of the

semiconductor switch elements

11a and 11b perform duty control during motor regeneration. (Duty control with period 2T). At this time, the connection switch SR1 is placed in a cutoff state (off state). When FCCNO=6, the DC voltage control of the inverter 2 is performed based on Table B shown in FIG. 21.

When FCCNO=7, the second module M2 is in the operating state and the first module M1 is in the inactive state, and the switches S1 and S2 of the

semiconductor switching elements

10a and 10b and the switches S3 and S4 of the

semiconductor switching elements

11a and 11b are in the motor It is in a cutoff state (off state) during regeneration. At this time, the connection switch SR1 is brought into a connected state (on state). When FCCNO=7, the DC voltage control of the inverter 2 is performed based on Table C shown in FIG.

When FCCNO=8, the first module M1 and the second module M2 are activated, and the switches S1 and S2 of the

semiconductor switch elements

10a and 10b are subjected to duty control (duty control with period T) when the motor is stopped, and the semiconductor The switch S3 of the

switch elements

11a and 11b is in a cutoff state (off state), and the switch S4 is in a connected state (on state). At this time, the connection switch SR1 is brought into a connected state (on state). When FCCNO=8, the DC voltage control of the inverter 2 is performed based on Table C shown in FIG.

When FCCNO=9, the first module M1 and the second module M2 are activated, and the switches S1 and S2 of the

semiconductor switch elements

switch elements

11a and 11b is in a cutoff state (off state), and the switch S4 is in a connected state (on state). At this time, the connection switch SR1 is brought into a connected state (on state). When FCCNO=9, the DC voltage control of the inverter 2 is performed based on Table C shown in FIG. 22.

When FCCNO=10, the first module M1 and the second module M2 are in an inactive state, and the switches S1 and S2 of the

semiconductor switch elements

10a and 10b and the

semiconductor switch elements

11a and 11b are in a cutoff state (off state) when the motor is stopped. It is said that At this time, the connection switch SR1 is placed in a cutoff state (off state). When FCCNO=10, the DC voltage control of the inverter 2 is not performed.

When FCCNO=11, the switches S1 and S2 of the

semiconductor switching elements

10a and 10b are subjected to duty control (duty control with period T) at the time of switching, and the switches S3 and S4 of the

semiconductor switching elements

11a and 11b are in the cutoff state (off). state). At this time, the connection switch SR1 is placed in a cutoff state (off state). Then, when FCCNO=11, the DC voltage control of the inverter 2 is not performed.

According to the electric vehicle according to the above embodiment, the first module M1 and the second module M2 connected in series are provided with a circuit connected to the inverter 2, and when the motor 1 is powered, the first module M1 and the second module M2 are connected in series. Since energy is supplied from the first module M1 and the second module M2 to the inverter 2 while controlling the voltage of the second module M2, the voltages of the two modules can be controlled separately.

Therefore, when the first power storage device 4 and the second power storage device 5 share energy supply and power the motor 1, the DC voltage (Vinv) of the inverter 2 is divided between the first power storage device 4 and the second power storage device 5. The voltage can be controlled to be lower than the voltage of a power storage device with a low voltage. That is, by connecting the first module M1 and the second module M2 connected in series to the inverter 2, the DC voltage (Vinv) of the inverter 2 can be expressed as K1*Vdc1+K2*Vdc2, and the first Since the voltage of the power storage device 4 (Vdc1) and the voltage of the second power storage device 5 (Vdc2) can be controlled to any voltage equal to or higher than 0V, the DC voltage (Vinv) of the inverter 2 can be controlled to the voltage of the first power storage device 5. 4 and the second power storage device 5, the voltage can be controlled to be lower than the voltage of the power storage device with the lower voltage.

Furthermore, the motor 1 is capable of power running and regeneration, and during regeneration, the first module M1 and the second module M2 recover energy while controlling the voltages of the first module M1 and the second module M2. The voltages of the two modules can be controlled separately. Therefore, when the first power storage device 4 and the second power storage device 5 share energy recovery and regenerate the motor 1, the DC voltage (Vinv) of the inverter 2 is divided into the voltage (Vdc1) of the first power storage device 4 and the second power storage device 4. It can be controlled to any voltage equal to or higher than 0V, which is the sum of the voltage (Vdc2) of power storage device 5.

Furthermore, since the reactor 12 is connected in series between the first module M1 and the second module M2, the reactor 12 of the first module M1 and the second module M2 can be shared, reducing the number of parts. I can do it. Furthermore, a connection switch SR1 is provided that forms a circuit connecting the second power storage device 5 and the ground, and when the motor 1 is running, the connection switch SR1 is brought into a connected state and the voltage of the first module M1 is controlled. Since energy is supplied to the inverter 2 from the first module M1 and the second module M2, energy can be supplied from the first module M1 and the second module M2 to the inverter 2 in parallel (Iinv=Idc1+Idc2, Idc1= f(K1)), the current of the first power storage device 4 can be set arbitrarily when the motor 1 is running.

In addition, the temperature state of the first power storage device 4 can be determined based on the temperature of the first power storage device 4, and when the temperature of the first power storage device 4 is equal to or higher than a predetermined value when the motor 1 is running, , the connection switch SR1 is brought into the connected state and energy is supplied from the second module M2 to the inverter 2, so that a rise in temperature of the first power storage device 4 can be suppressed. Further, the temperature state of the first power storage device 4 can be determined based on the temperature of the first power storage device 4, and when the temperature of the first power storage device 4 is equal to or higher than a predetermined value during regeneration of the motor 1, Since the connection switch SR1 is brought into the connected state and energy is regenerated in the second module M2, a rise in temperature of the first power storage device 4 can be suppressed.

Furthermore, when the motor 1 is stopped, the connection switch SR1 is connected, and energy is supplied from the first module M1 to the second module M2 while controlling the voltage or current of the first module M1. The second power storage device 5 can be charged at the same time, and it is possible to prevent the second module M2 from running out of energy when the vehicle is running. Furthermore, when the motor 1 is stopped, the connection switch SR1 is connected, and energy is supplied from the second module M2 to the first module M1 while controlling the voltage or current of the first module M1. The first power storage device 4 can be charged when the vehicle is stopped, and it is possible to prevent the first module M1 from running out of energy when the vehicle is running.

However, during power running of the motor 1, the voltages of the first module M1 and the second module M2 are controlled so that the current of the first power storage device 4 is below a predetermined value, so the temperature of the first power storage device 4 is high. The more the temperature rise of the first power storage device 4 can be suppressed. Further, the temperature state of the first power storage device 4 can be determined based on the temperature of the first power storage device 4, and as shown in FIGS. 24 and 25, the higher the temperature of the first power storage device 4, the Since the predetermined value of the current of the first power storage device 4 is set low, it is possible to reliably prevent the current of the first power storage device 4 from exceeding the predetermined value (tolerable value).

Furthermore, when controlling the voltage of the second module M2, the voltage of the second module M2 is controlled according to the voltage of the second power storage device 5, so even if the voltage of the second power storage device 5 fluctuates, the voltage of the second module M2 Voltage fluctuations of the two modules M2 can be prevented. Furthermore, when controlling the voltage of the first module M1 and the second module M2, compared to controlling the voltage of either the first module M1 or the second module M2, the voltage of the first power converter 10 and the second module M2 is By setting the duty cycle of the power converter 11 to be long, it is possible to reduce the number of times the semiconductor switch element is turned on and off per unit time when controlling the voltages of the first module M1 and the second module M2.

Furthermore, when controlling the voltages of the first module M1 and the second module M2, the voltage boosting period during the duty cycle of the first power converter 10 and the voltage boosting period during the duty cycle of the second power converter 11 overlap. By controlling to reduce the period (control to shift the phase), fluctuations in the DC voltage (Vinv) of the inverter 2 can be reduced.

However, since the first power storage device 4 has higher voltage characteristics than the second power storage device 5, the output voltage of the first power storage device 4 can be reduced to supply energy to the second power storage device 5. Furthermore, since the amount of energy when the first power storage device 4 is fully charged is greater than the amount of energy when the second power storage device 5 is fully charged, energy can be smoothly supplied from the first power storage device 4 to the second power storage device 5. be able to. Furthermore, since the first power storage device 4 is a replaceable cassette-type power storage device, the first power storage device 4 can be replaced in a short time when necessary, and energy can be transferred from the first power storage device 4 to the second power storage device 5. Can be stably supplied.

Although the present embodiment has been described above, the present invention is not limited thereto, and as shown in FIGS. 31 and 32, the reactor 12 is connected in series between the second module M2 and the inverter 2. It's okay. Further, as shown in FIG. 33, a reactor 12 may be connected in series between the first module M1 and the inverter 2. In either case, as in the previous embodiment, the reactor 12 of the first module M1 and the second module M2 can be shared, so the number of parts can be reduced.

In still other embodiments, for example, the

semiconductor switching elements

10a, 10b and the

semiconductor switching elements

11a, 11b may be other types of switches, or separately required switches may be added. Further, the semiconductor switching element may be an IGBT instead of a MOSFET. Furthermore, the present invention may be applied to vehicles that are not equipped with the monitor 15, or to three-wheeled vehicles or four-wheeled vehicles such as buggies.

A first module to which a first power storage device and a first power converter are connected, a second module to which a second power storage device and a second power converter are connected, and a first module and a second module connected in series. and a circuit connected to an inverter, and the electric vehicle supplies energy from the first module and the second module to the inverter while controlling the voltages of the first module and the second module when the motor is running. For example, it can be applied to items with different external shapes or items with other functions added.

1 Motor 2 Inverter 3a Drive wheel mechanical brake 3b Driven wheel mechanical brake 4 First power storage device 4a Voltage detection sensor 4b Temperature detection sensor 5 Second power storage device 5a Voltage detection sensor 6 Accelerator operation means 7 Mechanical brake operation means 8 Regenerative brake operation means 9 Brake actuator 10

First power converter

10a, 10b Semiconductor switch element (MOSFET)
11

Second power converter

11a, 11b semiconductor switch element (MOSFET)
12 Reactor (coil)
13 ECU
14 Start switch 15 Monitor 16 Inverter control section 17 Circuit control section 18 Mechanical brake control section 19 Detection means Ta Drive wheel Tb Driven wheel Vdc1 First power storage device (battery) voltage Vdc2 Second power storage device (capacitor) voltage Vinv Inverter DC voltage V1 S2 terminal average voltage V2 S4 terminal average voltage M1 1st module M2 2nd module SR1 Connection switch Ca, Cb, Cc Smoothing capacitor

Claims

A motor capable of power running;
An inverter that can convert direct current to alternating current,
a first power storage device having high capacity type characteristics;
a second power storage device having high output characteristics;
a first power converter having a function of reducing the output voltage of the first power storage device;
a second power converter having a function of reducing the output voltage of the second power storage device;
An electric vehicle having
a first module to which the first power storage device and the first power converter are connected;
a second module to which the second power storage device and the second power converter are connected;
a circuit in which the first module and the second module connected in series are connected to the inverter;
An electric vehicle, characterized in that when the motor is running, energy is supplied from the first module and the second module to the inverter while controlling the voltages of the first module and the second module.
The motor is capable of power running and regeneration, and during regeneration, the first module and the second module recover energy while controlling the voltages of the first module and the second module. The electric vehicle described in Item 1.
The electric vehicle according to claim 1, further comprising a reactor connected in series between the first module and the second module.
A connection switch forming a circuit connecting the second power storage device and ground is provided, and when the motor is running, the connection switch is in a connected state and the voltage of the first module is controlled while the first module is connected. The electric vehicle according to claim 1, wherein energy is supplied to the inverter from a second module.
A connection switch forming a circuit connecting the second power storage device and ground is provided, and the temperature state of the first power storage device can be determined based on the temperature of the first power storage device, and the temperature state of the first power storage device can be determined based on the temperature of the first power storage device. The electric vehicle according to claim 1, wherein during power running, if the temperature of the first power storage device is equal to or higher than a predetermined value, the connection switch is set to a connected state, and energy is supplied from the second module to the inverter. .
A connection switch forming a circuit connecting the second power storage device and ground is provided, and the temperature state of the first power storage device can be determined based on the temperature of the first power storage device, and the temperature state of the first power storage device can be determined based on the temperature of the first power storage device. 3. The electric vehicle according to claim 2, wherein during regeneration, if the temperature of the first power storage device is equal to or higher than a predetermined value, the connection switch is brought into a connected state and the second module regenerates energy.
A connection switch forming a circuit connecting the second power storage device and ground is provided, and when the motor is stopped, the connection switch is brought into a connected state and the voltage or current of the first module is controlled while the second power storage device and the ground are connected. The electric vehicle according to claim 1, wherein energy is supplied from one module to the second module.
A connection switch forming a circuit connecting the second power storage device and ground is provided, and when the motor is stopped, the connection switch is brought into a connected state and the voltage or current of the first module is controlled while the second power storage device and the ground are connected. The electric vehicle according to claim 1, wherein energy is supplied from two modules to the first module.
The electric vehicle according to claim 1, further comprising a reactor connected in series between the first module or the second module and the inverter.
The electric vehicle according to claim 1, wherein the voltages of the first module and the second module are controlled so that the current of the first power storage device is equal to or less than a predetermined value when the motor is running.
The temperature state of the first power storage device can be determined based on the temperature of the first power storage device, and the higher the temperature of the first power storage device, the lower the predetermined value of the current of the first power storage device is set. The electric vehicle according to claim 10, characterized in that:
The electric vehicle according to claim 1, wherein when controlling the voltage of the second module, the voltage of the second module is controlled according to the voltage of the second power storage device.
When controlling the voltage of the first module and the second module, the voltage of the first power converter and the second power converter is lower than when controlling the voltage of either the first module or the second module. The electric vehicle according to claim 1, wherein the duty cycle of the electric vehicle is set to be long.
When controlling the voltages of the first module and the second module, there is an overlap period between a voltage boosting period during the duty cycle of the first power converter and a voltage boosting period during the duty cycle of the second power converter. The electric vehicle according to claim 13, wherein the electric vehicle is controlled to reduce the amount of electricity.
The electric vehicle according to claim 1, wherein the first power storage device has higher voltage characteristics than the second power storage device.
The electric vehicle according to claim 1, wherein the amount of energy when the first power storage device is fully charged is greater than the amount of energy when the second power storage device is fully charged.
The electric vehicle according to claim 1, wherein the first power storage device is a replaceable cassette-type power storage device.
The first power storage device includes a high-capacity lithium ion battery or a high-capacity nickel-metal hydride battery, and the second power storage device includes a high-power lithium-ion battery, a high-power nickel-hydrogen battery, a lithium-ion capacitor, or an electric double layer capacitor. The electric vehicle according to claim 1, wherein the electric vehicle is: