Vehicle power supply device

Abstract

Provided is a vehicle power supply device that reduces the cost of a vehicle power supply device. A vehicle power supply device (10) mounted on a vehicle has: a battery pack (11) that includes a battery stack (A2) and a battery stack (B2); a motor generator (21) connected to the battery pack (11) via an inverter (20); an electrical device group (24) connected to the battery pack (11) via a converter (22); a switching switch (SW3a, SW3b) controlled to connect the battery stack (A2) and the inverter (20) to each other and to connect the battery stack (A2) and the converter (22) to each other; and a switching switch (SW4a, SW4b) controlled to connect the battery stack (B2) and the inverter (20) to each other and to connect the battery stack (B2) and the converter (22) to each other.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle power supply device mounted on a vehicle. BACKGROUND

[0002] A power supply device having an accumulator or the like is mounted on a vehicle such as an electric automobile and a hybrid vehicle (see Patent Documents 1 to 3). In addition, a running motor is connected to the accumulator via an inverter or the like.

[0003] Patent Document 1: International Publication No. 2017 / 017786

[0004] Patent Document 2: Japanese Patent Application Publication No. 2017-77158

[0005] Patent Document 3: Japanese Patent Application Publication No. 2006-210244 SUMMARY

[0006] However, in order to improve the power performance of an electric automobile or the like, the consumption power and the regenerative power of the running motor increase, so it is necessary to improve the output characteristics of the accumulator connected to the running motor. However, improving the output characteristics and the like of the accumulator is a major cause of an increase in the cost of the accumulator, and becomes a major cause of an increase in the cost of the vehicle power supply device.

[0007] An object of the present application is to reduce the cost of a vehicle power supply device.

[0008] The vehicle power supply device of the present application is a vehicle power supply device mounted on a vehicle, and has: an accumulator group having a first accumulator and a second accumulator; a running motor connected to the accumulator group via an inverter; an electrical equipment group connected to the accumulator group via a converter; a first switch controlled to be in a state of connecting the first accumulator and the inverter to each other and a state of connecting the first accumulator and the converter to each other; and a second switch controlled to be in a state of connecting the second accumulator and the inverter to each other and a state of connecting the second accumulator and the converter to each other.

[0009] According to the present application, the first accumulator can be connected to the inverter or the converter, and the second accumulator can be connected to the inverter or the converter. In this way, the connection object of the first accumulator and the second accumulator can be freely switched, so the performance requirement for the first accumulator or the second accumulator can be reduced. Thus, the cost of the first accumulator or the second accumulator can be reduced, and the cost of the vehicle power supply device can be reduced. BRIEF DESCRIPTION OF DRAWINGS

[0010] Figure 1 is a schematic view showing a configuration example of a vehicle power supply device as an embodiment of the present application.

[0011] Figure 2 is a view showing an example of a configuration of a battery stack in a battery pack.

[0012] Figure 3 is a schematic view showing an example of a control system provided in a vehicle power supply device.

[0013] Figure 4 is a view showing an operation state of the battery pack in a basic operation mode.

[0014] Figure 5 is a flowchart showing an example of an execution sequence of the stack switching control.

[0015] Figure 6A and Figure 6B is a view showing an operation state of the battery pack in the stack switching control.

[0016] Figure 7 is a flowchart showing an example of an execution sequence of the temperature rise suppression control.

[0017] Figure 8A is a view showing an operation state of the battery pack in a basic operation mode, Figure 8B is a view showing an operation state of the battery pack in a temperature rise suppression mode.

[0018] Figure 9 is a flowchart showing an example of an execution sequence of the cruising distance extension control.

[0019] Figure 10A is a view showing an operation state of the battery pack in a basic operation mode, Figure 10B is a view showing an operation state of the battery pack in a distance extension mode.

[0020] Figure 11 is a flowchart showing an example of an execution sequence of the plug-in charging control.

[0021] Figure 12 is a flowchart showing an example of an execution sequence of the plug-in charging control.

[0022] Figure 13 is a flowchart showing an example of an execution sequence of the plug-in charging control.

[0023] Figure 14A and 14B is a view showing a charging state of the stack group using an external power supply.

[0024] Figure 15 is a flowchart showing an example of an execution sequence of the automatic replenishment control.

[0025] Figure 16is a flowchart showing an example of the execution sequence of automatic supplemental charging control.

[0026] Figure 17A is a graph showing the operating state of the battery pack after the vehicle stops, Figure 17B is a graph showing the operating state of the battery pack in the automatic supplemental charging mode.

[0027] Figure 18 is a graph showing an example of the configuration of the battery cell.

[0028] (Explanation of Reference Numerals)

[0029] 10 Vehicle power supply device

[0030] 11 Battery pack (storage body group)

[0031] 20 Inverter

[0032] 21 Motor generator (traveling motor)

[0033] 22 Converter

[0034] 24 Electrical device group

[0035] 70 Battery controller (switch control section)

[0036] 86 Switching switch operating setting section (switch control section)

[0037] A2 Battery stack (first storage body)

[0038] B2 Battery stack (second storage body)

[0039] B3 Battery cell (storage body cell)

[0040] SW3a, SW3b Switching switch (first switch)

[0041] SW4a, SW4b Switching switch (second switch) DETAILED DESCRIPTION

[0042] Hereinafter, an embodiment of the present application will be described in detail based on the drawings.

[0043] [Battery pack]

[0044] Figure 1 is a schematic diagram showing an example of the configuration of the vehicle power supply device 10 as an embodiment of the present application. As shown in the diagram, the vehicle power supply device 10 includes a battery pack 11, an inverter 20, a motor generator 21, a converter 22, an electrical device group 24, and a battery controller 70. Figure 1As shown, the vehicle power supply device 10 mounted on a vehicle has a battery pack (storage body pack) 11 composed of a stack group Al and a stack group Bl. A plurality of battery stacks (first storage bodies) A2 connected in parallel with each other are provided in the stack group Al, and each battery stack A2 is composed of a plurality of battery cells A3 connected in series with each other. The battery cell A3 is a battery cell manufactured as a new product, that is, a battery cell that has not been used on other devices. Also, a plurality of battery stacks (second storage bodies) B2 connected in parallel with each other are provided in the second stack group Bl, and each battery stack B2 is composed of a plurality of battery cells (storage body cells) B3 connected in series with each other. The battery cell B3 is a battery cell manufactured as a reused product, that is, a battery cell that has been used on other devices. Further, the battery stacks A2, B2 are also referred to as battery modules.

[0045] • (Main Switches)

[0046] A main switch SWla is provided on the positive electrode side of each battery stack A2, and a main switch SWlb is provided on the negative electrode side of each battery stack A2. By controlling the main switches SWla, SWlb to be in an on state, the positive electrode terminal 13a of the battery stack A2 can be connected to the positive electrode terminal 12a of the stack group Al, and the negative electrode terminal 13b of the battery stack A2 can be connected to the negative electrode terminal 12b of the stack group Al. That is, by controlling the main switches SWla, SWlb to be in an on state, the battery stack A2 can be connected to the power supply circuit 14 in the battery pack 11. On the other hand, by controlling the main switches SWla, SWlb to be in an off state, the positive electrode terminal 13a of the battery stack A2 can be separated from the positive electrode terminal 12a of the stack group Al, and the negative electrode terminal 13b of the battery stack A2 can be separated from the negative electrode terminal 12b of the stack group Al.

[0047] Similarly, a main switch SW2a is provided on the positive electrode side of each battery stack B2, and a main switch SW2b is provided on the negative electrode side of each battery stack B2. By controlling the main switches SW2a, SW2b to be in an on state, the positive electrode terminal 16a of the battery stack B2 can be connected to the positive electrode terminal 15a of the stack group Bl, and the negative electrode terminal 16b of the battery stack B2 can be connected to the negative electrode terminal 15b of the stack group Bl. That is, by controlling the main switches SW2a, SW2b to be in an on state, the battery stack B2 can be connected to the power supply circuit 14 in the battery pack 11. On the other hand, by controlling the main switches SW2a, SW2b to be in an off state, the positive electrode terminal 16a of the battery stack B2 can be separated from the positive electrode terminal 15a of the stack group Bl, and the negative electrode terminal 16b of the battery stack B2 can be separated from the negative electrode terminal 15b of the stack group Bl.

[0048] • (Switching Switches)

[0049] An electric motor generator (traveling motor) 21 is connected to the battery pack 11 via an inverter 20. The inverter 20 is configured of a plurality of switching elements and the like, and has a function of converting AC power on the electric motor generator 21 side and DC power on the battery pack 11 side to each other. Further, an electric device group 24 configured of an actuator, a controller, and the like is connected to the battery pack 11 via a converter 22. The converter 22 is a DC-DC converter configured of a plurality of switching elements and the like, and has a function of stepping down DC power of the battery pack 11 and outputting to the electric device group 24.

[0050] Further, in order to control connection states of the inverter 20 and the converter 22 to the battery pack 11, switching switches (first switches) SW3a, SW3b and switching switches (second switches) SW4a, SW4b are provided in the vehicle power supply device 10. The switching switch SW3a has a positive terminal 33a connected to the positive terminal 12a of the stack group Al, an inverter terminal 33b connected to the inverter 20, and a converter terminal 33c connected to the converter 22. The switching switch SW3a is capable of operating to any one of an inverter position in which the positive terminal 33a and the inverter terminal 33b are connected to each other, a converter position in which the positive terminal 33a and the converter terminal 33c are connected to each other, and a neutral position in which the positive terminal 33a is separated from both the inverter terminal 33b and the converter terminal 33c.

[0051] The switching switch SW3b has a negative terminal 43a connected to the negative terminal 12b of the stack group Al, an inverter terminal 43b connected to the inverter 20, and a converter terminal 43c connected to the converter 22. The switching switch SW3b is capable of operating to any one of an inverter position in which the negative terminal 43a and the inverter terminal 43b are connected to each other, a converter position in which the negative terminal 43a and the converter terminal 43c are connected to each other, and a neutral position in which the negative terminal 43a is separated from both the inverter terminal 43b and the converter terminal 43c.

[0052] By controlling the switching switches SW3a, SW3b to the inverter positions, the stack group Al is connected to the inverter 20 via the switching switches SW3a, SW3b. On the other hand, by controlling the switching switches SW3a, SW3b to the converter positions, the stack group Al is connected to the converter 22 via the switching switches SW3a, SW3b. Further, as shown in FIG. 2, by controlling the switching switches SW3a, SW3b to the neutral positions, the stack group Al is separated from both the inverter 20 and the converter 22. Figure 1

[0053] ​Further, the switching switch SW4a has a positive terminal 34a connected to the positive terminal 15a of the stack group B1, an inverter terminal 34b connected to the inverter 20, and a converter terminal 34c connected to the converter 22. The switching switch SW4a is operable to any one of an inverter position in which the positive terminal 34a and the inverter terminal 34b are connected to each other, a converter position in which the positive terminal 34a and the converter terminal 34c are connected to each other, and a neutral position in which the positive terminal 34a is separated from both the inverter terminal 34b and the converter terminal 34c.

[0054] The switching switch SW4b has a negative terminal 44a connected to the negative terminal 15b of the stack group B1, an inverter terminal 44b connected to the inverter 20, and a converter terminal 44c connected to the converter 22. The switching switch SW4b is operable to any one of an inverter position in which the negative terminal 44a and the inverter terminal 44b are connected to each other, a converter position in which the negative terminal 44a and the converter terminal 44c are connected to each other, and a neutral position in which the negative terminal 44a is separated from both the inverter terminal 44b and the converter terminal 44c.

[0055] By controlling the switching switches SW4a, SW4b to the inverter position, the stack group B1 is connected to the inverter 20 via the switching switches SW4a, SW4b. On the other hand, by controlling the switching switches SW4a, SW4b to the converter position, the stack group B1 is connected to the converter 22 via the switching switches SW4a, SW4b. Further, as shown in FIG. 2, by controlling the switching switches SW4a, SW4b to the neutral position, the stack group B1 is separated from both the inverter 20 and the converter 22. Figure 1

[0056] • (Charging switch)

[0057] The vehicle power supply device 10 is provided with an on-vehicle charger 50 for charging the storage battery group 11 using an external power source 51. The on-vehicle charger 50 is composed of a plurality of switching elements and the like, and has a function of converting alternating-current power from the external power source 51 into direct-current power and outputting the direct-current power to the storage battery group 11. Further, the on-vehicle charger 50 has a function of voltage-adjusting direct-current power of the stack group Al and outputting the direct-current power to the stack group B1, and has a function of voltage-adjusting direct-current power of the stack group B1 and outputting the direct-current power to the stack group Al.

[0058] ​When charging the battery pack 11 using an external power source 51, the charging plug 53 of the external power source 51 is connected to the socket 52 of the vehicle charger 50. Thus, the external power source 51 can be connected to the battery pack 11 via the vehicle charger 50, and power from the external power source 51 can be supplied to the battery pack 11. Furthermore, to control the connection status between the vehicle charger 50 and the battery pack 11, charging switches SW5a, SW5b, SW6a, and SW6b are provided in the vehicle power supply unit 10.

[0059] The charging switch SW5a has a positive terminal 55a connected to the positive terminal 12a of the battery pack A1 and a charging terminal 55b connected to the on-board charger 50. Additionally, the charging switch SW5b has a negative terminal 65a connected to the negative terminal 12b of the battery pack A1 and a charging terminal 65b connected to the on-board charger 50. By controlling these charging switches SW5a and SW5b to the ON state, the on-board charger 50 can be connected to the battery pack A1 of the battery pack 11.

[0060] Additionally, the charging switch SW6a has a positive terminal 56a connected to the positive terminal 15a of the battery pack B1 and a charging terminal 56b connected to the on-board charger 50. Furthermore, the charging switch SW6b has a negative terminal 66a connected to the negative terminal 15b of the battery pack B1 and a charging terminal 66b connected to the on-board charger 50. By controlling these charging switches SW6a and SW6b to the ON state, the on-board charger 50 can be connected to the battery pack B1 of the battery pack 11.

[0061] • (Configuration of battery stacks A2 and B2)

[0062] Figure 2 This diagram illustrates an example of the configuration of battery stacks A2 and B2 within the battery pack 11. Furthermore, in Figure 2 In the diagram, the battery stack marked with a cross-section is battery stack B2. For example... Figure 2 As shown, battery stacks A2 and B2 are arranged alternately in an adjacent manner. As previously mentioned, battery cell A3 constituting battery stack A2 is a virgin battery cell, while battery cell B3 constituting battery stack B2 is a reused battery cell. Therefore, the internal resistance of the reused battery cell B3 is higher than that of the virgin battery cell A3. In other words, in battery pack 11, battery stack A2 with low internal resistance and battery stack B2 with high internal resistance are arranged adjacent to each other.

[0063] [Control System]

[0064] Figure 3 This is a schematic diagram illustrating an example of the control system provided with the vehicle power supply unit 10.Figure 3 As shown in the figure, the vehicle power supply device 10 has a plurality of controllers 70 to 74 constituted by a microcomputer or the like. As these controllers 70 to 74, there are a battery controller 70 that controls the battery pack 11, a motor controller 71 that controls the motor generator 21 coupled to the wheel 80, a converter controller 72 that controls the converter 22, a charging controller 73 that controls the on-board charger 50, and a main controller 74 that controls the controllers 70 to 73 as a whole. These controllers 70 to 74 are connected to each other via an on-board network 75 such as a CAN so as to be able to communicate with each other.

[0065] The main controller 74 is connected to an accelerator sensor 81 that detects an operation state of an accelerator pedal, a brake sensor 82 that detects an operation state of a brake pedal, a vehicle speed sensor 83 that detects a running speed of the vehicle, and the like. In addition, the main controller 74 is connected to a start switch 84 that is operated by the driver at the time of start and stop of the vehicle control system. Further, the main controller 74 is provided with a main switch operation setting section 85 that sets target operation states of the main switches SW1a, SW1b, SW2a, SW2b, a switch operation setting section 86 that sets target operation positions of the switch switches SW3a, SW3b, SW4a, SW4b, and a charging switch operation setting section 87 that sets target operation states of the charging switches SW5a, SW5b, SW6a, SW6b.

[0066] The main switch operation setting section 85 of the main controller 74 outputs a control signal corresponding to the target operation state of the main switches SW1a, SW1b, SW2a, SW2b to the battery controller 70, and controls the main switches SW1a, SW1b, SW2a, SW2b via the battery controller 70. In addition, the switch operation setting section 86 of the main controller 74 outputs a control signal corresponding to the target operation position of the switch switches SW3a, SW3b, SW4a, SW4b to the battery controller 70, and controls the switch switches SW3a, SW3b, SW4a, SW4b via the battery controller 70. Further, the charging switch operation setting section 87 of the main controller 74 outputs a control signal corresponding to the target operation state of the charging switches SW5a, SW5b, SW6a, SW6b to the battery controller 70, and controls the charging switches SW5a, SW5b, SW6a, SW6b via the battery controller 70. In this way, the main switch operation setting section 85, the switch operation setting section 86, the charging switch operation setting section 87, and the battery controller 70 function as a switch control section that controls various switches SW1a, SW1b,..., SW6a, SW6b.

[0067] The battery controller 70 is connected to battery sensors 88, 89. The battery sensor 88 has a function of detecting the temperature, charge / discharge current, and terminal voltage of each of the battery stacks A2, and the battery sensor 89 has a function of detecting the temperature, charge / discharge current, and terminal voltage of each of the battery stacks B2. In addition, the battery controller 70 is provided with an SOC calculating section 90 that calculates the SOC of the battery stacks A2, B2, and an SOH calculating section 91 that calculates the SOH indicating the deterioration state of the battery stacks A2, B2.

[0068] The SOC (State of Charge) of the battery stacks A2, B2 is a ratio indicating the remaining charge amount of the battery stacks A2, B2, and is a ratio of the charge amount to the full charge capacity of the battery stacks A2, B2. That is, the more the charge amount of the battery stacks A2, B2 increases, the higher the SOC is calculated, and the more the charge amount of the battery stacks A2, B2 decreases, the lower the SOC is calculated. In addition, the SOC, which is also called the state of charge, is periodically calculated by the SOC calculating section 90 of the battery controller 70 based on the charge / discharge current and terminal voltage of the battery stacks A2, B2.

[0069] In addition, the SOH (State of Health) of the battery stacks A2, B2 is an index indicating the deterioration state of the battery stacks A2, B2. The SOH indicating the deterioration state can be calculated as the capacity maintenance rate of the battery stacks A2, B2, for example. That is, in the case where the battery stacks A2, B2 do not deteriorate, the capacity maintenance rate of the current capacity with respect to the capacity in the initial state is high, so the better the battery stacks A2, B2 are, the higher the SOH is calculated. On the other hand, in the case where the battery stacks A2, B2 deteriorate, the capacity maintenance rate of the current capacity with respect to the capacity in the initial state is low, so the more the battery stacks A2, B2 deteriorate, the lower the SOH is calculated.

[0070] In addition, the SOH of the battery stacks A2, B2 is periodically calculated by the SOH calculating section 91 of the battery controller 70 based on the charge / discharge current and terminal voltage of the battery stacks A2, B2. In addition, as described above, the battery cells A3 that constitute the battery stacks A2 are battery cells A3 manufactured as new products, and, in contrast to this, the battery cells B3 that constitute the battery stacks B2 are battery cells B3 manufactured as recycled products. Therefore, at the time of manufacturing the vehicle, the battery stacks B2 are more deteriorated than the battery stacks A2, and the SOH of the battery stacks B2 is calculated to be lower than the SOH of the battery stacks A2.

[0071] [Basic operation mode]

[0072] Next, the basic operation mode of the battery pack 11 will be described. Figure 4is a view showing the operation state of the battery pack 11 in the basic operation mode. Further, the basic operation mode is an operation mode performed when the vehicle control system is started by the start operation of the driver in a state where the battery stack A2 is not excessively deteriorated.

[0073] As shown in Figure 4 , in the basic operation mode, the main switches SWla, SWlb, SW2a, SW2b are controlled to the on state, and the battery stacks A2, B2 are connected to the power supply circuit 14 in the battery pack 11. In addition, in the basic operation mode, the switching switches SW3a, SW3b are controlled to the inverter position, and the stack group Al constituted by the battery stack A2 is connected to the inverter 20. Further, in the basic operation mode, the switching switches SW4a, SW4b are controlled to the converter position, and the stack group Bl constituted by the battery stack B2 is connected to the converter 22. Thus, in the basic operation mode, the stack group Al is connected to the inverter 20 which consumes large power and regenerative power, and on the other hand, the stack group Bl is connected to the converter 22 which consumes small power.

[0074] As described above, the battery cell A3 constituting the battery stack A2 is a battery cell A3 manufactured as a new product, and in contrast to this, the battery cell B3 constituting the battery stack B2 is a battery cell B3 manufactured as a recycled product. With regard to this battery cell B3 as a recycled product, the output and capacity are low compared to the battery cell A3, but the cost can be greatly reduced compared to the battery cell A3. That is, by connecting the stack group Bl constituted by the battery stack B2 of the recycled product to the converter 22 which consumes small power, the cost of the vehicle power supply device 10 can be reduced.

[0075] [Stack switching control]

[0076] As described above, in the basic operation mode, the stack group Al having the battery cell A3 of a new product is connected to the inverter 20, and the stack group Bl having the battery cell B3 of a recycled product is connected to the converter 22, but the connection target of the stack group Al, Bl is switched according to the deterioration state of the battery cell A3, B3. Hereinafter, the stack switching control performed after the driver starts the vehicle control system and switching the connection target of the stack group Al, Bl according to the deterioration state of the battery cell A3, B3 will be described.

[0077] Figure 5 is a flowchart showing an example of the execution sequence of the stack switching control, Figure 6A , and Figure 6B is a view showing the operation state of the battery pack 11 in the stack switching control. Further, in Figure 6A , and Figure 6B , the arrow indicates the charge and discharge state. As shown in Figure 5As shown, in step S10, the average SOC values ​​(SOCa, SOCb) of battery piles A2 and B2 are read, and the average SOH values ​​(SOHa, SOHb) of battery piles A2 and B2 are also read. Furthermore, the average SOC value (SOCa) is the average obtained by dividing the total SOC value of each battery pile A2 by the number of piles, and the average SOC value (SOCb) is the average obtained by dividing the total SOC value of each battery pile B2 by the number of piles. Similarly, the average SOH value (SOHa) is the average obtained by dividing the total SOH value of each battery pile A2 by the number of piles, and the average SOH value (SOHb) is the average obtained by dividing the total SOH value of each battery pile B2 by the number of piles.

[0078] In the following explanation, "average SOC (SOCa)" will be written as "SOCa", "average SOC (SOCb)" will be written as "SOCb", "average SOH (SOHa)" will be written as "SOHa", and "average SOH (SOHb)" will be written as "SOHb". Additionally, in Figure 5 In subsequent flowcharts, "Main switches SW1a and SW1b" will be recorded as "Main switch SW1", and "Main switches SW2a and SW2b" will be recorded as "Main switch SW2". Furthermore, in... Figure 5 In subsequent flowcharts, “switch SW3a, SW3b” will be recorded as “switch SW3”, “switch SW4a, SW4b” will be recorded as “switch SW4”, “charging switch SW5a, SW5b” will be recorded as “charging switch SW5”, and “charging switch SW6a, SW6b” will be recorded as “charging switch SW6”.

[0079] like Figure 5 As shown, in step S11, it is determined whether SOCa is higher than a predetermined lower limit Xa and whether SOCb is higher than a predetermined lower limit Xb. In step S11, if SOCa is determined to be below the lower limit Xa or SOCb is determined to be below the lower limit Xb, it indicates a significant decrease in the SOC of the battery pack 11. Therefore, stack switching control is not performed, and the normal procedure is exited. Furthermore, in the case of a significant decrease in the SOC of the battery pack 11, a message urging the driver to perform actions such as plugging in for charging (described later) is displayed.

[0080] In step Sll, in the case where it is determined that SOCa is higher than the lower limit value Xa and SOCb is higher than the lower limit value Xb, the process proceeds to step S12 to determine whether the difference (SOHa-SOHb) in the deterioration index between the battery stacks A2, B2 is higher than a predetermined threshold value Xc. In step S12, in the case where it is determined that the difference (SOHa-SOHb) in the deterioration index is higher than the threshold value Xc, that is, in the case where the battery stack B2 is deteriorated by more than a predetermined value compared to the battery stack A2, the process proceeds to step S13 to control the switching switches SW3a, SW3b to the inverter position, and the stack group Al constituted by the battery stack A2 is connected to the inverter 20. Further, the process proceeds to step S14 to control the switching switches SW4a, SW4b to the converter position, and the stack group Bl constituted by the battery stack B2 is connected to the converter 22. Then, the process proceeds to step S15 to control the main switches SWla, SWlb, SW2a, SW2b to the on state.

[0081] On the other hand, in step S12, in the case where it is determined that the difference (SOHa-SOHb) in the deterioration index is equal to or lower than the threshold value Xc, the process proceeds to step S16 to determine whether the difference (SOHb-SOHa) in the deterioration index between the battery stacks B2, A2 is higher than a predetermined threshold value Xd. In step S16, in the case where it is determined that the difference (SOHb-SOHa) in the deterioration index is higher than the threshold value Xd, that is, in the case where the battery stack A2 is deteriorated by more than a predetermined value compared to the battery stack B2, the process proceeds to step S17 to control the switching switches SW3a, SW3b to the converter position, and the stack group Al constituted by the battery stack A2 is connected to the converter 22. Further, the process proceeds to step S18 to control the switching switches SW4a, SW4b to the inverter position, and the stack group Bl constituted by the battery stack B2 is connected to the inverter 20. Then, the process proceeds to step S15 to control the main switches SWla, SWlb, SW2a, SW2b to the on state.

[0082] Further, in step S16, in the case where it is determined that the difference (SOHb-SOHa) in the deterioration index is equal to or lower than the threshold value Xd, the deterioration states of the battery stacks A2, B2 are balanced, so the process proceeds to step S19 to control the switching switches SW3a, SW3b, SW4a, SW4b to the nearest operating position. That is, the connection target terminals of the stack groups Al, Bl decided at the last start of the vehicle control system are maintained.

[0083] Thus, in the stack switching control, the deterioration states of the battery stacks A2, B2 are compared, and the battery stack which is not deteriorated, that is, the battery stack A2 (or B2) having a high output is connected to the inverter 20, and the battery stack which is deteriorated, that is, the battery stack B2 (or A2) having a low output is connected to the converter 22.

[0084] As mentioned earlier, battery unit A3 constituting battery stack A2 is manufactured as a new product, while battery unit B3 constituting battery stack B2 is manufactured as a reused product. In other words, at the time of vehicle manufacturing, battery stack B2 is in a more degraded state than battery stack A2. Therefore, if no predetermined period (e.g., several years) has elapsed since vehicle manufacturing, battery stack A2 has not degraded more than battery stack B2, and essentially performs... Figure 4 and Figure 6A The basic working mode is shown. That is to say, as... Figure 6A As shown, when battery stack A2 is not more degraded than battery stack B2, stack group A1 consisting of battery stack A2 is connected to inverter 20, and stack group B1 consisting of battery stack B2 is connected to converter 22.

[0085] In contrast, if a predetermined period (e.g., several years) has elapsed since the vehicle was manufactured, there is a possibility that battery stack A2 may be more degraded than battery stack B2, depending on its usage condition. Therefore, in the case where battery stack A2 is more degraded than battery stack B2, the following steps are performed... Figure 6B The long-term degradation pattern shown. That is, as... Figure 6B As shown, when battery stack A2 is more degraded than battery stack B2, stack A1 consisting of battery stack A2 is connected to converter 22, and stack B1 consisting of battery stack B2 is connected to inverter 20. Thus, even if the output of battery stack A2 decreases significantly due to long-term deterioration, the connection of the undegraded battery stack B2 to inverter 20 allows the electric generator 21 to operate appropriately, ensuring minimum driving performance.

[0086] [Temperature rise suppression control]

[0087] Next, the temperature rise suppression control, which performs and suppresses excessive temperature rise of the battery stack A2 under the basic operating mode, will be explained. Figure 7 This is a flowchart illustrating an example of the execution sequence of temperature suppression control. Additionally, Figure 8A This is a diagram showing the operating status of the battery pack 11 in its basic operating mode. Figure 8B This is a diagram showing the operating state of the battery pack 11 in temperature suppression mode. Furthermore, in Figure 8A and Figure 8B Arrows are used to indicate charging and discharging status.

[0088] like Figure 7As shown, in step S20, the average temperature Ta of the battery stacks A2 is read. Further, the average temperature Ta is an average value obtained by dividing the total of the temperatures of the respective battery stacks A2 by the number of stacks. In subsequent step S21, it is determined whether the average temperature Ta is higher than a predetermined threshold value Xe. In step S21, in the case where it is determined that the average temperature Ta is equal to or lower than the threshold value Xe, the temperature of the battery stacks A2 is appropriate, so the temperature rise suppression mode described later is not executed, and the normal program is exited. On the other hand, in step S21, in the case where it is determined that the average temperature Ta is higher than the threshold value Xe, the temperature of the battery stacks A2 has risen beyond an appropriate range, so step S22 is entered, and the temperature rise suppression mode in which the temperature of the battery stacks A2 is lowered is started.

[0089] In step S22, the charging switches SW5a, SW5b, SW6a, SW6b are controlled to be in an on state, and in subsequent step S23, the on-board charger 50 is controlled to be in an energized state, so the stack groups Al, Bl are electrically connected to each other via the on-board charger 50. That is, as shown in FIG. 6, by executing the temperature rise suppression mode, not only the stack group Al is electrically connected to the inverter 20, but also the stack group Bl is electrically connected to the inverter 20 via the on-board charger 50. Thus, in the case where the consumption power and the regeneration power of the inverter 20 increase, not only the stack group Al but also the stack group Bl can be charged and discharged. That is, the charge and discharge of the stack group Al can be suppressed, so the temperature of the battery stacks A2 that constitute the stack group Al can be lowered. Figure 8B

[0090] Thus, if the temperature rise suppression mode is executed, step S24 is entered, the average temperature Ta of the battery stacks A2 is read, step S25 is entered, and it is determined whether the average temperature Ta is lower than a predetermined threshold value Xf. In step S25, in the case where it is determined that the average temperature Ta is equal to or higher than the threshold value Xf, the temperature of the battery stacks A2 has not been sufficiently lowered, so step S23 is returned to, and the temperature rise suppression mode is continued to be executed. On the other hand, in step S25, in the case where it is determined that the average temperature Ta is lower than the threshold value Xf, the temperature of the battery stacks A2 has been sufficiently lowered, so step S26 is entered, the on-board charger 50 is controlled to be in a stopped state, and step S27 is entered, the charging switches SW5a, SW5b, SW6a, SW6b are controlled to be in an off state.

[0091] [Range extension control]

[0092] Next, the range extension control that is executed in the aforementioned basic operation mode to supply electric power from the battery stacks B2 to the battery stacks A2 will be described. Figure 9 is a flowchart showing an example of the execution sequence of the range extension control. In addition, Figure 10A is a diagram showing the operation state of the battery pack 11 in the basic operation mode, Figure 10B ​is a view showing the operating state of the battery pack 11 in the distance extension mode. Further, in Figure 10A and Figure 10B the charging and discharging state is indicated by an arrow.

[0093] As shown in Figure 9 , in step S30, the SOCs a, b of the battery stacks A2, B2 are read. In subsequent step S31, it is determined whether the SOC a is lower than a predetermined threshold value Xg. In step S31, in the case where it is determined that the SOC a is equal to or higher than the threshold value Xg, that is, in the case where the charge amount of the battery stack A2 is sufficiently ensured, the distance extension mode described later is not needed, so the distance extension mode is not executed, and the routine is exited. On the other hand, in step S31, in the case where it is determined that the SOC a is lower than the threshold value Xg, step S32 is entered, and it is determined whether the SOC b is higher than a predetermined threshold value Xh. In step S32, in the case where it is determined that the SOC b is equal to or lower than the threshold value Xh, that is, in the case where the charge amount of the battery stack B2 is not sufficiently ensured, it is difficult to execute the distance extension mode, so the distance extension mode is not executed, and the routine is exited.

[0094] On the other hand, from step S31, step S32 is entered, in which, in the case where it is determined that the SOC b is higher than the threshold value Xh, that is, in the case where the charge amount of the battery stack A2 is not sufficient and the charge amount of the battery stack B2 is sufficiently ensured, step S33 is entered, and the distance extension mode for increasing the SOC a of the battery stack is started. In step S33, the charging switches SW5a, SW5b, SW6a, SW6b are controlled to be in the on state, and in subsequent step S34, the on-board charger 50 is controlled to be in the energized state, so that electric power is supplied from the stack group B1 to the stack group Al via the on-board charger 50. That is, as shown in Figure 10B , by executing the distance extension mode, electric power can be supplied from the stack group B1 to the stack group Al, so the SOC a of the battery stack A2 constituting the stack group Al can be increased.

[0095] Next, in step S35, the SOCs a, b of the battery stacks A2, B2 are read, and in subsequent step S36, it is determined whether the SOC a is higher than a predetermined threshold value Xi. In step S36, in the case where it is determined that the SOC a is higher than the threshold value Xi, the charge amount of the battery stack A2 is sufficiently recovered, so step S37 is entered, the on-board charger 50 is controlled to be in the stopped state, and step S38 is entered, the charging switches SW5a, SW5b, SW6a, SW6b are controlled to be in the off state. Thus, by executing the distance extension mode, electric power can be supplied from the battery stack B2 to the battery stack A2, so the charge amount of the battery pack 11 can be effectively utilized to supply electric power to the motor generator 21, and the cruising distance of the vehicle can be extended.

[0096] On the other hand, in the case where it is determined in step S36 that the SOCa is below the threshold value Xi, the routine proceeds to step S39 to determine whether the SOCb is below a predetermined threshold value Xj. In step S39, in the case where it is determined that the SOCb is below the threshold value Xj, the charge level of the battery stack B2 is reduced, and it is difficult to continue the distance extension mode, so the routine proceeds to step S37 to control the on-board charger 50 to the stop state, and proceeds to step S38 to control the charge switches SW5a, SW5b, SW6a, and SW6b to the open state. On the other hand, in the case where it is determined in step S39 that the SOCb is above the threshold value Xj, the charge level of the battery stack B2 is ensured, so the routine returns to step S34 to continue the distance extension mode.

[0097] [Plug-in charging control]

[0098] Next, plug-in charging control in which the battery pack 11 is charged using the external power source 51 by connecting the charging plug 53 of the external power source 51 to the socket 52 of the on-board charger 50 (hereinafter, referred to as plug-in charging) will be described. Figures 11-13 is a flowchart showing an example of the execution sequence of the plug-in charging control. In this flowchart, the flowchart is connected to each other at reference numerals A and B. In addition, the flowchart is connected to each other at reference numerals C and D. Figures 11-13 is a graph showing the charging state of the stack group Bl using the external power source 51, and Figure 14A is a graph showing the charging state of the stack group Al using the external power source 51. In addition, in Figure 14B and Figure 14A the charging state is indicated by an arrow. Figure 14B

[0099] As shown in Figure 11 , in step S40, the average temperature Ta of the battery stack A2 is read, and in subsequent step S41, it is determined whether the average temperature Ta is below a predetermined threshold value Xk. In step S41, in the case where it is determined that the average temperature Ta is below the threshold value Xk, the routine proceeds to step S42 to heat the battery stack A2, and thus the plug-in charging of the battery stack B2 is started. In addition, in step S41, in the case where it is determined that the average temperature Ta is above the threshold value Xk, the plug-in charging of the battery stack B2 is not started, and the routine proceeds to step S48 described later.

[0100] ​As the insertion charging of the battery stack B2 is started, in step S42, the main switches SWla, SWlb are controlled to the off state, and the main switches SW2a, SW2b are controlled to the on state. In the subsequent step S43, the charging switches SW5a, SW5b are controlled to the off state, and the charging switches SW6a, SW6b are controlled to the on state. Thus, if the stack group Bl is connected to the on-vehicle charger 50, the on-vehicle charger 50 is controlled to the energized state for charging the stack group Bl in step S44, and electric power is supplied from the external power source 51 to the stack group Bl via the on-vehicle charger 50. That is, as shown in FIG. 6, the insertion charging of the battery stack B2 is performed before the insertion charging of the battery stack A2 is started, so that the battery stack B2 can be heated to heat the battery stack A2. Thus, by heating the battery stack A2, the internal resistance of the battery stack A2 can be reduced to improve the charging efficiency. Figure 14A

[0101] As described above, the battery cell A3 constituting the battery stack A2 is a battery cell A3 manufactured as a new product, and in contrast to this, the battery cell B3 constituting the battery stack B2 is a battery cell B3 manufactured as a reused product. Therefore, the internal resistance of the battery cell B3 as a reused product is higher than the internal resistance of the battery cell A3 as a new product. That is, by performing the insertion charging of the battery cell B3 which is easy to heat due to the high internal resistance, the battery stack A2 can be actively heated. Also, since the battery stacks A2, B2 are adjacent to each other, the heat of the battery stack B2 can be used to actively heat the battery stack A2.

[0102] Thus, if the battery stack A2 is heated by the battery stack B2, the average temperature Ta of the battery stack A2 is read and the SOCb of the battery stack B2 is read in step S45. Next, in step S46, it is determined whether the average temperature Ta is higher than a predetermined threshold value Xm, and it is determined whether the SOCb is higher than a predetermined charging target value Xo. In step S46, in the case where it is determined that the average temperature Ta is equal to or lower than the threshold value Xm and it is determined that the SOCb is equal to or lower than the charging target value Xo, the process returns to step S44, and the insertion charging of the battery stack B2 is continued. That is, in the case where the battery stack A2 is not sufficiently heated and the insertion charging of the battery stack B2 is possible, the process returns to step S44, and the insertion charging of the battery stack B2 is continued.

[0103] ​On the other hand, in the case where it is determined in step S46 that the average temperature Ta is higher than the threshold value Xm or that the SOCb is higher than the charging target value Xo, the process proceeds to step S47, and the insertion charging of the stack group Bl is stopped, so the on-vehicle charger 50 is controlled to the stop state. That is, in the case where the battery stack A2 is sufficiently heated and it is difficult to perform the insertion charging of the battery stack B2, the process proceeds to step S47, and the insertion charging of the stack group Bl is stopped, so the on-vehicle charger 50 is controlled to the stop state. Also, since the insertion charging of the stack group Al is started, as shown in step S48, the main switches SWla, SWlb are controlled to the on state, and the main switches SW2a, SW2b are controlled to the off state. In the subsequent step S49, the charging switches SW5a, SW5b are controlled to the on state, and the charging switches SW6a, SW6b are controlled to the off state. Figure 12

[0104] Thus, if the stack group Al is connected to the on-vehicle charger 50, the process proceeds to step S50, and the on-vehicle charger 50 is controlled to the energized state for charging the stack group Al, and electric power is supplied from the external power source 51 to the stack group Al via the on-vehicle charger 50. Also, in step S50, in the case where the stack group Al is subjected to the insertion charging, the target charging electric power is set to be larger than in the case where the stack group Bl is subjected to the insertion charging in the aforementioned step S44. That is, as shown in step S50, in the case where the stack group Al is subjected to the insertion charging, the battery stack A2 is in the state of being heated, and the internal resistance of the battery stack A2 is low and the charging efficiency is high, so the high-speed charging of increasing the charging electric power to rapidly charge the battery stack A2 is performed. Figure 14B

[0105] Thus, if the insertion charging of the stack group Al is started, the process proceeds to step S51, and the SOCa of the battery stack A2 is read, and the process proceeds to step S52, and it is determined whether the SOCa is higher than the predetermined charging target value Xn. In step S52, in the case where it is determined that the SOCa is equal to or lower than the charging target value Xn, that is, in the case where the insertion charging of the battery stack A2 is not completed, the process returns to step S50, and the insertion charging of the battery stack A2 is continued.

[0106] On the other hand, in step S52, in the case where it is determined that the SOCa is higher than the charging target value Xn, the process proceeds to step S53, and the insertion charging of the battery stack A2 is stopped, so the on-vehicle charger 50 is controlled to the stop state. Next, the process proceeds to step S54, and the main switches SWla, SWlb, SW2a, SW2b are controlled to the off state, and the process proceeds to step S55, and the charging switches SW5a, SW5b, SW6a, SW6b are controlled to the off state.

[0107] ​​Thus, if the stack group Al is separated from the on-vehicle charger 50, as shown in FIG. 6, the routine proceeds to step S56, the SOCb of the battery stack B2 is read, and the routine proceeds to step S57, where it is determined whether the SOCb is higher than the predetermined charge target value Xo. In step S57, in the case where it is determined that the SOCb is higher than the charge target value Xo, further plug-in charging of the battery stack B2 is not required, so plug-in charging is not performed, and the routine exits. Figure 13

[0108] On the other hand, in step S57, in the case where it is determined that the SOCb is the charge target value Xo or less, that is, in the case where plug-in charging of the battery stack B2 is not complete, the routine proceeds to step S58, where the main switches SWla, SWlb are controlled to the off state, and the main switches SW2a, SW2b are controlled to the on state. In subsequent step S59, the charge switches SW5a, SW5b are controlled to the off state, and the charge switches SW6a, SW6b are controlled to the on state.

[0109] Thus, if the stack group Bl is connected to the on-vehicle charger 50, the routine proceeds to step S60, the on-vehicle charger 50 is controlled to the on state in which it charges the stack group Bl, and power is supplied from the external power source 51 to the stack group Bl via the on-vehicle charger 50. Next, the routine proceeds to step S61, the SOCb of the battery stack B2 is read, and the routine proceeds to step S62, where it is determined whether the SOCb is higher than the charge target value Xo. In step S62, in the case where it is determined that the SOCb is the charge target value Xo or less, that is, in the case where plug-in charging of the battery stack B2 is not complete, the routine returns to step S60, and plug-in charging of the battery stack B2 is continued.

[0110] On the other hand, in step S62, in the case where it is determined that the SOCb is higher than the charge target value Xo, that is, in the case where the battery stack B2 is sufficiently charged, the routine proceeds to step S63, plug-in charging of the battery stack B2 is stopped, so the on-vehicle charger 50 is controlled to the stop state. Next, the routine proceeds to step S64, the main switches SWla, SWlb, SW2a, SW2b are controlled to the off state, and the routine proceeds to step S65, where the charge switches SW5a, SW5b, SW6a, SW6b are controlled to the off state.

[0111] [Automatic charge control]

[0112] ​Next, automatic supplemental charge control in which the battery stack B2 charges the battery stack A2 when the vehicle is stopped will be described. Further, the vehicle stop at which the automatic supplemental charge control is executed is a vehicle stop at which the starting switch 84, which is a power switch, is operated to be turned off. That is, the vehicle stop at which the automatic supplemental charge control is executed is a state in which the control system for vehicle running is stopped, and a state in which the vehicle is continuously stopped until the starting switch 84 is operated again to be turned on.

[0113] Figure 15 Figure 16 is a flowchart showing an example of the execution sequence of the automatic supplemental charge control. Further, in Figure 15 Figure 16 , the flowcharts are connected to each other at reference numerals C and D. In addition, Figure 17A is a graph showing the operation state of the battery pack 11 after the vehicle is stopped, Figure 17B is a graph showing the operation state of the battery pack 11 in the automatic supplemental charge mode. Further, in Figure 17A Figure 17B , the arrow indicates the charge and discharge state.

[0114] As shown in Figure 15 , in step S70, the SOCs a, b of the battery stacks A2, B2 are read. Next, in step S71, it is determined whether or not the plug-in charging using the external power supply 51 is not being performed, in step S72, it is determined whether or not the SOC a is lower than a predetermined threshold value Xp, and in step S73, it is determined whether or not the SOC b is higher than a predetermined threshold value Xq. In step S71, in the case where it is determined that the plug-in charging is being performed, in step S72, in the case where it is determined that the SOC a is the threshold value Xp or more, and in step S73, in the case where it is determined that the SOC b is the threshold value Xq or less, as shown in Figure 16 , the automatic supplemental charge mode described later is not executed, and the normal program is exited. That is, in the case where the plug-in charging is being performed, in the case where the charge amount of the battery stack A2 is sufficiently ensured, and in the case where the charge amount of the battery stack B2 is not sufficiently ensured, the automatic supplemental charge mode is not executed, and the normal program is exited.

[0115] As shown in Figure 15 , via steps S71 to S73, in the case where it is determined that the plug-in charging is not being performed, and it is determined that the SOC a is lower than the threshold value Xp, and it is determined that the SOC b is higher than the threshold value Xq, in step S74, the automatic supplemental charge mode is started. In step S74, the main switches SW1a, SW1b, SW2a, SW2b are controlled to be in the on state, and in the subsequent step S75, the charge switches SW5a, SW5b, SW6a, SW6b are controlled to be in the on state.

[0116] ​​​Thus, if the stack groups Al, Bl and the on-vehicle charger 50 are connected to each other, as shown in FIG. 6, the on-vehicle charger 50 is controlled to the operating state, and electric power is supplied from the stack group Bl to the stack group Al via the on-vehicle charger 50 in step S76. That is, as shown in FIG. 7, the stack group Al is charged using the stack group B2 in the automatic charge-up mode, and the SOC of the stack group Al is increased in step S77. Then, in step S78, it is determined whether the SOC of the stack group Al is higher than the charge-up target value Xr. If the SOC of the stack group Al is higher than the charge-up target value Xr, the on-vehicle charger 50 is controlled to the stop state in step S79. Then, in step S80, the main switches SWla, SWlb, SW2a and SW2b are controlled to the open state, and the charge switches SW5a, SW5b, SW6a and SW6b are controlled to the open state in step S81. Thus, if the stack groups Al, Bl and the on-vehicle charger 50 are connected to each other, as shown in FIG. 6, the on-vehicle charger 50 is controlled to the operating state, and electric power is supplied from the stack group Bl to the stack group Al via the on-vehicle charger 50 in step S76. That is, as shown in FIG. 7, the stack group Al is charged using the stack group B2 in the automatic charge-up mode, and the SOC of the stack group Al is increased in step S77. Then, in step S78, it is determined whether the SOC of the stack group Al is higher than the charge-up target value Xr. If the SOC of the stack group Al is higher than the charge-up target value Xr, the on-vehicle charger 50 is controlled to the stop state in step S79. Then, in step S80, the main switches SWla, SWlb, SW2a and SW2b are controlled to the open state, and the charge switches SW5a, SW5b, SW6a and SW6b are controlled to the open state in step S81. Figure 16 Figure 17B

[0117]

[0118]

[0119] [Other Embodiments (Configuration of Battery Cells A3, B3)]

[0120] Another example of the configuration of the battery cells A3, B3 in the battery pack 11 will be described. Figure 18 is a view showing an example of the configuration of the battery cells A3, B3. In Figure 18 , the battery cell indicated by the broken line is the battery cell B3.

[0121] In the foregoing description, the stack group A2 and the stack group B2 are alternately arranged as shown in FIG. 6, but are not limited to the example shown in the figure. For example, as shown in FIG. 7, the stack group A2 and the stack group B2 are arranged in series. Figure 2 Figure 18 ​​​​​As shown, the battery cells A3 that constitute the battery stack A2 and the battery cells B3 that constitute the battery stack B2 can be alternately arranged in a manner adjacent to each other. Thus, even in the case where the battery cells A3 and the battery cells B3 are alternately arranged, the battery stack A2 and the battery stack B2 can be adjacent to each other, so in the aforementioned plug-in charging control, the battery stack A2 can be heated efficiently using the heat of the battery stack B2, and the battery stack A2 can be rapidly heated.

[0122] [SUMMARY]

[0123] The vehicle power supply device 10 of the present embodiment has a battery pack (battery group) 11 that has a battery stack (first battery) A and a battery stack (second battery) B. In addition, an electric motor generator (traveling motor) 21 is connected to the battery pack 11 via an inverter 20, and an electric device group 24 is connected to the battery pack 11 via a converter 22. In addition, the vehicle power supply device 10 has switching switches (first switches) SW3a, SW3b that control the connection destination of the battery stack A2, and switching switches (second switches) SW4a, SW4b that control the connection destination of the battery stack B2. The switching switches SW3a, SW3b are controlled to be in a state where the battery stack A2 and the inverter 20 are connected to each other and a state where the battery stack A2 and the converter 22 are connected to each other. In addition, the switching switches SW4a, SW4b are controlled to be in a state where the battery stack B2 and the inverter 20 are connected to each other and a state where the battery stack B2 and the converter 22 are connected to each other.

[0124] Thus, the connection destination of the battery stack A2 can be controlled using the switching switches SW3a, SW3b, and the connection destination of the battery stack B2 can be controlled using the switching switches SW4a, SW4b, so the vehicle power supply device 10 can be appropriately operated and the cost of the battery pack 11 can be reduced. That is, the connection object of the battery stack A2 and the battery stack B2 can be freely switched, so the performance requirement of the battery stack A2 or the battery stack B2 can be reduced. That is, the requirement of the output characteristic of the battery stack on the side of the converter 22 can be reduced, and the cost of the battery stack on the side of the converter 22 can be reduced. Thus, the cost of the vehicle power supply device 10 can be reduced.

[0125] In addition, as used in the present embodiment, Figure 5 , Figure 6A and Figure 6BAs explained above, in the case where the storage battery stack B2 is more deteriorated than the storage battery stack A2, the inverter 20 is connected with the storage battery stack A2 via the switching switches SW3a, SW3b, and the converter 22 is connected with the storage battery stack B2 via the switching switches SW4a, SW4b. Also, in the case where the storage battery stack A2 is more deteriorated than the storage battery stack B2, the converter 22 is connected with the storage battery stack A2 via the switching switches SW3a, SW3b, and the converter 22 is connected with the storage battery stack B2 via the switching switches SW4a, SW4b. Thereby, since it is possible to connect the storage battery stack which is not deteriorated with the inverter 20 in which the consumed electric power is likely to become large, it is possible to make the vehicle power supply device 10 appropriately function.

[0126] In addition, as explained above, the storage battery cell (storage body cell) B3 which constitutes the storage battery stack B2 is a storage battery cell manufactured as a recycled product. Thus, by using the storage battery cell B3 as a recycled product, it is possible to greatly reduce the cost of the storage battery cell B3, and it is possible to reduce the cost of the vehicle power supply device 10.

[0127] The present application is not limited to the foregoing embodiment, and of course various modifications can be made within the scope of the gist thereof. In the foregoing explanation, as the vehicle to which the vehicle power supply device 10 is applied, an electric vehicle which has only the motor generator 21 as a power source is exemplified, but it is not limited thereto, and can be a hybrid vehicle which has the motor generator 21 and an engine as a power source. In addition, the main switches SW la to SW2b, the switching switches SW3a to SW4b, and the charging switches SW5a to SW6b can be switches constituted by semiconductor elements such as metal oxide semiconductor field effect transistors (MOSFETs), or can be switches which mechanically open and close contacts using electromagnetic force or the like. Further, various switches such as the main switches are also called relays or contactors or the like.

[0128] In addition, as the storage battery cells A3, B3 which constitute the storage battery stacks A2, B2, lithium ion storage batteries can be employed, but it is not limited thereto, and other kinds of storage batteries or capacitors can be employed. Also, as for the storage battery cells A3, B3, the same kind of storage batteries or capacitors can be employed, or different kinds of storage batteries or capacitors can be employed. Further, in the example shown in the drawing, one storage battery stack A2 and one storage battery stack B2 are alternately arranged, but it is not limited thereto. For example, two or more storage battery stacks A2 can be aggregated to form a stack group, and two or more storage battery stacks B2 can be aggregated to form a stack group, and these stack groups can be alternately arranged in a manner of being adjacent to each other. Figure 2 In the example shown in the drawing, one storage battery stack A2 and one storage battery stack B2 are alternately arranged, but it is not limited thereto. For example, two or more storage battery stacks A2 can be aggregated to form a stack group, and two or more storage battery stacks B2 can be aggregated to form a stack group, and these stack groups can be alternately arranged in a manner of being adjacent to each other.

[0129] In the foregoing description, as the SOH indicating the deterioration state of the battery stacks A2, B2, the capacity maintenance rate of the current capacity with respect to the storage capacity at the time of manufacture and the terminal voltage is exemplified, but is not limited thereto. For example, as the SOH indicating the deterioration state of the battery stacks A2, B2, the resistance rise rate of the current resistance with respect to the internal resistance at the time of manufacture can be used. In this case, the more excellent the battery stacks A2, B2, the lower the internal resistance, and therefore the lower the SOH. In addition, as the SOH indicating the deterioration state of the battery stacks A2, B2, a value obtained by adding the charge and discharge currents of the battery stacks A2, B2, or a value obtained by adding the temperatures of the battery stacks A2, B2 can be used.

[0130] In the foregoing description, the temperature rise suppression control or the insertion charge control is executed based on the average temperature Ta of the battery stacks A2, but is not limited thereto. For example, the temperature rise suppression control or the insertion charge control can be executed based on the temperature of a specific battery stack A2, or can be executed based on the temperature of the battery pack 11. In addition, in the foregoing description, the example of the insertion charge in a low temperature environment is exemplified, and the control for heating the battery stacks A2 by the heat of the battery stacks B2 is described, but the control is not limited to the insertion charge. For example, in a series hybrid vehicle provided with a power generation engine, the battery stacks A2 can be heated by the heat of the battery stacks B2 at the time of series power generation in a low temperature environment.

Claims

1. A vehicle power supply device, installed in a vehicle, said vehicle power supply device having: The energy storage assembly includes a first energy storage element and a second energy storage element; The driving motor is connected to the battery pack via an inverter; The electrical equipment group is connected to the energy storage group via a converter; The first switch is controlled to a state in which the first energy storage unit is connected to the inverter and disconnected from the converter, and a state in which the first energy storage unit is connected to the converter and disconnected from the inverter; as well as The second switch is controlled to have two states: one where the second energy storage device is connected to the inverter and disconnected from the converter, and the other where the second energy storage device is connected to the converter and disconnected from the inverter. The vehicle power supply device has the following features: The switch control unit controls the first switch and the second switch. If the second energy storage device is more degraded than the first energy storage device, the switch control unit controls the first switch to connect the first energy storage device to the inverter and disconnect it from the converter, and controls the second switch to connect the second energy storage device to the converter and disconnect it from the inverter.

2. The vehicle power supply device according to claim 1, wherein, If the first energy storage device is more degraded than the second energy storage device, the switch control unit controls the first switch to connect the first energy storage device to the converter and disconnect it from the inverter, and controls the second switch to connect the second energy storage device to the inverter and disconnect it from the converter.

3. The vehicle power supply device according to claim 1 or 2, wherein, The energy storage unit constituting the second energy storage body is a reused energy storage unit that has been used in other devices.

4. The vehicle power supply device according to claim 1 or 2, wherein, The first energy storage device has multiple first battery cells. The second energy storage device has multiple second battery cells. The first battery unit and the second battery unit are alternately arranged in an adjacent manner.

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