JPH03155308A - Power source unit for motor vehicle - Google Patents

Abstract

PURPOSE:To enable selection of power source arrangement according to travel conditions by providing an operating unit for switching the connection between a first power source unit and a generator section as required. CONSTITUTION:Upon initial setting, an operating unit 27 makes a judgment whether a generator module 10 is mounted or not. Outputs from various sensors are taken in during sensor input processing. When the residual battery power in a first power source unit 4 is lower than a predetermined level, a switching circuit section 13 is switched and a portion of output from a generator section 11 is fed to the first power source unit 4. If judgement is made that no charging is required, then a judgement is made whether it is regeneration and the first power source unit 4 is charged in case of regeneration. When it is not regeneration, the switching circuit section 13 is switched thus switching the interconnection of battery units V1, V2 in the first power source unit 4 and the generator section 11.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an electric vehicle, and particularly to a power supply device thereof.

[Prior Art] Electric vehicles equipped with a motor as a driving force source are conventionally known. FIG. 10 is a diagram showing an example of the configuration of a conventional electric vehicle. FIG. 10(a) is an example in which two motors are arranged in series to drive the front or rear wheels, and FIG. 10(b) is an example in which two motors are arranged in series to drive the front or rear wheels. An example in which the rear wheels are driven by two separate motors, and (C) is an example in which the four wheels are driven by four separate motors. ~70
indicates a motor, and 71 to 73 indicate differential gears. As a power supply device for driving these motors, a battery or a generator consisting of a lead-acid battery or the like is normally used, and these power supply devices are shown in Figure 10 (d).
), or mounted on the rear wheel side as shown in (
As shown in e), it was mounted on the front wheel side. In addition, the first
In Figure 0 (d) and (e), 74 is the vehicle body, 75.76
indicates a power supply.

[Problems to be Solved by the Invention] However, when the motor is powered only by a fixedly mounted battery or generator as in the past, it is not possible to adequately meet the various driving conditions required of the vehicle. There was a problem.

In other words, the driving conditions of vehicles, including electric vehicles, are generally short distance driving, long distance driving, low speed driving, high speed driving, low torque, and high torque driving. There are many driving conditions when a battery is required, but when using a battery, the power density is large and the energy that can be extracted at times is large, but
Since the energy density is low, there is a problem in terms of cruising distance, and if a generator is used, the high energy density is advantageous for long distance travel, but the power density is low and it cannot supply large currents. There is a problem in that it is not possible to satisfy various driving conditions simply by using a constantly mounted battery or generator like in conventional electric vehicles.

The present invention solves the above-mentioned problems, and an object of the present invention is to provide a power supply device for an electric vehicle that can select a power supply configuration according to driving conditions.

[Means for Solving the Problem] In order to achieve the above object, the power supply device for an electric vehicle of the present invention provides a power supply device for an electric vehicle equipped with a first power supply device (4) that is always used. In the case where the power supply device (5) can be mounted and a power supply device (10) serving as a generator section (11) is mounted as the second power supply device (5), the first power supply device It is characterized by comprising a calculation device (27) that switches and controls the connection between the device (4) and the generator section (11) as necessary.

[Operation and Effects of the Invention] In the present invention, the first power supply device (4) which is always installed
In addition to this, a second power supply device (5) can be mounted as needed, and in particular, a generator section (5) can be installed as the second power supply device (5).
11) is used, the first power supply device (4) and the generator section (11) are connected in series under the control of an arithmetic device (27), It can be done in parallel. Therefore, the vehicle speed,
Since it is possible to adopt the optimal power supply configuration according to torque, etc., it is possible to improve the power performance of electric vehicles.
It can extend the cruising distance.

Note that the numbers assigned to the above configurations are for comparison with the drawings, and the configurations of the present invention are not limited to the same extent by these numbers.

[Example code] Examples will be described below with reference to the drawings.

First, the overall configuration of a power supply device for an electric vehicle according to the present invention will be described with reference to FIG. In addition, in the figure, 1 is the vehicle body, 2 is the front wheel, 3 is the rear wheel, 4 is the first power supply device, and 5 is the second
A power supply device, 6 indicates the mounting position of the second power supply device.

In FIG. 1, a first power supply device 4 is a power supply device that is always mounted on the front wheel 2 side, as shown in FIG. 1(a), for example, in order to ensure the minimum necessary power supply, and uses a battery. is preferable. Further, the second power supply device 5 is a power supply device mounted on the rear wheel 3 side as shown in FIG. 1(b), and can be configured with a battery module using a battery, as required. It can also be configured with a generator module consisting of an engine and a generator. In addition, in FIG. 1, the first power supply device 4 is located on the front wheel 2 side, and the second
Although the power supply device 5 is mounted on the rear wheel 3 side, the first power supply device 4 may be mounted on the rear wheel 3 side and the second power supply device 5 may be mounted on the front wheel 2 side. That is clear.

The second power supply device 5 is mounted at a predetermined position shown at 6 in FIG.
Since it has a certain weight, it is necessary to make it easy to load and unload it. Therefore,
The second power supply device 5 is configured as shown in FIG. Second
Figure (a) shows a configuration example of a battery module, in which a battery module 7 is composed of a battery 8 and a truck 9, and the battery 8 is fixed to the truck 9 by a fixing means (not shown). FIG. 2(b) shows a configuration example of a generator module, and the generator module 10 includes a generator section 11 for generating electricity, an engine section 12 for rotating the generator section 11, and a a switching circuit section 13 that switches the connection state between the first power supply device 4 and the generator section 11;
are fixed to the truck 14 by fixing means (not shown), respectively. Note that the switching circuit section 13 will be described later.

When loading the battery module 7 or the generator module 10 into the vehicle, as shown in FIG.
0 is loaded onto a truck 15 whose floor surface is approximately at the same height as the floor 20 of the vehicle body 1, and the module truck is moved together with the module truck in the direction of arrow 2. The battery module 7 or generator module 10 serving as the second power supply device 5 may be loaded from the rear of the vehicle body 1 as shown by the arrow 16 in FIG. It may be from the first aspect, but from the second? ! ! In order to easily reload the source device 5 and to stably fix it to the vehicle body 1, the floor 20 of the vehicle body 1 has the same width as the wheel width of the truck of each module, as shown in FIG. Lay the rails 221 and 222, and then install the stoppers 23+ and 23.
2, 23s, and 23- may be arranged. In the figure, the pins indicated by 25 are of the second power supply device 5 (not shown)
is the plug to be connected, and the 21st!1 is connected to the plug 25.
By inserting the bottle of the source device 5, the second power source device 5 is electrically connected to the first N source device 4 in a predetermined state,
A power supply device for an electric vehicle is configured.

Next, a circuit configuration for controlling the motor will be explained.

FIG. 5 is a diagram showing a configuration example when only the first power supply device 4 is used (hereinafter referred to as the first mode). In this case, as shown in FIG. 5(a), the plug 25 is Dummy pin 26 is inserted. The plug 25 has eight ports as shown in the figure, including BO) P7. PG serves as a negative output terminal and a positive output terminal to the motor control circuit 28, respectively.

The dummy pin 26 is connected to port P2. P4. Connect P7 and baud) P3. P5. It is configured to connect the PG and further ground the PG and PI.

Assume that the first power supply device 4 has two battery units whose voltages are Vl and V2, as shown in FIG. S (b), and whose terminals T1. T2. T3. T4 is the port P4 of the plug 25, respectively. P5. P2. P3, the two battery units of the first power supply device 4 are connected in parallel to the motor control circuit 28 by the dummy pins 26 as shown in FIG. 5(C). Ports PG and PI of the dummy pin 26 are arithmetic control means such as a microprocessor and RAM.

It is used as a signal line to the arithmetic unit 27 composed of memory such as ROM, and the signal line allows the arithmetic unit 27 to
It is possible to identify whether or not the power supply device 5 is installed, and if so, whether the second power supply device 5 is the battery module 7 or the generator module 10. When the dummy pin 26 is inserted, the levels of BO and PI are both low (L), so the arithmetic unit 27 determines that the second power supply device 5 is not installed. The computing device 27 not only identifies whether the second power supply device 5 is installed or not and its type as described above, but also identifies various sensors such as a vehicle speed sensor, a brake sensor, an accelerator opening sensor, etc., as shown by 30 in the figure. The current value to be supplied to the motor 29 is determined by taking in the output of the sensor, and the current value to be supplied to the motor 29 is instructed to the motor control circuit 28. The motor control circuit 28 is a circuit composed of a switching circuit, etc., and switches internal circuits based on instructions from the arithmetic unit 27 to supply the instructed current to the motor 29. Incidentally, since the specific circuit configuration of the motor control circuit 28 is conventionally well known, the details thereof will be omitted.

Although only one motor 28 is shown in the figure, this is shown to represent all the motors used in the electric vehicle, and the configuration shown in FIG.
10(b) and (c).
), and the same applies hereinafter.

The above is the configuration of the first mode using only the first power supply unit R4, and if the voltages of Vl and V2 are each about 100V, the maximum speed is about 80km/h, and the running distance is 60km/h on a flat ground. Since it can travel approximately 40km, it can be used for low-speed, short-distance purposes.

Also, in this case, since the second power supply device 5 is not installed, it is possible to place luggage etc. at the installation location.
This allows for efficient use of space. In addition, when the generator module 10 is installed, the generator section 1
Although relatively large noise is generated from the configuration shown in FIG. 5, no noise is generated in the configuration shown in FIG. 5, so that comfortable driving can be performed.

FIG. 6 shows a battery module 7 as the second power supply device 5.
(hereinafter referred to as the second mode), in which the battery module 7 has a configuration as shown in FIG.
A3. A4. A5. A6. A7 are the ports PO, PI, P2 . of the plug 25, respectively. Pff, P4. P5. P6
, Pl, a circuit shown in FIG. 6(C) is constructed. Further, the signal line for the arithmetic unit 27 is taken out from both ends of one battery constituting the v4 battery unit, and the port PO is at the L level and the port Pl is at the high (H) level. As a result, the arithmetic unit 27
It can be recognized that the battery module 7 is mounted as the second power supply device 5, and there is no need to provide a special battery for the signal line. In addition,
It will be clear to those skilled in the art that the signal line may be derived from battery unit v3 and that the levels of ports PO and PI may be reversed.

In the configuration of FIG. 6(a), now V3. If V4 is each about 50V, the output voltage of the entire power supply is the first
Together with the power supply device 4, the voltage is about 150V, the maximum speed is about 110 km/h, and the traveling distance is about 60 km when traveling on a steady road at EIO km/h, making it a suitable configuration for traveling short distances at high speed.

Further, in this configuration, since the power supply device is composed of only a battery, the vehicle can run comfortably without noise, similar to the configuration shown in FIG.

FIG. 7 is a diagram showing a configuration example when the generator module 10 is used as the second power supply device 5 (hereinafter referred to as the third mode), and in this case, as shown in FIG. Furthermore, not only is the bin of the generator module 10 connected to the plug 25, but also a control line 31 is connected between the generator module 10 and the arithmetic unit 27 for switching control of the switching circuit section 13. In the circuit of the generator module 10, for example, as shown in FIG. 7(b), the output of the generator section 11 is connected to the switching circuit section 13, and the plus output terminal B6 and the minus output terminal B7 of the switching circuit section 13 are connected to each other. Port P6 of plug 25. Connected to P7. The unnumbered terminals of the switching circuit section 13 are connected to ports P2 to P5 of the plug 25, thereby achieving the circuit configuration shown in FIG. In addition, the seventh
Although the connection between the first power supply device 4 and the generator module 10 is omitted in FIG. connect in parallel or in series,
Alternatively, this is to switch the internal circuit to a configuration in which the battery units vl and v2 are charged by the generator section 11, and this switching operation will be described later. In addition, the generator module 10
The terminals BO and BL are the ports of the plug 25, respectively.
Pl, which causes the port PO to be at H level, P
Since l becomes the L level, the arithmetic unit 27 can recognize that the generator module 10 is mounted as the second power supply device 5. Although the battery 32 may be specially provided to obtain the voltage of the signal line,
It is also possible to use the battery as a starter battery for starting the engine section 12 of 0. It is clear to those skilled in the art that the control line 31 can be connected by providing appropriate terminals.

According to the configuration shown in FIG. 7, the noise is relatively large due to the use of the generator section 11, but the voltage between the output terminals of the switching circuit section 13 can be obtained from about 100 V to a maximum of about 200 V. The maximum speed is about 110 km/h, and the running distance is about 500 km when running on a flat surface at 80 km/h, so it can easily be used for high-speed and long-distance purposes. In other words, since the configuration shown in Figure 7 uses a battery and a generator, the power density can be borne by the battery and the energy density can be borne by the generator. It is possible to run.

Next, the processing performed by the arithmetic unit 27 will be explained.

FIG. 8 is a diagram showing the flow of processing performed by the arithmetic unit 27. First, initial setting of Sl is performed. This is a process for setting the state necessary for starting a predetermined process, such as clearing the RAM work area. Once the initial settings have been made, the arithmetic unit 27 then detects the level of the signal line and determines whether the generator module 10 is mounted (S2). In the first and second modes described above, the generator module 10 is not installed, so the S
In step 3, the signal from the sensor is taken in, and then in step 84 it is determined whether the mode is the first mode or the second mode. The driving force is determined and an instruction to flow a current to obtain the driving force is given to the motor control circuit 28.

As a method for determining the driving force of the motor 29, for example,
It is possible to adopt a method such as detecting the vehicle speed and accelerator opening and determining the driving force from a lookup table prepared in advance (hereinafter referred to as LUT). In this case, in S3, the vehicle speed sensor and the accelerator opening are used. It will take in the output from the sensor. Then, set the LUT to the first, second,
By preparing for each third mode, it is possible to determine an appropriate driving force depending on the configuration of the power supply device.

Therefore, the motor driving force in the first mode determined in S5 is made smaller than the motor driving force in the second mode determined in S6.

This is because in the first mode, only the first power supply device 4 is used, whereas in the second mode, the first power supply device 4 and the battery module 7 are used. It should be noted that the above method for determining the driving force is merely an example, and it goes without saying that there are various methods known in the art for determining the driving force of the motor, and any of these methods may be used. stomach. In addition, if multiple motors are used, the driving force of all motors may be the same, or the driving force of each motor may be written in the LUT, and the driving force of each motor may be determined based on that. It's good.

In the above manner, the driving force is determined by S5 or Sθ,
When the command value is output to the motor control circuit 28, the arithmetic unit 2
7 repeats the processing from S2 onwards. This processing loop is performed at predetermined time intervals.

The above is the case of the first mode and the second mode, but in the case of the third mode, since a generator is installed, 87~
The process of S12 is performed. In the sensor input processing of S7,
For determining whether charging is required for the first power supply device 4 in S8, for determining whether regeneration is required in S8, and for determining the motor driving force in 812 and the determination of the driving force. The outputs of various sensors are taken in to instruct the motor control circuit 28 with command values. In the process of S8, when the remaining battery level of the first power supply device 4 is below a predetermined value, for example, 70%, a part of the electric power generated by the generator section 11 is transferred to the first power supply device 4.
The power source Hrl 14 is to be charged, and when it is determined that r7esJ is determined in S8, the circuit of the switching circuit section 13 is switched and a part of the output of the generator section 11 is supplied to the first power supply device 4. , charging is performed.

Note that since the circuit for charging is well known, its details will be omitted. In addition, as a method of determining the remaining battery capacity, there is a method of determining it based on the internal impedance determined from the voltage between the terminals and the discharge current, or a method of determining the remaining battery power based on the internal impedance determined from the voltage between the terminals and the discharge current, or the method of determining the voltage between the terminals, A method may be adopted in which the discharge current and battery temperature are detected and the remaining battery capacity is determined using an LUT. In the former case, S7 will take in the terminal voltage and discharge current from the voltage sensor and current sensor, respectively; in the latter case, the battery temperature will be taken in from the temperature sensor in addition to the terminal voltage and discharge current. It will be.

If it is determined in S8 that charging is not necessary,
In S9, it is determined whether or not it is regeneration, and if it is regeneration, the process branches to S10, and the first power supply device 4 is charged. This is to attempt to charge the first power supply device 4 when the brake pedal is depressed in a regenerative state, thereby making it possible to effectively utilize the output of the generator section 11. . Therefore, in S7, the output of the brake sensor is also taken in.

If it is determined in S9 that regeneration is not being performed, the circuit of the switching circuit section 13 is switched in S11, and the connection state of the electro-hydraulic unit (Vl, V2) of the first power supply device 4 and the generator section 11 is switched. This is a process for configuring the optimum power supply device according to the purpose of use according to the vehicle speed, load current, voltage and current of the generator section 11. Therefore, in S7, the load current, the voltage of the generator section 11 , current is also taken in.

The switching circuit section 13 is configured, for example, as shown in FIG. 9(a), and can switch the power source configuration as shown in any of the circuits shown in FIG. 9(b) to (g) as needed. can.

In FIG. 9, 11 is a generator section, Vl and V2 are two battery units of the first power supply 4, the load is the motor control circuit 28, Tr is a transistor, and D is a diode. At the base of each transistor, A control signal from the arithmetic unit 27 is input via the control line 31 . Note that the charging circuit is omitted in FIG. 9.

FIG. 9(b) shows the power supply configuration when all transistors Tr1 to Tr4 are turned off. In this case, only the generator section 11 is used as a power supply, so although the power is low, the energy density is low. It is expensive and can be driven over long distances. Therefore, the configuration shown in FIG. 9(b) is optimal for low-power long-distance travel.

Figure (C) shows the power supply configuration when only Tr4 is on, the other transistors are off, and the generator section 11 is not generating power.The voltage is low at about 100V, so the speed is slow, but the power density is Because it is large, the torque is large,
Therefore, this configuration is optimal for low speed and high torque. Figure (d) shows the configuration when the generator section 11 is generating electricity, although the conduction state of each transistor is the same as in Figure (C), and this configuration is also the same as Figure (C). Ideal for low speed and high torque. In other words, Fig. 9(C) and Fig. 8(d)
The only difference is whether or not the generator section 11 is generating power, and at low speed Φ high torque, only Tr4 is on and the other transistors are off.

9(e) and 9(f) both show the power supply configuration when Trl and Tr4 are on and Tr2 and Tr3 are off, and FIG. 9(e) shows the power supply configuration when the generator section 11 is not generating power. In this case, (f) in the same figure shows the case where power generation is being performed. In this case, since the battery units are connected in series, the voltage is high and high speed is possible, but a large current cannot be extracted, so the torque is small. Therefore, FIG. 9(e),
Both configurations (f) are optimal for high speed and low torque. Figure 9 (g) shows the power supply configuration when only Trl is off and all other transistors are on. In this case, the voltage is relatively high and the energy density is also large, so this configuration is suitable for medium speed and long Ideal for distance driving.

As described above, by controlling the conduction state of the transistor in the switching circuit section 13, it is possible to adopt a power supply configuration according to various purposes of use, and the arithmetic unit 27 calculates the vehicle speed, load current, etc. acquired in S7. The power supply configuration is switched accordingly. Which power supply configuration to adopt is determined by preparing a table of power supply configurations according to the vehicle speed, load current, voltage and current of the generator section 11, and referring to the table based on the values taken in S7. Just do it like this.

When the process of S11 is completed as described above, the arithmetic unit 27 determines the driving force of the motor in 812, and instructs the motor control circuit 28 with a command value.

The driving force can be determined, as described above, by referring to the LUT for the third mode based on the vehicle speed and accelerator opening, for example.

When the processing in S12 is completed, the processing from 82 onwards is repeated at predetermined time intervals.

Through the above processing, the two battery units (Vl, V2) of the first power supply device 4 and the generator section 11 can be connected in parallel or in series, so it is possible to configure a power supply device according to the purpose of use. This can improve the power performance of electric vehicles.

Although one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications are possible. For example: - In the above embodiment, the first power supply device 4 and the battery module 7 have two battery units, but it goes without saying that other configurations may be used. Furthermore, the second power supply device can be configured with a fuel cell or the like. Furthermore, in the process of Sll in FIG. 8, the power supply configuration may not be determined based on the value taken in from the sensor, but may be made so that the driver can select it according to the purpose of use by operating a button.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the configuration of an embodiment of the power supply device for an electric vehicle according to the present invention, FIG. 2 is a diagram showing a configuration example of the second power supply device, and FIG. 3 is a diagram showing loading and unloading of the second power supply device. Figure 4 is a diagram showing a configuration example for loading and unloading the second power supply device, Figure 5 is a diagram showing the circuit configuration in the first mode, Figure 6 is a diagram showing the circuit configuration in the second mode. 7 is a diagram showing the circuit configuration in the third mode. FIG. 8 is a diagram showing the flow of processing performed by the arithmetic unit.
1 is a diagram showing an example of a power supply configuration, and FIG. 10 is a diagram showing an example of a conventional electric vehicle and its power supply device. Device, 5... Second power supply device, 7... Battery module, 10... Generator module, 11... Generator section, 12... Engine section, 13... Switching circuit section,
25...Plug, 26...Dummy pin, 27...
Arithmetic device, 28...Motor control circuit, 29...Motor.

Claims (1)

[Claims] (1) In an electric vehicle equipped with a first power supply device that is always used, a second power supply device can be mounted, and a power supply device having a generator section is mounted as the second power supply device. A power supply device for an electric vehicle, characterized in that the power supply device includes a calculation device that switches and controls the connection between the first power supply device and the generator section as necessary.