Power supply system for electric vehicle

Abstract

The invention provides a power supply system of an electric vehicle, which can easily improve the condition of the electric vehicle after the collision of the electric vehicle is detected. A power supply system for a vehicle is mounted in an electric vehicle provided with: a battery having a plurality of battery cells and a fuse for cutting off power output by cutting off a circuit; and an electric device that operates using the power of the battery, and includes a travel motor. The power supply system includes: a switcher connected to a circuit inside a battery; and a controller that controls the switcher, the controller being capable of switching the switcher so as to output power from at least some of the plurality of battery cells to the electrical device when a collision of the electric vehicle is detected and the fuse is cut off.

Description

Technical Field

[0001] The invention relates to a power supply system for an electric vehicle. Background Art

[0002] Patent Document 1 describes that when a vehicle collides, a battery fuse is cut and the ECU controls a system main relay to be in a cut-off state.

[0003] Prior art literature Patent Literature Patent Document 1: Japanese Patent Application Publication No. 2006-197775 Summary of the invention

[0004] Technical issues In an electric vehicle, if the battery power is completely unusable when a collision of the vehicle is detected, it is difficult to move the vehicle for temporary evacuation or to adjust the indoor temperature in extremely cold areas or under strong sunlight.

[0005] An object of the present invention is to provide a power supply system for an electric vehicle that can easily improve the condition of the electric vehicle after a collision of the electric vehicle is detected.

[0006] Technical Solution The power supply system of an electric vehicle of the present invention is characterized in that it is mounted on the electric vehicle, and the electric vehicle comprises: a battery having a plurality of battery cells and a fuse for cutting off power output by cutting off a circuit; and an electrical device that operates using the power of the battery, wherein the electrical device includes a motor for driving. The power supply system of the electric vehicle comprises: a switch connected to an internal circuit of the battery; and a controller that controls the switch, When the collision of the electric vehicle is detected and the fuse is cut, the controller can switch the switch so that electric power is output from at least a part of the plurality of battery cells to the electric device.

[0007] Technical Effects According to the present invention, even when a collision of the electric vehicle is detected and the fuse of the battery is cut, power can be output from a part of the battery cells included in the battery to the electrical equipment, thereby achieving an effect of improving the condition of the electric vehicle after the collision is detected. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 This is a block diagram showing an electric vehicle equipped with a power supply system according to an embodiment of the present invention.

[0009] Figure 2 It is shown Figure 1 Circuit diagram of the power supply system.

[0010] Figure 3 : is a circuit diagram showing an example of the connection state of the circuit after the collision is detected.

[0011] Figure 4 This is a flowchart showing an example of a control process executed by the controller.

[0012] Figure 5 : is a flowchart showing a modification of the control process executed by the controller.

[0013] Figure 6 : is a circuit diagram showing a modification of the power supply system according to the embodiment.

[0014] Explanation of symbols 1. Electric vehicles 2: Driving wheel 3: Driving motor 4: Transformer 5: Battery 6: Driving operation department 7: Controller 7a: Storage 8: Electric air conditioner 8a: Electric compressor 8b: Electric heater 9: Low voltage battery 10: DC / DC Converter 11: First socket 12: Relay 13: Second socket 14: Charger 21: Operation panel 22: Ministry of Communications 23: Collision sensor 24: Position sensor 30: Power System L: First Power Line L5: Circuit 51: Battery Cell 51A: First battery cell group 51B: Second battery cell group 52: Fuse 53: Shell SW1: Relay SW2, SW2b: Switch DETAILED DESCRIPTION

[0015] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0016] Figure 1 This is a block diagram showing an electric vehicle equipped with a power supply system according to an embodiment of the present invention. Figure 2 It is shown Figure 1 Circuit diagram of the power supply system. Figure 1 A first power line L of the power supply system is shown in simplified form.

[0017] The electric vehicle 1 equipped with the power supply system 30 of the present embodiment includes a driving wheel 2, a travel motor 3 driving the driving wheel 2, an inverter 4 driving the travel motor 3, a battery 5 storing power for travel, a driving operation unit 6 receiving a driving operation of a driver, a controller 7 receiving a signal from the driving operation unit 6 and controlling the inverter 4, an electric air conditioner 8 operated by the power of the battery 5, a low-voltage battery 9 supplying a power supply voltage to a low-voltage device, a DC / DC converter 10 receiving power from the battery 5 and generating a power supply voltage for the low-voltage device, and a vehicle-mounted inverter 15 receiving power from the battery 5 and supplying AC power to a socket in the vehicle compartment. The low-voltage device includes the controller 7.

[0018] The electric vehicle 1 further includes a first inlet 11 and a relay 12 for inputting a DC external power source for charging the battery 5, and a second inlet 13 and a charger 14 for inputting an AC external power source for charging the battery 5. The first inlet 11 is connected to the first power line L1 via the relay 12. The second inlet 13 is connected to the first power line L1 via the charger 14. The charger 14 converts the AC external power source into a DC and transmits it to the battery 5.

[0019] The electric vehicle 1 also includes an operation panel 21 capable of receiving instructions from a passenger, a communication unit 22 capable of communicating with a service facility located at a remote location, a collision sensor 23 for detecting a collision of the electric vehicle 1, and a position sensor 24 for measuring the position of the electric vehicle 1. The communication unit 22 is a structure capable of performing data communication between the service facility and the controller 7 in addition to voice communication between the service facility and the passenger. The collision sensor 23 is a collision acceleration detection sensor that detects acceleration caused by an impact, but any structure may be used as long as it can detect a collision, such as a sensor that detects the deployment of an airbag. The position sensor 24 measures the position of the electric vehicle 1 using, for example, a positioning system including a positioning satellite.

[0020] The driving wheels 2 are, for example, two front wheels, but may also be two rear wheels. It should be noted that the electric vehicle 1 may have a structure that includes two sets of travel motors and inverters, one set of which drives the front wheels, and another set of which drives the rear wheels.

[0021] The driving operation unit 6 includes a steering wheel or other steering part 6a, a brake pedal or other braking part 6b, and an accelerator pedal or other acceleration part 6c. The driving operation unit 6 is operable by the driver, but may be operated by an automatic driving system.

[0022] The battery 5 is, for example, a lithium-ion secondary battery, a nickel-metal hydride secondary battery, etc., but its type is not particularly limited. The battery 5 outputs a voltage higher than the voltage of the low-voltage battery 9 (for example, 100V or more). The low-voltage battery 9 is, for example, a lead battery, but its type is not particularly limited. The low-voltage battery 9 outputs a voltage lower than the voltage of the battery 5 (for example, a 12V voltage).

[0023] The electric air conditioner 8 includes an electric compressor 8a and an electric heater 8b. The electric air conditioner 8 can increase the temperature of the vehicle compartment by delivering the air heated by the electric heater 8b to the vehicle compartment. The electric air conditioner 8 drives the electric compressor 8a to deliver the air cooled by the heat pump to the vehicle compartment, thereby reducing the temperature of the vehicle compartment. The vehicle compartment refers to a space for people to ride in the electric vehicle 1.

[0024] The controller 7 is an example of a controller of the present invention included in the power supply system 30. The controller 7 is a microcomputer such as an ECU (Electronic Control Unit), and operates according to a control program stored in the storage unit 7a. The controller 7 controls the inverter 4 by receiving a signal from the driving operation unit 6, thereby controlling the electric vehicle 1 to travel (referred to as "travel control"). In addition, the controller 7 performs switching control of the power supply system 30 based on collision detection of the electric vehicle 1.

[0025] It should be noted that the driving control and the switching control of the power supply system 30 based on collision detection may not be performed by one controller 7, but by multiple controllers communicating with each other and performing in cooperation. In this case, the controller performing the switching control is equivalent to an example of the controller of the present invention included in the power supply system 30.

[0026] <Details of Power Supply System 30> Figure 2 and Figure 3 It is shown Figure 1 Circuit diagram of the power supply system. Figure 2 Shows the switching state of the circuit during normal operation. Figure 3The switching state of the circuit when power is supplied after a collision is detected is shown. Hereinafter, the state in which the relay SW1 disconnects the circuit is referred to as the relay SW1 being off, and the state in which the relay SW1 connects the circuit is referred to as the relay SW1 being on. The same is true for the switch SW2.

[0027] The power supply system 30 includes a first power line L for transmitting power between the battery 5 and a plurality of electrical devices. The plurality of electrical devices include the inverter 4 , the electric air conditioner 8 , the vehicle inverter 15 , the DC / DC converter 10 , the charger 14 , and the first inlet 11 .

[0028] The power supply system 30 further includes a relay SW1 capable of switching the first power line L on and off, and a switch SW2 having at least one end connected to an internal circuit of the battery 5. The relay SW1 and the switch SW2 are normally open switches that are closed under no control, and can be switched on by the control of the controller 7.

[0029] The relay SW1 is a system main relay and includes a pair of switches capable of disconnecting one and the other of a pair of first power lines L, respectively. In addition, the relay SW1 may include a pre-charging switch that reduces the inrush current from the battery 5 to the electrical device by inserting a resistor R when the circuit is connected. Each switch is a relay, but various switches such as a contactor or a power semiconductor switch may also be applied as long as the transmission of power can be disconnected.

[0030] The relay SW1 is turned on during the normal operation of the electric vehicle 1, thereby enabling power to be transmitted between the battery 5 and a plurality of electrical devices. The normal operation refers to a period during which the electric vehicle 1 is in a normal state and the system of the electric vehicle 1 is being started, for example, a period during which the electric vehicle 1 is running in a normal state, a period during which it can run, a period during which charging control is being performed, etc. The normal state refers to a state in which no abnormality such as a collision is detected.

[0031] By turning off the relay SW1 during the idle period of the system of the electric vehicle 1, the high voltage of the battery 5 can be removed from the range of the first power line L that extends further toward the electric device than the relay SW1 during the idle period. In addition, when a collision of the electric vehicle 1 is detected, the relay SW1 is temporarily turned off, thereby cutting off the high voltage output from the battery 5 to the outside when the electric vehicle 1 crashes.

[0032] Blowing type fuses F11 to F13 may be provided in circuits for supplying electric power to the electric compressor 8 a , the electric heater 8 b , and the vehicle-mounted inverter 15 , respectively.

[0033] The battery 5 has: a plurality of battery cells 51; and a fuse 52, which cuts off the power output of the battery 5 by cutting off the circuit. The battery 5 has a housing 53 that accommodates the plurality of battery cells 51, and the fuse 52 is disposed in the housing 53. The plurality of battery cells 51 have a first battery cell group 51A and a second battery cell group 51B that are connected in series with each other, and the fuse 52 is disposed on the circuit L5 between the first battery cell group 51A and the second battery cell group 51B. The fuse 52 is a pyro-fuse, and is configured to cut off the circuit based on an impact. By cutting off the circuit by the fuse 52, when a collision of the electric vehicle 1 is detected, the high voltage of the battery 5 can be cut off in a manner that does not output the battery 5 to the outside.

[0034] The first battery cell group 51A and the second battery cell group 51B are structures that output the output voltage of the battery 5 divided into a plurality of voltages. Figure 2 In the specific example, the first battery cell group 51A and the second battery cell group 51B are structures that respectively output voltages obtained by dividing the output voltage of the battery 5 by 1:1 (a voltage of half the output voltage of the battery 5). It should be noted that the division ratio of the above-mentioned output voltage is not limited to a division of 1:1, and can also be set to 2:1 or 1:2. Alternatively, the plurality of battery cells 51 also include a third battery cell group connected in series, and the above-mentioned division ratio can also be various division ratios such as 1:1:1 or 1:1:2. Therefore, when the fuse 52 is cut off, the divided voltage (for example, a voltage of half the output voltage of the battery 5) is output between the terminals of the first battery cell group 51A. It should be noted that, depending on the position of the fuse 52, the voltage between the terminals of the first battery cell group 51A can also be any voltage within the range of 1 / 4 to 2 / 3 of the output voltage of the battery 5.

[0035] The switch SW2 is a relay, a contactor, etc., but may be any other switch such as a semiconductor switch as long as it can transmit power and cut off high voltage. The switch SW2 is configured to connect the electrode (cathode) of one of the first battery cell groups 51A to one of the pair of first power lines L (cathode side) without passing through the fuse 52.

[0036] The switch SW2 is provided at a position closer to the battery 5 than the relay SW1. More specifically, one end of the switch SW2 is connected to the node N1 between the fuse 52 and the first battery cell group 51A, and the other end of the switch SW2 is connected to the node N2 between the relay SW1 and the cathode of the battery 5 in the first power line L.

[0037] The switch SW2 is turned off during normal operation of the electric vehicle 1 and during system stop of the electric vehicle 1. The switch SW2 is turned on according to conditions when the electric vehicle 1 detects an abnormality such as after a collision.

[0038] According to the above configuration, even when the fuse 52 is cut and power cannot be output from the battery 5, by turning on the switch SW2, power can be output from the first battery cell group 51A to the first power line L. At this time, the voltage output to the first power line L is equivalent to the voltage of the first battery cell group 51A, that is, the voltage obtained by dividing the output voltage of the battery 5 at the above-mentioned division ratio (for example, half the voltage).

[0039] It should be noted that the switch SW2 is not limited to the connection structure described above. For example, the switch SW2 may be connected between the node N11 to which the anode of the second battery cell group 51B is connected and the node N12 on the anode side of the first power line L. In this case, even when the fuse 52 is cut off and power cannot be output from the battery 5, by turning on the switch SW2, the voltage of the second battery cell group 51B can be output to the first power line L. In addition, a node N3 may be provided on the line in the middle of the first battery cell group 51A, and the switch SW2 may be connected between the nodes N2 and N3. In this case, even when the fuse 52 is cut off and power cannot be output from the battery 5, by turning on the switch SW2, a portion of the output voltage of the battery 5 can be output to the first power line L.

[0040] The state of the first power line L of the above-described structure is switched as follows by the controller 7 controlling the switching of the relay SW1 and the switch SW2 .

[0041] <Break time> When the system of the electric vehicle 1 is stopped, the relay SW1 and the switch SW2 are turned off, thereby disconnecting the first power line L so that electric power is not transmitted between the battery 5 and the plurality of electrical devices.

[0042] <Normal operation> like Figure 2 As shown, when the electric vehicle 1 is normally operated, the relay SW1 is turned on and the switch SW2 is kept off, so that electric power can be transmitted between the battery 5 and a plurality of electrical devices via the first power line L.

[0043] <When an abnormality occurs> When an abnormality occurs in the electric vehicle 1, the relay SW1 is turned off and the switch SW2 is kept turned off, thereby disconnecting the plurality of electrical devices and most of the first power line L from the battery 5. In addition, if the fuse 52 is cut off due to the impact of a collision, etc., the output of the battery 5 is cut off. When an abnormality occurs refers to when the electric vehicle 1 detects a collision, etc.

[0044] <After an abnormality occurs> likeFigure 3 As shown, after the fuse 52 is cut off due to an abnormality in the electric vehicle 1, according to the conditions, by turning on the relay SW1 and turning on the switch SW2, the state is achieved where the power of the battery 5 can be supplied to a plurality of electrical devices via the first power line L. At this time, the voltage output from the battery 5 to the first power line L becomes a value obtained by dividing the voltage during normal operation.

[0045] <Service at the time of collision> When the service facility detects a collision of the electric vehicle 1, it communicates with the electric vehicle 1 via the communication unit 22 and provides various services. For example, the service facility makes a voice call to confirm the state of the electric vehicle 1 with the passenger. In addition, the service facility receives the position information of the electric vehicle 1 from the controller 7 of the electric vehicle 1 and requests a rescue team or the like to that position according to the situation.

[0046] <Fault diagnosis> The controller 7 has a fault diagnosis function for the battery 5. Sensors for detecting leakage and sensors for detecting heat generation are mounted on the battery 5. In the above function, the controller 7 can diagnose whether the battery 5 is free from faults by monitoring the output of the sensors to confirm whether abnormal leakage, abnormal heat generation, etc. are detected in the battery 5.

[0047] The controller 7 may also have a fault diagnosis function for a plurality of electrical devices. For example, the controller 7 can diagnose whether the converter 4 or the electric air conditioner 8 is free from faults by sending an instruction to the control circuit of the converter 4 or the electric air conditioner 8 and determining whether there is a normal response to the instruction from the control circuit. The above instruction may include an instruction requesting a response from the control circuit of the converter 4 or the electric air conditioner 8, and the above response may also be a response for confirming whether the control circuit is operating.

[0048] <Control processing at the time of collision> Figure 4 An example of a flowchart showing the control processing executed by the controller is shown. If started, the controller 7 determines whether a collision is detected based on the output of the collision acceleration detection sensor (step S1). Moreover, if the collision is not detected, the controller 7 repeatedly performs the determination process of step S1.

[0049] If the result of the determination in step S1 is that a collision is detected, the controller 7 turns off the relay SW1 (step S2). In addition, since the output of the battery 5 is cut off when the fuse 52 is cut off due to the impact of the collision, the controller 7 determines this phenomenon (step S3).

[0050] Next, the controller 7 notifies the service facility of the collision via the communication unit 22 (step S4 ). Based on the notification, the service facility confirms the safety of the passengers of the electric vehicle 1 and requests the service facility to dispatch a rescue team.

[0051] Next, the controller 7 performs a fault diagnosis of the battery 5 to determine whether there is an abnormality such as leakage (step S5). That is, the controller 7 performs a determination process to determine whether power can be output from the battery 5. As a result of this determination, if there is an abnormality, the controller 7 keeps the relay SW1 and the switch SW2 turned off (step S6), and ends the control process. In this case, the passengers of the electric vehicle 1 can wait for the arrival of the rescue team, etc., in a state where the output from the failed battery 5 is cut off.

[0052] As a result of the judgment of step S5, if there is no abnormality, the controller 7 turns on the relay SW1 (step S7) and turns on the switch SW2 (step S8). Then, the control process is terminated. In this case, the electric equipment connected to the first power line L is supplied with power from the battery 5, so the driver can make the electric vehicle 1 perform evacuation driving as needed. In addition, even in extremely cold areas or under the scorching sun, the passenger can drive the electric air conditioner 8 as needed to avoid a severe condition in the vehicle compartment. Moreover, in such a state, the passenger can wait for the arrival of the rescue team, etc.

[0053] The control processing program is stored in a non-transitory computer readable medium such as the storage unit 7a of the controller 7. The controller 7 may also be configured to read a program stored in a portable non-transitory recording medium and execute the program. The portable non-transitory storage medium may also store the control processing program.

[0054] As described above, the power supply system 30 of the electric vehicle 1 according to the present embodiment includes a switch SW2 connected to the internal circuit of the battery 5, and a controller 7 for controlling the switch SW2. Furthermore, when a collision of the electric vehicle 1 is detected and the fuse 52 of the battery 5 is cut off, the controller 7 can switch the switch SW2 in a manner that power is output from a part of the battery cells 51 of the battery 5 to the electrical equipment. Therefore, after the collision is detected, the power of the battery 5 can be used to improve the condition of the electric vehicle 1. That is, for example, the electric vehicle 1 can be driven to perform evasive driving. In addition, by driving the electric air conditioner 8, it is possible to avoid a severe condition in the vehicle cabin while waiting for the arrival of the rescue team.

[0055] In addition, according to the power supply system 30 of the electric vehicle 1 of the present embodiment, the plurality of battery cells 51 in the battery 5 include a first battery cell group 51A and a second battery cell group 51B connected in series. In addition, in the power supply system 30, a fuse 52 is provided on a circuit L5 between the first battery cell group 51A and the second battery cell group 51B. Moreover, the switch SW2 is connected in such a manner that the voltage of the battery cell 51 included in the first battery cell group 51A can be output to the first power line L. According to this structure, when the fuse 52 is cut off and the switch SW2 is turned on, a voltage lower than the output voltage of the battery 5 in normal times is output to the first power line L. By reducing the voltage, even when an abnormality occurs in the first power line L, the influence of the output voltage of the battery 5 can be reduced.

[0056] In addition, according to the power supply system 30 of the electric vehicle 1 of the present embodiment, the fuse 52 cuts off the circuit L5 based on the impact. Therefore, when a collision of the electric vehicle 1 is detected, even if an abnormal current is not generated, the fuse 52 can be cut off, thereby cutting off the output of the battery 5. On the other hand, if it is such a fuse 52, even if the battery unit 51 included in the battery 5 is in a state where it can output power, since the fuse 52 is cut off, sometimes it becomes impossible to use the power of the battery 5. On the other hand, in the present embodiment, even if the fuse 52 as described above is used, in a state where the battery unit 51 is in a state where it can output power, when the fuse 52 is cut off, the power of the battery 5 can be used by controlling the switch SW2.

[0057] In addition, according to the power supply system 30 of the electric vehicle 1 of the present embodiment, a relay SW1 capable of opening and closing the first power line L is provided. Furthermore, the controller 7 can turn off the relay SW1 when a collision of the electric vehicle 1 is detected, and thereafter, control the switch SW2 in a manner of outputting the power of the battery 5, and turn on the relay SW1. According to this structure, by controlling the relay SW1, most of the first power line L can be temporarily disconnected from the battery 5 when a collision is detected. Furthermore, thereafter, the power of the battery 5 can be output to the first power line L. Therefore, when a collision is detected, in a case where an abnormality occurs in the first power line L, it is possible to suppress the high voltage of the battery 5 from being output to the first power line L where the abnormality occurs.

[0058] In addition, according to the power supply system 30 of the electric vehicle 1 of the present embodiment, after detecting the collision of the electric vehicle 1 and turning off the relay SW1, the controller 7 performs a judgment process of whether the power can be transmitted from the battery 5 through fault diagnosis. Then, based on the result, the controller 7 performs switching control of the relay SW1 and the switch SW2. Therefore, it is possible to suppress the situation where a part of the battery 5 with an abnormality is electrically connected to the first power line L.

[0059] <Modification of Control Processing During Collision> Figure 5 FIG. 1 is a flowchart showing a modified example of the control process executed by the controller. Figure 5 In the control process of Figure 4 The contents of steps S1 to S4, S7, and S8 are the same as those of steps S5 to S6. Figure 4 The contents described in are the same.

[0060] In a modified example, Figure 5 As shown, the controller 7 may also turn on the relay SW1 and the switch SW2 without performing fault diagnosis when the collision of the electric vehicle 1 is detected and the fuse 52 is cut off (steps S7 and S8). The battery cells 51 connected so as to be able to output voltage from the battery 5 by turning on the switch SW2 are not all the battery cells 51 contained in the battery 5, but only a part of the battery cells 51. Therefore, the voltage output via the switch SW2 is lower than the normal voltage, and the maximum power is also smaller than the normal power. Therefore, even if there is no fault diagnosis, no switching to expand the fault range will be performed, and this control process can be applied to a structure that does not have a fault diagnosis function.

[0061] The control processing program is stored in a non-transitory storage medium such as the storage unit 7a of the controller 7. The controller 7 may also be configured to read a program stored in a portable non-transitory recording medium and execute the program. The portable non-transitory storage medium may also store the control processing program.

[0062] <Modification of the connection position of the switch> Figure 6 : is a circuit diagram showing a modified example of the power supply system of the embodiment. In this modified example, the connection position of the switch SW2b that can output power from the battery 5 after the fuse 52 is cut off is different. The two terminals of the switch SW2b are respectively connected to the nodes N21 and N22 at the two ends of the fuse 52. The switch SW2b is a normally open switch that is turned off under uncontrolled conditions. Moreover, even when the fuse 52 is cut off, since the switch SW2b is still turned on, the two terminals of the fuse 52 are short-circuited, and the first battery cell group 51A and the second battery cell group 51B are connected in series. The switch SW2b is a relay or a contactor, etc., but it can also be other switches such as a semiconductor switch.

[0063] By adopting such a configuration, even after the fuse 52 is cut, the switch SW2 b is turned on, so that the same voltage as the normal voltage is output from the battery 5 , and most of the remaining charge of the battery 5 can be used.

[0064] In the case of applying this configuration, after a collision is detected, the controller 7 may turn on the switch SW2 b after performing a determination process such as diagnosing a failure of the battery 5 to determine whether power can be output.

[0065] The above is a description of the embodiments of the present invention. However, the present invention is not limited to the above embodiments. For example, in the above embodiments, an example is shown in which the fuse 52 is an explosion-type fuse, but the fuse 52 may also be a fuse that is cut off in various other ways based on a collision, or a fuse that is cut off in various ways under conditions other than a collision. In addition, in the above embodiments, an example is shown in which the electric vehicle 1 notifies a service facility of the detection of a collision, but the present invention may also be applied to an electric vehicle 1 that does not have the notification function and the communication function with the service facility. In addition, the details shown in the embodiments may be appropriately changed without departing from the main purpose of the invention.

[0066] Industrial Applicability The present invention can be used in a power supply system of an electric vehicle.

Claims

1. A power supply system for an electric vehicle, It is characterized in that The invention is mounted on an electric vehicle, wherein the electric vehicle comprises: a battery having a plurality of battery cells and a fuse for cutting off power output by cutting off a circuit; and an electrical device for operating using power from the battery, wherein the electrical device comprises an inverter for driving a motor for driving a vehicle, The power supply system of the electric vehicle comprises: a switch connected to an internal circuit of the battery; and a controller that controls the switch, When the collision of the electric vehicle is detected and the fuse is cut, the controller can switch the switch so that power is output from at least a part of the plurality of battery cells to the electric device.

2. The power supply system for an electric vehicle according to claim 1, It is characterized in that The plurality of battery cells include a first battery cell group and a second battery cell group connected in series with each other, The fuse is disposed on a circuit between the first battery cell group and the second battery cell group. The switch is configured to connect the circuit included in the first battery cell group to the power line of the electric device so as to output the voltage of one or more battery cells included in the first battery cell group.

3. The power supply system for an electric vehicle according to claim 1, It is characterized in that The fuse is configured to disconnect a circuit due to a shock.

4. The power supply system for an electric vehicle according to claim 1, It is characterized in that The power supply system of the electric vehicle comprises: a first power line that transmits power between the battery and the electrical device; and a relay capable of switching the first power line on and off, The controller can turn off the relay when a collision of the electric vehicle is detected, and thereafter control the switch in such a manner as to output the power of the battery and turn on the relay.

5. The power supply system for an electric vehicle according to claim 4, It is characterized in that After detecting a collision of the electric vehicle and turning off the relay, the controller performs a determination process of whether power transmission from the battery is possible, and controls the switch and the relay based on a result of the determination process.

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