JPH07245808A - Power supply equipment for motor vehicle - Google Patents
Power supply equipment for motor vehicleInfo
- Publication number
- JPH07245808A JPH07245808A JP6064470A JP6447094A JPH07245808A JP H07245808 A JPH07245808 A JP H07245808A JP 6064470 A JP6064470 A JP 6064470A JP 6447094 A JP6447094 A JP 6447094A JP H07245808 A JPH07245808 A JP H07245808A
- Authority
- JP
- Japan
- Prior art keywords
- power supply
- power
- sub
- main
- charged
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Secondary Cells (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、車両用電源装置に関す
るものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle power supply device.
【０００２】[0002]
【従来技術】近時、電気自動車等の車両の電源装置とし
て、特開昭５０−１５８０１２号公報に示すように、長
時間に亘って一定電力を放出する一の蓄電池と、急峻な
充・放電が可能な他の蓄電池とを並列接続し、定常走行
時には、上記一の蓄電池を主に用い、加速、制動時に
は、上記他の蓄電池を用いるものが提案されている。こ
れにより、電気エネルギを動力源として用いても、加
速、定常走行、制動のそれぞれの状況時の電力受給を効
果的に行うことができることになり、内燃機関を動力源
とする場合の性能に近づけることができることになる。2. Description of the Related Art Recently, as a power supply device for a vehicle such as an electric vehicle, as shown in Japanese Unexamined Patent Publication No. 50-158012, one storage battery that discharges constant power for a long time and abrupt charging / discharging. It has been proposed to connect another storage battery in parallel with each other, which is mainly used for the above-mentioned one storage battery at the time of steady running, and to use the other storage battery for acceleration and braking. As a result, even if electric energy is used as a power source, it is possible to effectively receive electric power in each of the acceleration, steady running, and braking situations, and to approach the performance when the internal combustion engine is used as the power source. It will be possible.
【０００３】[0003]
【発明が解決しようとする課題】しかし、上記電源装置
においては、蓄電池が用いられ、その蓄電池が電気エネ
ルギを化学反応、さらに言えば、電気化学反応に伴うケ
ミカルポテンシャルの形で貯蔵するものであることか
ら、充・放電においては、化学反応に伴う物質移動が生
じることになる。このため、急峻な充・放電が生じる場
合には、それに応じた物質移動が生じ、蓄電池の劣化は
不可避であり、その回数が多くなればなるほど蓄電池の
劣化はさらに加速されることになる。したがって、蓄電
池の耐久性を確保する必要から、充・放電をある程度抑
制せざるを得ず、車両の加速、制動性能が犠牲になるこ
とになっている。However, in the above power supply device, a storage battery is used, and the storage battery stores electrical energy in the form of a chemical reaction, more specifically, a chemical potential associated with the electrochemical reaction. Therefore, in charge / discharge, mass transfer occurs due to the chemical reaction. Therefore, when abrupt charging / discharging occurs, mass transfer occurs accordingly, and the deterioration of the storage battery is unavoidable. As the number of times increases, the deterioration of the storage battery further accelerates. Therefore, since it is necessary to ensure the durability of the storage battery, charging and discharging must be suppressed to some extent, and the acceleration and braking performance of the vehicle is sacrificed.
【０００４】本発明は上記実情に鑑みてなされたもの
で、その目的は、車両の加速、制動性能が犠牲にするこ
となく、耐久性を向上させることができる車両用電源装
置を提供することにある。The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle power supply device capable of improving durability without sacrificing acceleration and braking performance of the vehicle. is there.
【０００５】[0005]
【課題を解決するための手段】上記目的を達成するため
に請求項１の発明にあっては、化学反応に基づき充・放
電される主電源と、物理・化学的作用に基づき充・放電
される副電源とが備えられ、前記主・副電源と車両駆動
用電動機とが、電力の分配を制御する電力分配装置を介
して連係され、前記電力分配装置は、力行時、必要電力
が前記主電源の限界値を越えると、前記副電源からの電
力供給に切換えるように設定されている、ことを特徴と
する車両用電源装置とした構成としてある。In order to achieve the above object, in the invention of claim 1, the main power source is charged / discharged based on a chemical reaction, and the main power source is charged / discharged based on a physical / chemical action. An auxiliary power supply, and the main / sub power supplies and the vehicle driving electric motor are linked via a power distribution device that controls distribution of electric power. When the power supply exceeds the limit value, the power supply from the sub power supply is set to be switched to the power supply.
【０００６】上述の構成により、力行時において、電力
分配装置が、必要電力が主電源の限界値を越えると、副
電源からの電力供給に切換えるように設定されているこ
とから、主電源からの出力については、急峻に該主電源
の限界値を越えるようなことはなくなり、これに伴い、
急峻な物質移動を防止でき、主電源の劣化を抑制できる
ことになる。その一方、副電源においては、該副電源に
コンデンサのように物理・化学的作用により充・放電を
行う蓄電器を用い、充・放電において物質移動を伴わな
いことから、充・放電における時間遅れを蓄電池に比較
して非常に少なくして、急峻な放電要求に対して的確に
対応させることができると共に、電極板等の劣化を実質
的になくすことができることになる。このため、車両の
加速性能を充分に確保しつつ、主電源、副電源の耐久性
を向上させることができることになる。With the above-described structure, during power running, the power distribution device is set to switch to the power supply from the sub power supply when the required power exceeds the limit value of the main power supply. Regarding the output, it will no longer suddenly exceed the limit value of the main power supply, and with this,
It is possible to prevent abrupt mass transfer and suppress deterioration of the main power supply. On the other hand, in the sub power supply, a capacitor that charges and discharges by a physical / chemical action like a capacitor is used for the sub power supply, and since there is no mass transfer during charge / discharge, there is no time delay in charge / discharge. This makes it possible to make the number of discharges much smaller than that of a storage battery, to accurately meet a sharp discharge request, and to substantially eliminate deterioration of the electrode plate and the like. Therefore, the durability of the main power supply and the sub power supply can be improved while sufficiently ensuring the acceleration performance of the vehicle.
【０００７】また、前述の目的を達成するために請求項
２の発明にあっては、化学反応に基づき充・放電される
主電源と、物理・化学的作用に基づき充・放電される副
電源とが備えられ、前記主・副電源と車両駆動用電動機
とが、電力の分配を制御する電力分配装置を介して連係
され、前記電力分配装置は、力行時、必要電力が主電源
の限界値を越えると、該必要電力のうちの該限界値を越
える量が、前記副電源から電力供給されるように設定さ
れている、ことを特徴とする車両用電源装置とした構成
としてある。In order to achieve the above-mentioned object, in the invention of claim 2, a main power source charged / discharged by a chemical reaction and a sub power source charged / discharged by a physical / chemical action. Is provided, and the main / sub power supply and the vehicle driving electric motor are linked via a power distribution device that controls distribution of electric power, and the power distribution device is such that when powering, the required power is the limit value of the main power supply. When the power supply exceeds the limit value, an amount exceeding the limit value of the required power is set to be supplied from the sub power supply, and the vehicle power supply device is configured.
【０００８】上述の構成により、力行時において、必要
電力が主電源の限界値を越えるときには、その必要電力
は、主電源の限界値までは、主電源が出力し、その主電
源の限界値を越える部分については、副電源が出力する
ことになることから、主電源からの出力については、急
峻に該主電源の限界値を越えるようなことはなくなり、
急峻な放電に基づく急峻な物質移動を防止でき、主電源
の劣化を抑制できることになる。その一方、副電源にお
いては、該副電源にコンデンサのように物理・化学的作
用により充・放電を行う蓄電器を用い、充・放電におい
て物質移動を伴わないことから、充・放電における時間
遅れを蓄電池に比較して非常に少なくして、急峻な放電
要求に対して的確に対応させることができると共に、電
極板等の劣化を実質的になくすことができることにな
る。このことから、この場合にも、十分な加速性能を確
保しつつ、主電源、副電源の耐久性を向上させることが
できることになる。With the above configuration, when the required power exceeds the limit value of the main power source during power running, the required power is output by the main power source up to the limit value of the main power source, and the limit value of the main power source is output. Since the sub-power supply will output the excess power, the output from the main power supply will not sharply exceed the limit value of the main power supply.
It is possible to prevent abrupt mass transfer due to abrupt discharge and suppress deterioration of the main power supply. On the other hand, in the sub power supply, a capacitor that charges and discharges by a physical / chemical action like a capacitor is used for the sub power supply, and since there is no mass transfer during charge / discharge, there is no time delay in charge / discharge. This makes it possible to make the number of discharges much smaller than that of a storage battery, to accurately meet a sharp discharge request, and to substantially eliminate deterioration of the electrode plate and the like. Therefore, also in this case, the durability of the main power supply and the sub power supply can be improved while ensuring sufficient acceleration performance.
【０００９】また、前述の目的を達成するために請求項
３の発明にあっては、化学反応に基づき充・放電される
主電源と、物理・化学的作用に基づき充・放電される副
電源とが備えられ、前記主・副電源と車両駆動用電動機
とが、電力の分配を制御する電力分配装置を介して連係
され、前記電力分配装置は、制動時、前記車両駆動用電
動機による回生電力が、前記副電源の限界値以内では該
副電源に供給し、該副電源の限界値を越えるときには前
記主電源に電力供給するように設定されている、ことを
特徴とする車両用電源装置とした構成としてある。Further, in order to achieve the above-mentioned object, in the invention of claim 3, a main power source charged / discharged by a chemical reaction and a sub power source charged / discharged by a physical / chemical action. And the main / sub power sources and the vehicle driving electric motor are linked via a power distribution device that controls distribution of electric power, and the power distribution device regenerates electric power by the vehicle driving electric motor during braking. However, it is set to supply power to the sub power supply within a limit value of the sub power supply, and supply power to the main power supply when the power supply exceeds the limit value of the sub power supply. There is a configuration.
【００１０】上述の構成により、回生電力が副電源の限
界値を越えるときには、その回生電力のうちの副電源の
限界値までが副電源に蓄積され、その限界値を越える部
分については主電源に充電されることから、充電は、先
ずは、電極板等の劣化のない副電源から行われることに
なり、これに伴い、主電源においては、設定能力の範囲
内で充電が行われ、急峻な物質移動を回避できることに
なる。しかも、この場合、副電源は、その物理・化学的
作用に基づき充・放電時に物質移動を伴わないことか
ら、充電時に、非常に少ない時間遅れをもって充電され
ることになる。このため、車両の制動性能を充分に担保
しつつ、主電源、副電源の耐久性を向上させることがで
きることになる。With the above configuration, when the regenerative power exceeds the limit value of the sub power source, up to the limit value of the sub power source of the regenerative power is accumulated in the sub power source, and the part exceeding the limit value is stored in the main power source. Since the battery is charged, it is first charged from the sub-power supply that does not deteriorate the electrode plate, etc., and along with this, the main power supply is charged within the range of the set capacity, and is steep. It is possible to avoid mass transfer. Moreover, in this case, since the sub-power supply does not cause mass transfer during charging / discharging due to its physical / chemical action, it is charged with a very small time delay during charging. Therefore, the durability of the main power supply and the sub power supply can be improved while sufficiently ensuring the braking performance of the vehicle.
【００１１】さらに、前述の目的を達成するために請求
項４の発明にあっては、化学反応に基づき充・放電され
る主電源と、物理・化学的作用に基づき充・放電される
副電源とが備えられ、前記主・副電源と車両駆動用電動
機とが、電力の分配を制御する電力分配装置を介して連
係され、前記電力分配装置は、定常走行時、必要電力が
主電源の限界値を越えないとき、余剰電力を副電源に電
力蓄積するように設定されている、ことを特徴とする車
両用電源装置とした構成としてある。Further, in order to achieve the above-mentioned object, in the invention of claim 4, a main power source charged / discharged by a chemical reaction and a sub power source charged / discharged by a physical / chemical action. And the main / sub power supply and the vehicle driving electric motor are linked via a power distribution device that controls distribution of electric power. When the value does not exceed the value, it is set to accumulate the surplus power in the sub power supply, and the vehicle power supply device is configured.
【００１２】上述の構成により、加速要求時には、副電
源には、ほとんど必ず、電力が蓄積されていることにな
る。このため、随時、加速要求に的確に対処できること
になる。With the above-described structure, when the acceleration is requested, the electric power is almost always stored in the sub power supply. Therefore, the acceleration request can be appropriately dealt with at any time.
【００１３】さらにまた、前述の目的を達成するために
請求項５の発明にあっては、請求項１〜４において、前
記副電源がコンデンサである、とした構成としてある。Furthermore, in order to achieve the above-mentioned object, the invention of claim 5 has a structure in which the sub-power supply is a capacitor in claims 1 to 4.
【００１４】上述の構成により、副電源は、請求項１〜
４の発明において的確に機能することになる。このた
め、車両の加速、制動性能の確保と、主・副電源の耐久
性の向上とを確実に達成できることになる。With the above-mentioned structure, the sub-power source is defined by claim 1.
The invention of No. 4 will function properly. Therefore, the acceleration and braking performance of the vehicle can be ensured, and the durability of the main and sub power sources can be improved.
【００１５】加えて、前述の目的を達成するために請求
項６の発明にあっては、請求項５において、前記コンデ
ンサが電気二重層コンデンサである、とした構成として
ある。In addition, in order to achieve the above-mentioned object, the invention of claim 6 has a structure in which the capacitor is an electric double layer capacitor.
【００１６】上述の構成により、前述の請求項５の発明
と同様の作用を生じる他に、容量が大容量となることか
ら、必要出力を一定とした場合、副電源の重量は大幅に
減少されることになる。このため、副電源の重量によっ
て受ける車両の燃費等の影響を極めて少ないものとする
ことができることになる。In addition to the same operation as that of the above-mentioned invention of claim 5, the above-mentioned structure makes the capacity large, so that the weight of the auxiliary power supply is greatly reduced when the required output is made constant. Will be. Therefore, the influence of the fuel consumption of the vehicle, which is affected by the weight of the auxiliary power source, can be made extremely small.
【００１７】加えてまた、前述の目的を達成するために
請求項７の発明にあっては、請求項１〜４において、前
記主電源が燃料電池若しくは鉛蓄電池である、とした構
成としてある。In addition, in order to achieve the above-mentioned object, the invention of claim 7 has a structure in which the main power source is a fuel cell or a lead storage battery in claims 1 to 4.
【００１８】上述の構成により、主電源は、請求項１〜
４の発明において的確に機能することになる。このた
め、この場合にも、車両の加速、制動性能の確保と、主
・副電源の耐久性の向上とを確実に達成できることにな
る。With the above-mentioned configuration, the main power source is defined by claim 1
The invention of No. 4 will function properly. Therefore, also in this case, it is possible to reliably achieve acceleration and braking performance of the vehicle and improvement of durability of the main and auxiliary power supplies.
【００１９】[0019]
【実施例】以下、本発明の実施例を図面に基づいて説明
する。図１において、１は本実施例に係る車両用電源装
置で、該装置１は、主電源２と副電源３と、電動機４
と、電動機制御装置５と、電力分配装置６と、から概略
構成されている。Embodiments of the present invention will be described below with reference to the drawings. In FIG. 1, reference numeral 1 denotes a vehicle power supply device according to the present embodiment. The device 1 includes a main power supply 2, a sub power supply 3, and an electric motor 4.
The motor control device 5 and the power distribution device 6 are generally configured.
【００２０】上記主電源２は、電気化学反応に基づき充
・放電可能とされるもので、該主電源２には、燃料電
池、鉛電池等のエネルギ密度の高い蓄電池が単独又は複
合して用いられる。The main power source 2 can be charged and discharged based on an electrochemical reaction, and the main power source 2 may be a storage battery having a high energy density such as a fuel cell or a lead battery, which may be used alone or in combination. To be
【００２１】上記副電源３は、物理・化学的作用に基づ
き充・放電可能とされるもので、該副電源３には、電気
二重層コンデンサ、電解コンデンサ等の大容量蓄電器が
単独又は複合して用いられる。特に、電気二重層コンデ
ンサは、容量が大きく、単位重量当りの出力（例えば約
１ＫＷ／Ｋｇ）は非常に高出力となっている。The sub-power source 3 can be charged and discharged based on physical and chemical actions, and the sub-power source 3 may be a large-capacity storage device such as an electric double layer capacitor or an electrolytic capacitor, either alone or in combination. Used. Particularly, the electric double layer capacitor has a large capacity and the output per unit weight (for example, about 1 KW / Kg) is extremely high.
【００２２】上記電動機４は、図示を略す駆動システム
を介して該電動機４の出力を車輪に伝達し、これによ
り、車両を駆動するもので、該電動機４には、車両の用
途、制御システム等に応じ、直流電動機、交流電動機等
が適宜選択して用いられる。The electric motor 4 drives the vehicle by transmitting the output of the electric motor 4 to the wheels through a drive system (not shown). The electric motor 4 is used for the purpose of the vehicle, the control system, etc. Depending on the situation, a DC motor, an AC motor or the like is appropriately selected and used.
【００２３】上記電動機制御装置５は、前記電動機４に
印加する電力を制御して、車両の速度を制御する装置
で、該装置５には、抵抗制御方式、チョッパ制御方式等
の通常の制御方式を採用したものが適宜選択して用いら
れる。The electric motor control device 5 is a device for controlling the electric power applied to the electric motor 4 to control the speed of the vehicle. The device 5 has a normal control system such as a resistance control system or a chopper control system. Those that have been adopted are appropriately selected and used.
【００２４】上記電力分配装置６は、主・副電源２、３
と電動機４側（電動機制御装置５）との間、該主・副電
源２、３間において、電力（出力電力、回生電力、蓄積
電力等）の分配を制御するもので、その制御を行うべ
く、該電力分配装置６には、センサ７からのアクセル開
度信号、センサ８からのブレ−キ踏力信号、センサ９か
らの車速信号、センサ１０からの加減速度信号、センサ
１１からの副電源３の充電量ＱAUX 信号等の各種信号が
入力されている。The power distribution device 6 is composed of main / sub power sources 2, 3
The distribution of electric power (output power, regenerative electric power, accumulated electric power, etc.) between the main and sub power sources 2 and 3 between the electric motor 4 and the electric motor 4 side (electric motor control device 5) is to be controlled. The power distribution device 6 includes an accelerator opening signal from the sensor 7, a brake pedal force signal from the sensor 8, a vehicle speed signal from the sensor 9, an acceleration / deceleration signal from the sensor 10, and a sub power source 3 from the sensor 11. Various signals such as the charge amount QAUX signal of are input.
【００２５】上記電力分配装置６の制御内容の概略につ
いて述べれば、力行時においては、図２に示すように、
放電要求出力Ｐが主電源２の最大出力ＰMmax（例えば定
格出力）以下のときには、主電源２のみが出力する一
方、放電要求出力Ｐが主電源２の最大出力ＰMmaxを越え
るときがあるような場合には、図３、図４に示すよう
に、その放電要求出力Ｐは、主電源２の最大出力ＰMmax
までは、主電源２が出力し、その主電源２の最大出力Ｐ
Mmaxを越える部分については、副電源３が出力すること
になっている。これにより、主電源２からの出力につい
ては、急峻に該主電源２の最大出力ＰMmaxを越えるよう
なことはなくなり、急峻な放電に基づく急峻な物質移動
を防止でき、主電源２の劣化を抑制できることになる。
一方、副電源３においては、該副電源３にコンデンサの
ように物理・化学的作用により充・放電を行う蓄電器を
用い、充・放電において物質移動を伴わないことから、
充・放電における時間遅れは蓄電池に比較して非常に少
なく、急峻な放電に対して対応できると共に、電極板等
の劣化は実質的には生じないことになる。このことか
ら、十分な加速性能を確保しつつ、主電源２、副電源３
の耐久性を向上させることができることになる。The outline of the control contents of the power distribution device 6 will be described. At the time of power running, as shown in FIG.
When the discharge request output P is less than or equal to the maximum output PMmax (eg, rated output) of the main power supply 2, only the main power supply 2 outputs, while the discharge request output P sometimes exceeds the maximum output PMmax of the main power supply 2. As shown in FIGS. 3 and 4, the discharge request output P is the maximum output PMmax of the main power supply 2.
Up to the maximum output P of the main power supply 2
The sub power supply 3 is supposed to output the portion exceeding Mmax. As a result, the output from the main power supply 2 will not exceed the maximum output PMmax of the main power supply 2 abruptly, steep mass transfer due to abrupt discharge can be prevented, and deterioration of the main power supply 2 can be suppressed. You can do it.
On the other hand, in the sub power source 3, a capacitor that charges and discharges by a physical / chemical action like a capacitor is used in the sub power source 3, and no mass transfer is involved in charging / discharging.
The time delay in charging / discharging is much smaller than that of a storage battery, and it is possible to cope with abrupt discharge, and substantially no deterioration of the electrode plate or the like occurs. From this, the main power source 2 and the sub power source 3 are secured while ensuring sufficient acceleration performance.
The durability of can be improved.
【００２６】勿論、上記力行時の場合の変形例として、
放電要求出力Ｐが主電源２の最大出力ＰMmaxを越えると
き、副電源３からの出力だけですべてまかなうようにし
てもよい。このとき、副電源３として、大容量コンデン
サである電気二重層コンデンサを用いるのが好ましい。Of course, as a modified example in the case of the above power running,
When the discharge request output P exceeds the maximum output PMmax of the main power supply 2, the output from the sub power supply 3 alone may be sufficient. At this time, it is preferable to use an electric double layer capacitor, which is a large-capacity capacitor, as the sub power source 3.
【００２７】上記力行時の場合の別の変形例として、放
電要求出力Ｐの急峻な立上り部（図５中、ａ〜ｂ間）
を、図６、図７に示すように、副電源３と、主電源２と
で分担するようにしてもよい。すなわち、本変形例にお
いては、限界値として、前述の絶対値ＰMmax、変化率ｄ
ＰM ／ｄｔの最大値が設けられ（但し、ｔは時間）、そ
の両者の論理和をとって、いずれかの限界値を越えたと
き、そのときの放電要求出力Ｐを副電源３と主電源２と
で分担するようになっている。As another modified example in the case of the above power running, a steep rising portion of the discharge request output P (between a and b in FIG. 5).
Alternatively, as shown in FIGS. 6 and 7, the sub power source 3 and the main power source 2 may be shared. That is, in this modified example, the absolute value PMmax and the change rate d described above are used as the limit values.
A maximum value of PM / dt is provided (however, t is time), and when the logical sum of the two is exceeded and either limit value is exceeded, the discharge request output P at that time is set to the auxiliary power source 3 and the main power source. It is supposed to be shared with the two.
【００２８】また、制動時においては、回生電力Ｐret
が副電源定格充電電力ＰAUXretmax以下のときには、そ
の回生電力Ｐret は副電源３のみに充電される一方、回
生電力Ｐret が副電源定格充電電力ＰAUXretmax を越え
るときがあるような場合には、図８〜図１０に示すよう
に、その回生電力Ｐret のうちの副電源定格充電電力Ｐ
AUXretmax までが副電源３に蓄積され、その電源定格充
電電力ＰAUXretmax を越える部分については主電源２に
充電されることになっている。このように、充電は、先
ずは、電極板等の劣化のない副電源３から行われること
になり、これに伴い、主電源２においては、設定能力の
範囲内で充電が行われ、急峻な物質移動を回避できるこ
とになる。このため、制動時においても、主・副電源電
源２、３の劣化を防止できることになる。しかも、この
場合、副電源３は、その物理・化学的作用に基づき充・
放電時に物質移動を伴わないことから、充電時に、非常
に少ない時間遅れをもって充電されることになり、車両
の減速性能が充分に担保されることになる。Further, during braking, the regenerative electric power Pret
8 is equal to or less than the auxiliary power supply rated charging power PAUXretmax, the regenerative power Pret is charged only to the sub power supply 3, while the regenerative power Pret sometimes exceeds the auxiliary power supply rated charging power PAUXretmax. As shown in FIG. 10, the secondary power supply rated charging power P of the regenerative power Pret
Up to AUXretmax is stored in the sub power supply 3, and the part exceeding the power supply rated charging power PAUXretmax is charged in the main power supply 2. As described above, the charging is first performed from the sub-power source 3 without deterioration of the electrode plate or the like, and accordingly, in the main power source 2, the charging is performed within the range of the set capacity, and the charging is steep. It is possible to avoid mass transfer. Therefore, it is possible to prevent the deterioration of the main and sub power supply sources 2 and 3 even during braking. Moreover, in this case, the auxiliary power source 3 is charged and discharged based on its physical and chemical action.
Since there is no mass transfer during discharging, charging is performed with a very small time delay during charging, and the deceleration performance of the vehicle is sufficiently ensured.
【００２９】さらに、定常走行時においては、副電源３
の充電量ＱAUX が副電源最大充電量Ｑmax となっている
ときには、副電源３に対する充電は行われない一方、副
電源３の充電量ＱAUX が副電源最大充電量Ｑmax 未満の
ときには、副電源３に対する充電が行われることになっ
ている。これにより、随時、加速要求に対処できること
になる。Further, during steady running, the auxiliary power source 3
When the charge amount QAUX of the sub power source is the maximum charge amount Qmax of the sub power source, the sub power source 3 is not charged, while when the charge amount QAUX of the sub power source 3 is less than the maximum charge amount Qmax of the sub power source, the sub power source 3 is charged. Charging is to be done. As a result, the acceleration request can be dealt with at any time.
【００３０】次に、上記電力分配装置５の制御内容を、
図１１、図１２のフロ−チャ−トを参照しつつ詳述す
る。尚、Ｓはステップを示す。先ず、Ｓ１において、ア
クセル開度、ブレーキ踏力、車速、加減速度、副電源３
充電量ＱAUX 等の各種情報が読込まれ、次のＳ２におい
て、アクセル開度、ブレーキ踏力、車速、加減速度に基
づき、走行状態が定常走行状態か否かが判別される。走
行状態に応じた制御を行うためである。Ｓ２の判別がＹ
ＥＳとされ、走行状態が定常走行状態とされたときに
は、副電源３最大充電量Ｑmax が車速を用いて図１３に
基づき演算される。副電源３が充電可能か否かの判断基
準を求めるためである。この場合、図１３に示すよう
に、副電源最大充電量Ｑmax は、車速がゼロのとき、副
電源最大定格容量ＱAUXmaxとされ、車速が大きくなるほ
ど、しだいに小さくなるように設定されている。これ
は、車速がゼロのときには、発進加速のための電力を確
保するために、最大限、充電可能とする方が好ましい一
方、車速がゼロ以外のときには、加速の他に、各車速に
応じて制動エネルギ（回生電力）を蓄積できる余地を残
しておく必要があるからである。Next, the control contents of the power distribution device 5 will be described.
This will be described in detail with reference to the flowcharts of FIGS. In addition, S shows a step. First, in S1, the accelerator opening, the brake pedal force, the vehicle speed, the acceleration / deceleration, and the auxiliary power source 3
Various information such as the charge amount QAUX is read, and in the next S2, it is determined whether or not the traveling state is the steady traveling state based on the accelerator opening, the brake pedal force, the vehicle speed, and the acceleration / deceleration. This is for performing control according to the traveling state. The judgment of S2 is Y
When ES is set and the running state is set to the steady running state, the auxiliary power source 3 maximum charge amount Qmax is calculated based on FIG. 13 using the vehicle speed. This is to obtain a criterion for determining whether or not the sub power source 3 can be charged. In this case, as shown in FIG. 13, the auxiliary power source maximum charge amount Qmax is set to the auxiliary power source maximum rated capacity QAUXmax when the vehicle speed is zero, and is set to gradually decrease as the vehicle speed increases. This is because when the vehicle speed is zero, it is preferable to be able to charge as much as possible in order to secure electric power for starting acceleration, while when the vehicle speed is other than zero, it depends on each vehicle speed in addition to acceleration. This is because it is necessary to leave room for accumulating braking energy (regenerative power).
【００３１】次のＳ４においては、上記Ｓ３の副電源最
大充電量Ｑmax が副電源充電量ＱAUX よりも小さいか否
かが判別される。これは、副電源３が充電可能か否かを
判別するために行われる。上記Ｓ４がＮＯのときには、
副電源３の充電量ＱAUX が副電源最大充電量Ｑmax とな
っていることから、Ｓ５において、副電源３に対する充
電は行われない一方、上記Ｓ４がＹＥＳのときには、副
電源３の充電量ＱAUX が副電源最大充電量Ｑmax に満た
ず、充電可能であることから、Ｓ６において、副電源３
に対する充電が行われることになる。これにより、制動
時の回生電力の蓄積を考慮しつつ、随時、加速要求に対
処できることになる。At the next step S4, it is judged if the maximum charge amount Qmax of the sub power source at step S3 is smaller than the charge amount QAUX of the sub power source. This is performed to determine whether the sub power supply 3 can be charged. When S4 is NO,
Since the charge amount QAUX of the sub power source 3 is the maximum charge amount Qmax of the sub power source, the sub power source 3 is not charged in S5, while when the above S4 is YES, the charge amount QAUX of the sub power source 3 is Since the secondary power source is less than the maximum charge amount Qmax and can be charged, in S6, the secondary power source 3
Will be charged. As a result, the acceleration request can be dealt with at any time while considering the accumulation of regenerative electric power during braking.
【００３２】前記Ｓ２がＮＯのときには、Ｓ７におい
て、アクセル開度、ブレーキ踏力、車速、加減速度に基
づき、走行状態が加速状態か否かが判別され、Ｓ７がＹ
ＥＳとされ、走行状態が加速状態と判断されるときに
は、Ｓ８において、車速、アクセル開度を用いて、放電
要求出力Ｐが演算される。そして、次のＳ９において、
放電要求出力Ｐが主電源２の最大出力ＰMmax以上か否か
が判別される。これは、後述するように、放電要求出力
Ｐを主・副電源２、３で分担する必要があるか否かを判
別するために行われる。このＳ９の判別の結果、放電要
求出力Ｐが主電源２の最大出力ＰMmax未満と判断された
ときには（Ｓ９がＮＯのときには）、Ｓ１０において、
主電源２は、主電源出力ＰM として、放電要求出力Ｐを
出力する。これは、主電源２の設定能力の範囲内での出
力であって、急峻な出力ではないからであり、該主電源
２の劣化を考慮する必要がないからである。その一方、
上記Ｓ９の判別の結果、放電要求出力Ｐが主電源２の最
大出力ＰMmax以上と判断されたときには（Ｓ９がＹＥＳ
のときには）、Ｓ１１において、主電源２が、主電源出
力ＰM として、該主電源２の最大出力ＰMmaxを出力する
一方、副電源３は、副電源出力ＰAUX として、放電要求
出力Ｐと副電源出力ＰAUX との差分Ｐ−ＰAUX を出力す
る。これは、放電に際し、放電要求出力Ｐを分担して、
主電源２が最大出力ＰMmax以上の電力を出力しないよう
にすると共に、副電源３の性質を有効に利用しようとし
ているのである。すなわち、主電源２の最大出力ＰMmax
以上の放電要求出力Ｐを出力しなければならない場合に
は、主電源２については、出力を設定能力の範囲内で行
って、急峻な出力を避け、物質移動に基づく主電源の劣
化を抑制しようとし、副電源３については、物理・化学
的作用に基づく充・放電により物質移動を伴わない性質
を利用して、非常に少ない時間遅れをもって高出力を出
力して、車両の加速性能を充分に担保させると共に、物
質移動に基づく電極板等の劣化自体が生じないようにし
ているのである。When S2 is NO, in S7, it is judged whether or not the traveling state is the accelerating state based on the accelerator opening, the brake pedal force, the vehicle speed, and the acceleration / deceleration.
When it is determined to be ES and it is determined that the traveling state is the acceleration state, the discharge request output P is calculated using the vehicle speed and the accelerator opening degree in S8. Then, in the next S9,
It is determined whether the discharge request output P is greater than or equal to the maximum output PMmax of the main power supply 2. This is performed to determine whether or not the discharge request output P needs to be shared by the main / sub power supplies 2 and 3, as described later. As a result of the determination in S9, when it is determined that the discharge request output P is less than the maximum output PMmax of the main power supply 2 (when S9 is NO), in S10,
The main power source 2 outputs the discharge request output P as the main power source output PM. This is because the output is within the setting capability of the main power supply 2 and not a steep output, and it is not necessary to consider deterioration of the main power supply 2. On the other hand,
As a result of the determination in S9, when the discharge request output P is determined to be equal to or higher than the maximum output PMmax of the main power source 2 (YES in S9).
In S11, the main power source 2 outputs the maximum output PMmax of the main power source 2 as the main power source output PM in S11, while the sub power source 3 outputs the discharge request output P and the sub power source output as the sub power source output PAUX. The difference P-PAUX from PAUX is output. This is because the discharge request output P is shared during discharge,
The main power supply 2 is designed not to output power more than the maximum output PMmax, and the property of the sub power supply 3 is effectively used. That is, the maximum output PMmax of the main power supply 2
When the above-mentioned discharge request output P must be output, the main power supply 2 should be output within the range of the set capacity to avoid steep output and suppress deterioration of the main power supply due to mass transfer. With regard to the sub-power supply 3, by utilizing the property that does not cause mass transfer due to charging / discharging based on physical / chemical action, it outputs a high output with a very small time delay to sufficiently enhance the acceleration performance of the vehicle. In addition to ensuring this, deterioration of the electrode plate and the like due to mass transfer does not occur.
【００３３】前記Ｓ７がＮＯのときは、走行状態が制動
状態であることから、Ｓ１２において、車速、減速度を
用いて、回生電力Ｐret が演算され、次のＳ１３におい
て、副電源３の充電が可能か否かを判断するため、副電
源最大定格容量ＱAUXmaxが副電源充電量ＱAUX より大き
いか否かが判別される。そして、次のＳ１４において、
副電源定格充電電力ＰAUXretmax が回生電力Ｐret より
も大きいか否かが判別される。これは、回生電力Ｐret
が副電源定格充電電力ＰAUXretmax を越す場合があり得
るか否かを判断するためである。上記Ｓ１４がＹＥＳの
ときには、回生電力Ｐret が副電源定格充電電力ＰAUXr
etmax 未満であることから、その回生電力Ｐret が副電
源充電電力ＰAUXretとして副電源３が充電される。その
一方、Ｓ１４がＮＯのときには、回生電力Ｐretが副電
源定格充電電力ＰAUXretmax 以上であることから、その
回生電力Ｐret は分担され、副電源３には、副電源充電
電力ＰAUXretとして、副電源定格充電電力ＰAUXretmax
が充電され、主電源２には、主電源充電電力ＰMretとし
て、回生電力Ｐret と副電源定格充電電力ＰAUXretmax
との差分Ｐret −ＰAUXretmax が充電される。このよう
に、充電は、先ず、電極板等の劣化のない副電源３から
行われることになり、これに伴い、主電源２において
は、設定能力の範囲内で充電が行われ、急峻な物質移動
を回避できることになる。このため、制動時において
も、主・副電源電源２、３の劣化を防止できることにな
る。しかも、この場合、副電源３は、その物理・化学的
作用に基づき充・放電時に物質移動を伴わないことか
ら、充電時に、非常に少ない時間遅れをもって充電され
ることになり、車両の減速性能が充分に担保されること
になる。When S7 is NO, the running state is the braking state. Therefore, in S12, the regenerative electric power Pret is calculated using the vehicle speed and deceleration, and in the next S13, the auxiliary power source 3 is charged. In order to judge whether or not it is possible, it is judged whether or not the maximum rated capacity QAUXmax of the auxiliary power supply is larger than the auxiliary power supply charge amount QAUX. Then, in the next S14,
It is determined whether or not the auxiliary power supply rated charging power PAUXretmax is larger than the regenerative power Pret. This is the regenerative power Pret
This is for determining whether or not there is a case where the sub power supply rated charging power PAUXretmax may be exceeded. When S14 is YES, the regenerative power Pret is the auxiliary power source rated charging power PAUXr.
Since it is less than etmax, the regenerative electric power Pret is charged as the auxiliary electric power charging electric power PAUXret to the auxiliary electric power source 3. On the other hand, when S14 is NO, the regenerative power Pret is equal to or higher than the auxiliary power supply rated charging power PAUXretmax, so the regenerative power Pret is shared, and the auxiliary power supply 3 uses the auxiliary power supply charging power PAUXret as the secondary power supply rated charge. Electric power PAUXretmax
Is charged, and the main power supply 2 has regenerative power Pret and sub power supply rated charging power PAUXretmax as main power charging power PMret.
And the difference Pret-PAUXretmax is charged. As described above, the charging is first performed from the sub-power source 3 without deterioration of the electrode plate or the like, and accordingly, in the main power source 2, the charging is performed within the range of the set capacity, and the steep material is used. You will be able to avoid movement. Therefore, it is possible to prevent the deterioration of the main and sub power supply sources 2 and 3 even during braking. Moreover, in this case, the sub-power source 3 is not charged with mass transfer during charging / discharging due to its physical / chemical action, so that it is charged with a very small time delay during charging, which results in deceleration performance of the vehicle. Will be fully secured.
【００３４】前記Ｓ１３がＮＯのときには、副電源充電
量ＱAUX が副電源最大定格容量ＱAUXmaxであることか
ら、回生電力Ｐret を、副電源３にではなく、主電源２
に充電させることになるが、その際、その回生電力Ｐre
t を主電源２に安全に充電させるべく、Ｓ１７におい
て、回生電力Ｐret が主電源定格充電電力ＰMretmax よ
りも大きいか否かが判別され、このＳ１７がＮＯのと
き、直接、Ｓ１９に進んで、主電源２に、回生電力Ｐre
t を主電源充電電力ＰMretとして充電する一方、Ｓ１７
がＹＥＳのとき、Ｓ１８において、主電源定格充電電力
ＰMretmax を回生電力Ｐret と設定し、この後、前記Ｓ
１９に進むことになる。When S13 is NO, since the auxiliary power source charge amount QAUX is the auxiliary power source maximum rated capacity QAUXmax, the regenerative power Pret is not fed to the auxiliary power source 3 but to the main power source 2
Will be charged, but at that time, the regenerative power Pre
In order to safely charge t into the main power source 2, it is determined in S17 whether the regenerative power Pret is greater than the main power source rated charging power PMretmax. If this S17 is NO, the process directly proceeds to S19, Regenerative power Pre for power supply 2
While charging t as main power charging power PMret, S17
Is YES, the main power supply rated charging power PMretmax is set as the regenerative power Pret in S18, and then the above S
I will proceed to 19.
【００３５】[0035]
【発明の効果】以上述べたように請求項１、２の発明に
あっては、車両の加速性能を充分に確保しつつ、主電
源、副電源の耐久性を向上させることができる。また、
請求項３の発明にあっては、車両の制動性能を充分に確
保しつつ、主電源、副電源の耐久性を向上させることが
できる。さらに、請求項４の発明にあっては、随時、加
速要求に的確に対処できる。さらにまた、請求項５、７
の発明にあっては、車両の加速、制動性能の確保と、主
・副電源の耐久性の向上とを確実に達成できる。加え
て、請求項６の発明にあっては、副電源の重量によって
受ける車両の燃費等の影響を極めて少ないものにするこ
とができる。As described above, according to the first and second aspects of the invention, the durability of the main power supply and the sub power supply can be improved while sufficiently ensuring the acceleration performance of the vehicle. Also,
According to the invention of claim 3, the durability of the main power supply and the sub power supply can be improved while sufficiently ensuring the braking performance of the vehicle. Further, in the invention of claim 4, the acceleration request can be appropriately dealt with at any time. Furthermore, claims 5 and 7
According to the invention, it is possible to surely achieve acceleration and braking performance of the vehicle and improvement of durability of the main and auxiliary power supplies. In addition, in the invention of claim 6, the influence of the fuel consumption of the vehicle and the like which is influenced by the weight of the auxiliary power source can be made extremely small.
【図１】実施例に係る電源装置の全体構成図。FIG. 1 is an overall configuration diagram of a power supply device according to an embodiment.
【図２】主電源の最大出力を越す場合を有する放電要求
出力を示す図。FIG. 2 is a diagram showing a discharge request output having a case where the maximum output of the main power supply is exceeded.
【図３】図２の場合において、副電源が分担する出力を
示す図。FIG. 3 is a diagram showing an output shared by a sub power supply in the case of FIG. 2;
【図４】図２の場合において、主電源が分担する出力を
示す図。FIG. 4 is a diagram showing an output shared by the main power source in the case of FIG. 2;
【図５】急峻な立上がりを有する放電要求出力を示す
図。FIG. 5 is a diagram showing a discharge request output having a steep rise.
【図６】図５の場合において、副電源が分担する出力を
示す図。FIG. 6 is a diagram showing an output shared by a sub power supply in the case of FIG. 5;
【図７】図５の場合において、主電源が分担する出力を
示す図。FIG. 7 is a diagram showing an output shared by the main power source in the case of FIG. 5;
【図８】副電源定格充電電力を越す場合を有する回生電
力を示す図。FIG. 8 is a diagram showing regenerative electric power having a case in which the sub power source rated charging electric power is exceeded.
【図９】図８の場合において、主電源に分担される充電
電力を示す図。FIG. 9 is a diagram showing charging power shared by the main power source in the case of FIG. 8;
【図１０】図８の場合において、副電源に分担される充
電電力を示す図。FIG. 10 is a diagram showing charging power shared by a sub power source in the case of FIG. 8;
【図１１】実施例に係る電源装置の制御例を示すフロ−
チャ−ト。FIG. 11 is a flow chart showing an example of control of the power supply device according to the embodiment.
Chart.
【図１２】図１１の続きを示すフロ−チャ−ト。FIG. 12 is a flowchart showing the continuation of FIG. 11;
【図１３】副電源最大充電量と車速との関係を示す図。FIG. 13 is a diagram showing the relationship between the maximum charge amount of the sub power supply and the vehicle speed.
１ 車両用電源装置 ２ 主電源 ３ 副電源 ４ 電動機 ６ 電力分配装置 Ｐ 放電要求出力 ＰMmax 主電源の最大出力 Ｑmax 副電源最大充電量 ＱAUX 副電源充電量 Ｐret 回生電力 ＰAUXretmax 副電源定格充電電力 1 Vehicle power supply device 2 Main power supply 3 Sub power supply 4 Electric motor 6 Power distribution device P Discharge required output PMmax Main power supply maximum output Qmax Sub power supply maximum charge amount QAUX Sub power supply charge amount Pret Regenerative power PAUXretmax Sub power supply rated charging power
Claims (7)
と、物理・化学的作用に基づき充・放電される副電源と
が備えられ、 前記主・副電源と車両駆動用電動機とが、電力の分配を
制御する電力分配装置を介して連係され、 前記電力分配装置は、力行時、必要電力が前記主電源の
限界値を越えると、前記副電源からの電力供給に切換え
るように設定されている、ことを特徴とする車両用電源
装置。1. A main power supply that is charged / discharged based on a chemical reaction and a sub power supply that is charged / discharged based on a physical / chemical action, and the main / sub power supply and a vehicle driving electric motor are provided. The power distribution device is linked via a power distribution device that controls distribution of power, and the power distribution device is set to switch to power supply from the sub power supply when required power exceeds a limit value of the main power supply during power running. The power supply device for a vehicle according to claim 1.
と、物理・化学的作用に基づき充・放電される副電源と
が備えられ、 前記主・副電源と車両駆動用電動機とが、電力の分配を
制御する電力分配装置を介して連係され、 前記電力分配装置は、力行時、必要電力が主電源の限界
値を越えると、該必要電力のうちの該限界値を越える量
が、前記副電源から電力供給されるように設定されてい
る、ことを特徴とする車両用電源装置。2. A main power supply that is charged / discharged based on a chemical reaction and a sub power supply that is charged / discharged based on a physical / chemical action are provided, and the main / sub power supply and a vehicle driving electric motor are provided. The power distribution device is linked through a power distribution device that controls distribution of electric power, and when the power distribution device exceeds a limit value of the main power supply during powering, the amount of the necessary power exceeding the limit value is A vehicle power supply device, which is set so as to be supplied with power from the sub power supply.
と、物理・化学的作用に基づき充・放電される副電源と
が備えられ、 前記主・副電源と車両駆動用電動機とが、電力の分配を
制御する電力分配装置を介して連係され、 前記電力分配装置は、制動時、前記車両駆動用電動機に
よる回生電力が、前記副電源の限界値以内では該副電源
に供給し、該副電源の限界値を越えるときには前記主電
源に電力供給するように設定されている、ことを特徴と
する車両用電源装置。3. A main power supply that is charged / discharged based on a chemical reaction and a sub power supply that is charged / discharged based on a physical / chemical action, and the main / sub power supply and a vehicle driving electric motor are provided. The electric power distribution device is linked via a power distribution device that controls distribution of electric power, and the electric power distribution device supplies regenerative power by the vehicle driving electric motor to the sub power supply within a limit value of the sub power supply during braking. A power supply device for a vehicle, which is set to supply power to the main power supply when a limit value of the sub power supply is exceeded.
と、物理・化学的作用に基づき充・放電される副電源と
が備えられ、 前記主・副電源と車両駆動用電動機とが、電力の分配を
制御する電力分配装置を介して連係され、 前記電力分配装置は、定常走行時、必要電力が主電源の
限界値を越えないとき、余剰電力を副電源に電力蓄積す
るように設定されている、ことを特徴とする車両用電源
装置。4. A main power supply that is charged / discharged based on a chemical reaction and a sub power supply that is charged / discharged based on a physical / chemical action are provided, and the main / sub power supply and a vehicle driving electric motor are provided. The power distribution device is linked through a power distribution device that controls distribution of power, and the power distribution device is configured to accumulate surplus power in the sub power supply when the required power does not exceed the limit value of the main power supply during steady running. The power supply device for a vehicle according to claim 1, wherein:
用電源装置。5. The vehicle power supply device according to claim 1, wherein the sub power supply is a capacitor.
特徴とする車両用電源装置。6. The vehicle power supply device according to claim 5, wherein the capacitor is an electric double layer capacitor.
特徴とする車両用電源装置。7. The power supply device for a vehicle according to claim 1, wherein the main power supply is a fuel cell or a lead storage battery.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP06447094A JP3433504B2 (en) | 1994-03-08 | 1994-03-08 | Power supply for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP06447094A JP3433504B2 (en) | 1994-03-08 | 1994-03-08 | Power supply for vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07245808A true JPH07245808A (en) | 1995-09-19 |
| JP3433504B2 JP3433504B2 (en) | 2003-08-04 |
Family
ID=13259154
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP06447094A Expired - Fee Related JP3433504B2 (en) | 1994-03-08 | 1994-03-08 | Power supply for vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3433504B2 (en) |
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|---|---|---|---|---|
| US7164976B2 (en) | 2002-11-29 | 2007-01-16 | Honda Motor Co., Ltd. | Control apparatus for fuel cell vehicle |
| JP2009027798A (en) * | 2007-07-18 | 2009-02-05 | Toyota Motor Corp | Power supply system, and electric vehicle equipped with the same |
| JP2009274548A (en) * | 2008-05-14 | 2009-11-26 | Toyota Motor Corp | Power source device for vehicle |
| JP2010273428A (en) * | 2009-05-20 | 2010-12-02 | Mitsubishi Electric Corp | Vehicle drive power supply unit |
| JP2011160640A (en) * | 2010-02-04 | 2011-08-18 | Toyota Motor Corp | Power supply apparatus for vehicle |
| US8027759B2 (en) | 2002-11-29 | 2011-09-27 | Honda Motor Co., Ltd. | Fuel cell vehicle system |
| US8297391B2 (en) | 2006-07-07 | 2012-10-30 | Toyota Jidosha Kabushiki Kaisha | Power supply system, vehicle provided with the same, power supply system control method and computer-readable recording medium bearing program for causing computer to control the power supply system |
| JP2013059223A (en) * | 2011-09-09 | 2013-03-28 | Mazda Motor Corp | Hybrid power supply type electric vehicle |
| JP2013233002A (en) * | 2012-04-27 | 2013-11-14 | Mitsubishi Electric Corp | Power storage system and method of controlling charge/discharge thereof |
| JP2014189173A (en) * | 2013-03-27 | 2014-10-06 | Isuzu Motors Ltd | Hybrid electrically-driven vehicle |
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| JP2016217797A (en) * | 2015-05-18 | 2016-12-22 | エスペック株式会社 | Power supply device and charge/discharge test device |
| JP2017099242A (en) * | 2015-11-28 | 2017-06-01 | 本田技研工業株式会社 | Power supply system, transportation device, and power transmission method |
| US9669727B2 (en) | 2013-03-22 | 2017-06-06 | Toyota Jidosha Kabushiki Kaisha | Electrical source control apparatus |
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-
1994
- 1994-03-08 JP JP06447094A patent/JP3433504B2/en not_active Expired - Fee Related
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|---|---|---|---|---|
| US7164976B2 (en) | 2002-11-29 | 2007-01-16 | Honda Motor Co., Ltd. | Control apparatus for fuel cell vehicle |
| US8027759B2 (en) | 2002-11-29 | 2011-09-27 | Honda Motor Co., Ltd. | Fuel cell vehicle system |
| US8297391B2 (en) | 2006-07-07 | 2012-10-30 | Toyota Jidosha Kabushiki Kaisha | Power supply system, vehicle provided with the same, power supply system control method and computer-readable recording medium bearing program for causing computer to control the power supply system |
| JP2009027798A (en) * | 2007-07-18 | 2009-02-05 | Toyota Motor Corp | Power supply system, and electric vehicle equipped with the same |
| JP4702333B2 (en) * | 2007-07-18 | 2011-06-15 | トヨタ自動車株式会社 | Power supply system and electric vehicle equipped with the same |
| JP2009274548A (en) * | 2008-05-14 | 2009-11-26 | Toyota Motor Corp | Power source device for vehicle |
| JP4631930B2 (en) * | 2008-05-14 | 2011-02-16 | トヨタ自動車株式会社 | Vehicle power supply |
| US8643212B2 (en) | 2008-05-14 | 2014-02-04 | Toyota Jidosha Kabushiki Kaisha | Power supply apparatus for vehicle and method of controlling power supply apparatus for vehicle |
| JP2010273428A (en) * | 2009-05-20 | 2010-12-02 | Mitsubishi Electric Corp | Vehicle drive power supply unit |
| US8513830B2 (en) | 2010-02-04 | 2013-08-20 | Toyota Jidosha Kabushiki Kaisha | Power supply apparatus for vehicle |
| JP2011160640A (en) * | 2010-02-04 | 2011-08-18 | Toyota Motor Corp | Power supply apparatus for vehicle |
| JP2013059223A (en) * | 2011-09-09 | 2013-03-28 | Mazda Motor Corp | Hybrid power supply type electric vehicle |
| JP2013233002A (en) * | 2012-04-27 | 2013-11-14 | Mitsubishi Electric Corp | Power storage system and method of controlling charge/discharge thereof |
| US9434273B2 (en) | 2013-03-22 | 2016-09-06 | Toyota Jidosha Kabushiki Kaisha | Electrical source control apparatus |
| US9669727B2 (en) | 2013-03-22 | 2017-06-06 | Toyota Jidosha Kabushiki Kaisha | Electrical source control apparatus |
| JP2014189173A (en) * | 2013-03-27 | 2014-10-06 | Isuzu Motors Ltd | Hybrid electrically-driven vehicle |
| JP2016217797A (en) * | 2015-05-18 | 2016-12-22 | エスペック株式会社 | Power supply device and charge/discharge test device |
| JP2017099242A (en) * | 2015-11-28 | 2017-06-01 | 本田技研工業株式会社 | Power supply system, transportation device, and power transmission method |
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| JP2017135797A (en) * | 2016-01-26 | 2017-08-03 | 本田技研工業株式会社 | Power supply system, transportation equipment, and power transmission method |
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