Power System

Abstract

To provide an electrical power system that does not easily reduce the cooling capacity of a battery.SOLUTION: An electrical power system includes a plurality of batteries electrically connected in parallel to each other as a power source to supply electric power to a driving device of a vehicle, a plurality of cooling units that respectively cool the plurality of batteries with a refrigerant, and a temperature control device including a plurality of refrigerant flow paths provided so as to allow the refrigerant to flow in parallel to the plurality of cooling units.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a power supply system. [Background technology]

[0002] A battery power supply device is disclosed in which a battery unit including a secondary battery in which an abnormality has occurred is disconnected from a conductive wire (see Patent Document 1). The battery power supply device disclosed in Patent Document 1 is provided with a water-cooled duct through which cooling water flows to cool the secondary battery in the battery unit. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2011-119157 A Summary of the Invention [Problem to be solved by the invention]

[0004] The battery power supply device disclosed in Patent Document 1 has a problem in that the cooling capacity decreases as the number of battery units accommodated in the water-cooled duct increases. [Means for solving the problem]

[0005] According to one aspect of the present invention, a power supply system includes a plurality of batteries electrically connected in parallel to serve as a power supply for supplying power to a vehicle drive unit, a plurality of cooling units that cool each of the plurality of batteries with a refrigerant, and a temperature control device including a plurality of refrigerant flow paths arranged to circulate the refrigerant in parallel to the plurality of cooling units. Effect of the Invention

[0006] According to the present invention, the coolant flow paths and cooling sections connected in parallel to each battery have the effect of making it difficult for the cooling capacity for the batteries to decrease. [Brief description of the drawings]

[0007] [Figure 1] FIG. 1 is a diagram showing an example of an in-vehicle system including a power supply system according to a first embodiment of the present invention. [Diagram 2] FIG. 2 is a graph illustrating the relationship between the flow rate and heat transfer coefficient of a refrigerant flowing through a cooling unit that cools a battery included in a power supply system. [Diagram 3] FIG. 3 is a flowchart illustrating a program processing procedure that is performed in a battery state management unit corresponding to a battery included in the power supply system when the battery fails. [Figure 4] FIG. 4 is a flowchart illustrating a program processing procedure performed by the vehicle control device when a failure occurs in a battery included in the power supply system. [Diagram 5] FIG. 5 is a flowchart illustrating a program processing procedure performed by the temperature control device when a failure occurs in a battery included in the power supply system. [Figure 6] FIG. 6 is a diagram showing an example of an in-vehicle system including a power supply system according to the second embodiment of the present invention. [Figure 7] FIG. 7 is a flowchart illustrating a program processing procedure performed by the temperature control device when a failure occurs in a battery included in the power supply system. [Figure 8] FIG. 8 is a flowchart illustrating a program processing procedure that is performed in a battery state management unit corresponding to a battery other than the battery included in the power supply system in the first modification when a failure occurs in the battery. [Figure 9] FIG. 9 is a flowchart illustrating a program processing procedure performed in the vehicle control device when a failure occurs in a battery included in the power supply system. [Figure 10] FIG. 10 is a flowchart illustrating a program processing procedure executed by the vehicle control device when a failure occurs in a battery included in the power supply system in the second modification. [Figure 11]FIG. 11 is a flowchart illustrating a program processing procedure performed by the temperature control device when a failure occurs in a battery included in the power supply system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] -First embodiment- 1 is a diagram showing an example of an in-vehicle system 1 including a power supply system 10 according to a first embodiment of the present invention. The in-vehicle system 1 is mounted on a vehicle and includes the power supply system 10, a vehicle control device 30, and a drive device 50. The power supply system 10 includes a plurality of battery packs 110 electrically connected in parallel to each other as a power source that supplies power to the drive device 50 of the vehicle, as will be described later.

[0009] The vehicle drive device 50 includes an inverter 400 and a motor generator (MG) 500. The inverter 400 converts DC power supplied from the multiple battery packs 110 via a DC power line 470 into AC power, and supplies the AC power to the motor generator 500 via a three-phase AC power line 570. The motor generator 500 is driven by the power thus supplied.

[0010] The power supply system 10 includes a power supply device 100 and a temperature adjustment device 200. The power supply device 100 includes a plurality of battery packs 110. FIG. 1 shows N battery packs 110#1, 110#2, . . . , 110#N (N≧2). The battery pack 110 includes a battery 111, two relays 112 electrically connected in series to the positive and negative terminals of the battery 111 by DC power lines 470, a battery status management unit 113 that manages the status of the battery 111, and a cooling unit 114 that cools the battery 111. The battery 111 is composed of a plurality of cells (unit batteries) connected in series, in parallel, or in series-parallel.

[0011] The cooling unit 114 does not need to be included in the battery pack 110 as long as it can cool the battery 111. For example, the battery 111 inside the battery pack 110 and the cooling unit 114 outside the battery pack 110 are arranged so as to be in contact with each other, so that the cooling unit 114 can cool the battery 111. In this case, it is preferable that a member having high thermal conductivity is used in at least a part of the case of the battery pack 110, and the battery 111 and the cooling unit 114 are arranged so as to be in contact with each other with this member interposed therebetween.

[0012] As described above, the battery pack 110 is provided with the battery 111 and the battery state management unit 113 that manages the state of the battery 111. In addition to managing the state of the battery 111, the battery state management unit 113 controls the opening and closing of two relays 112 electrically connected to the battery 111 through communication with other battery state management units 113 that manage the states of other batteries 111 in other battery packs 110, and communication with the vehicle control device 30. Controlling the relays 112 to close by the battery state management unit 113 is also referred to as on-controlling the relays 112, and controlling the relays 112 to open by the battery state management unit 113 is also referred to as off-controlling the relays 112.

[0013] When a start switch (not shown) of a vehicle in which the in-vehicle system 1 is mounted is turned on by an occupant's operation, each battery state management unit 113 receives a vehicle start signal from the vehicle control device 30, and performs on control of the two relays 112 connected to each battery 111 so that they are closed. When the start switch is turned off by an occupant's operation, each battery state management unit 113 receives a vehicle stop signal from the vehicle control device 30, and performs off control of the relays 112 so that they are opened. Each battery state management unit 113 further performs on and off control of the relays 112 for the purpose of diagnosing the normality of the relays 112.

[0014] The battery state management unit 113 also performs a failure determination for the battery 111. For example, when the voltage of the battery 111 falls below a predetermined voltage, the battery state management unit 113 detects that the battery 111 is in an abnormal state, that is, an over-discharge state, and determines that the battery 111 has failed. When the voltage of the battery 111 exceeds a predetermined voltage, the battery state management unit 113 detects that the battery 111 is in an abnormal state, that is, an over-charge state, and determines that the battery 111 has failed. When the temperature of the battery 111 exceeds a predetermined temperature, the battery state management unit 113 detects that the battery 111 is in an abnormal state, that is, an over-temperature state, and determines that the battery 111 has failed.

[0015] In this embodiment, the plurality of batteries 111 are cooled in parallel by the plurality of cooling units 114. When an abnormality occurs in the battery 111, the battery state management unit 113 has a function of detecting the abnormality and determining whether the battery 111 has a failure. When the battery state management unit 113 determines that the battery 111 has a failure, the battery pack 110 including the battery 111 identified as having a failure is detached from the plurality of battery packs 110 constituting the power source that supplies power to the drive device 50 of the vehicle. Specifically, the battery state management unit 113 performs an off control of the relay 112 connected to the battery 111. The battery state management unit 113 notifies the vehicle control device 30 of the failure of the battery 111. When the vehicle control device 30 is notified of the failure of the battery 111, the vehicle control device 30 transmits a cooling stop instruction to the temperature control device 230 described later, whereby the cooling of the battery 111 by the cooling unit 114 is stopped.

[0016] 1 shows N batteries 111#1, 111#2, . . . , 111#N and N cooling units 114#1, 114#2, . . . , 114#N provided in N battery packs 110#1, 110#2, . . . , 110#N, respectively. Two relays 112 and a battery state management unit 113 are also provided for each battery pack 110.

[0017] The N batteries 111#1, 111#2, . . . , 111#N are electrically connected in parallel to each other by a DC power line 470 as a power source that supplies power to the drive device 50 of the vehicle. As described above, when the start switch (not shown) of the vehicle is turned on by the driver, all the relays 112 connected to the N batteries 111 are closed by the control of the N battery state management unit 113. For example, in the battery pack 110#1, when the relay 112 is closed, the drive device 50 is supplied with power from the battery 111#1, and when the relay 112 is opened, the current from the battery 111#1 to the drive device 50 is cut off, and the power supply from the battery 111#1 to the drive device 50 is stopped. As described above, the opening and closing of the relay 112 is controlled by the battery state management unit 113.

[0018] For example, when battery 111#1 of battery pack 110#1 fails, if relay 112 electrically connected in series to battery 111#1 is closed, relay 112 connected to both the positive and negative terminals of battery 111#1 is opened (relay 112 is turned off) under control of battery state management unit 113, and battery 111#1 is disconnected from DC power line 470. At this time, battery 111#1 is excluded from the multiple batteries 111 that constitute the power source that supplies power to drive device 50 of the vehicle.

[0019] The battery state management unit 113 is a computer having a processor and memory (not shown), and executes various processes by the processor executing a computer program stored in the memory. The various processes executed by the battery state management unit 113 include, for example, a process of acquiring a terminal voltage value of the battery 111 from a voltmeter (not shown), a process of acquiring a current value output from the battery 111 from an ammeter (not shown), a process of acquiring a temperature value of the battery 111 from a thermometer (not shown), the above-mentioned failure determination process of the battery 111 performed based on the various acquired measurement values, and a notification process shown in Fig. 3 described below that is performed via a CAN (Controller Area Network) communication line 370 when it is determined that a failure has occurred in the battery 111.

[0020] The above-mentioned voltmeter and thermometer may be provided corresponding to each of the multiple cells constituting the battery 111. The above-mentioned thermometer may be arranged at multiple positions in the battery pack 110. Not only when a primary failure of the battery 111 occurs, but also when there is a risk of a secondary failure of the battery 111 occurring because the battery 111 is not sufficiently cooled due to a liquid leak in a refrigerant flow path 270 (described later) through which the refrigerant flows, it is possible to detect a failure of the battery 111 based on the temperature values ​​obtained from the multiple thermometers.

[0021] The battery state management unit 113 determines whether or not the battery 111#1 is faulty based on, for example, the inter-terminal voltage value, temperature value, or current value of the battery 111#1 acquired by the above-mentioned processing. When the battery state management unit 113 corresponding to the battery 111#1 determines that the battery 111#1 is faulty, as described above, it opens the relay 112 connected to both the positive and negative terminals of the battery 111#1 (controls the relay 112 to be turned off) and disconnects the battery 111#1 from the DC power line 470. This stops the power supply from the battery 111#1 to the drive device 50 of the vehicle. The battery state management unit 113 notifies the vehicle control device 30 of the fault in the battery 111#1 via the CAN communication line 370.

[0022] The N cooling units 114#1, 114#2, . . . , 114#N cool the N batteries 111#1, 111#2, . . . , 111#N, respectively, with the refrigerant from the temperature adjustment device 200. Each cooling unit 114 is, for example, one or a plurality of heat sinks.

[0023] The temperature adjustment device 200 includes a radiator 210, a main pump 220, a temperature control device 230, a plurality of refrigerant flow control units 240, and a refrigerant flow path 270 through which the refrigerant flows. The radiator 210 cools the refrigerant flowing through the refrigerant flow path 270 via a plurality of cooling units 114 in parallel. The main pump 220 includes a motor (not shown) that receives power from, for example, an auxiliary battery (not shown), and a control circuit for the motor. The main pump 220 is driven by the motor, and discharges the refrigerant cooled by the radiator 210 into the refrigerant flow path 270 toward N cooling units 114#1, 114#2, . . . , 114#N.

[0024] The temperature control device 230 included in the temperature adjustment device 200 controls the power supplied to the motor of the main pump 220 so that the main pump 220 discharges a constant flow rate of refrigerant per unit time. In addition, in response to an instruction from the vehicle control device 30, the temperature control device 230 causes each refrigerant flow control unit 240 to control the flow of refrigerant to each cooling unit 114. For example, when cooling of a certain battery 111 is started, the temperature control device 230 sends a refrigerant flow start control signal to the refrigerant flow control unit 240 corresponding to that battery 111, and causes the refrigerant flow control unit 240 to flow the refrigerant to the cooling unit 114 corresponding to that battery 111. When cooling is ended, the temperature control device 230 sends a refrigerant flow stop control signal to the refrigerant flow control unit 240, and causes the refrigerant flow control unit 240 to stop the flow of refrigerant to the cooling unit 114.

[0025] The refrigerant flow path 270 includes an upstream refrigerant flow path 270U through which the refrigerant cooled by the radiator 210 is discharged by the main pump 220, N branched refrigerant flow paths 270#1, 270#2, . . . , 270#N branched from the upstream refrigerant flow path 270U and connected to the N cooling parts 114#1, 114#2, . . . , 114#N, respectively, and a downstream refrigerant flow path 270D through which the refrigerants flowing through the N branched refrigerant flow paths 270 join together and flow toward the radiator 210. Each of the N branched refrigerant flow paths 270#1, 270#2, . . . , 270#N is provided between the upstream refrigerant flow path 270U and the downstream refrigerant flow path 270D so that the refrigerant flows in parallel through the N cooling parts 114.

[0026] 1 shows N refrigerant flow control units 240#1, 240#2, ..., 240#N as the multiple refrigerant flow control units 240. The N refrigerant flow control units 240#1, 240#2, ..., 240#N control the flow of refrigerant to the N cooling units 114#1, 114#2, ..., 114#N. In other words, the flow of refrigerant is controlled by each of the N refrigerant flow control units 240, so that the refrigerant is supplied to or cut off from each of the N cooling units.

[0027] Refrigerant flow control section 240 has valve 242 arranged in refrigerant flow path 270 branched corresponding to cooling section 114, and valve drive circuit 241 that drives valve 242 via drive mechanism 245. In Fig. 1, N valve drive circuits 241#1, 241#2, ..., 241#N and N valves 242#1, 242#2, ..., 242#N correspond to N refrigerant flow control sections 240#1, 240#2, ..., 240#N, respectively. Valve drive circuit 241 includes a motor (not shown) that drives drive mechanism 245 to open and close valve 242, and a control circuit for the motor.

[0028] Each of the plurality of refrigerant flow control units 240#1, 240#2,...,240#N has a plurality of valves 242#1, 242#2,...,242#N and a plurality of valve drive circuits 241#1, 241#2,...,241#N. The valves 242#1, 242#2,...,242#N are arranged in a plurality of branched refrigerant flow paths 270#1, 270#2,...,270#N corresponding to the respective cooling units 114#1, 114#2,...,114#N. The valve drive circuits 241#1, 241#2,...,241#N drive the respective valves 242#1, 242#2,...,242#N. The motor of the valve drive circuit 241 receives power from, for example, an auxiliary battery (not shown) and drives the valve 242 .

[0029] For example, in a case where the battery 111#1 is disconnected from the DC power line 470 due to a failure of the battery 111#1, the cooling unit 114#1 does not need to cool the battery 111#1. Therefore, in response to a refrigerant flow stop control signal from the temperature control device 230 to the motor control circuit of the valve drive circuit 241#1 via the signal line 236, the valve drive circuit 241#1 drives the valve 242#1 to close, whereby the refrigerant flow control unit 240#1 stops the flow of the refrigerant to the cooling unit 114#1. At this time, if the valves 242#2,...,242#N are open, the flow of the refrigerant to the cooling units 114#2,...,114#N is maintained. The flow rate of the refrigerant flowing to each of the cooling units 114#2,...,114#N increases because a part of the refrigerant that was flowing to the cooling unit 114#1 before the refrigerant flow was stopped is added. That is, the cooling capacity of each of the cooling sections 114#2, . . . , 114#N for the batteries 111#2, . . . , 111#N increases.

[0030] The temperature control device 230 is a computer having a processor and memory (not shown), and logically and functionally includes a pump control unit 231 and a valve drive circuit control unit 232 by the processor executing a computer program stored in the memory.

[0031] In response to instructions from the vehicle control device 30 via the CAN communication line 370, the valve drive circuit control unit 232 sends a refrigerant flow stop control signal or a refrigerant flow start control signal via signal line 236 to, for example, the motor control circuit of the valve drive circuit 241#1, causing the valve drive circuit 241#1 to close (see Figure 5) or open the valve 242#1.

[0032] For example, if battery 111#1 fails, battery 111#1 is excluded from the multiple batteries 111 constituting the power source that supplies power to drive device 50 of the vehicle, and drive device 50 receives power supply from the other (N-1) batteries 111#2, ..., 111#N. As described above, since the refrigerant is discharged at a constant flow rate by main pump 220, when valve 242#1 is closed, the flow rate (flow rate of refrigerant per unit time) of the refrigerant flowing via open valves 242#2, ..., 241#N increases.

[0033] This improves the cooling capacity for the other batteries 111#2,...,111#N that supply power to the drive device 50. In addition, when the drive device 50 is driven by power supplied by the batteries 111, which have been reduced to (N-1), the amount of heat generated by the remaining (N-1) batteries 111 that continue to supply power increases, but the increased cooling capacity reduces the load on the normal output of the remaining batteries 111. By excluding the battery 111 determined to be faulty due to abnormality detection, the drive device 50 can be driven in limp home mode by power supply from the other normal batteries 111. Since the power supply is stabilized by the increased cooling capacity, the reliability of driving the drive device 50 in limp home mode can be increased.

[0034] The vehicle control device 30 is a computer having a processor and memory (not shown), and executes various processes by the processor executing computer programs stored in the memory. The various processes are, for example, a process of instructing the inverter 400 via the CAN communication line 370 to transmit a vehicle drive control signal for setting or changing the output value of the drive unit 50 according to the accelerator opening degree by the accelerator pedal operation of the occupant of the vehicle in which the in-vehicle system 1 is mounted, and a process shown in Fig. 4 described later, which is executed via the CAN communication line 370 when a failure occurs in the battery 111.

[0035] The required value of the output value of the drive device 50 (required drive torque) is specified in advance in a drive torque map taking into consideration motor efficiency according to the rotation speed Nm [rpm] of the motor generator 500, which depends on the vehicle speed and the reduction ratio, and the accelerator opening Acc [%], and the drive torque map is stored in a memory in the vehicle control device 30. The vehicle control device 30 refers to the drive torque map, finds the required value of the output value of the drive device 50 according to the rotation speed Nm [rpm] and the accelerator opening Acc [%] of the motor generator 500, and sets or changes the output value of the drive device 50 so that the power supplied from the multiple batteries 111 does not exceed the upper limit.

[0036] The upper limit value of the power supplied from each battery 111 is notified from each battery state management unit 113 to the vehicle control device 30. The upper limit value of the power supplied from the battery 111 is obtained by the battery state management unit 113 acquiring the terminal voltage value and temperature value of the battery 111 from the above-mentioned voltmeter and thermometer (not shown), and performing calculations based on these acquired values ​​by referring to a power upper limit value map. The power upper limit value map is determined in advance according to the rated power of the drive unit 50, etc., and is stored in a memory in the battery state management unit 113.

[0037] FIG. 2 shows the flow rate [L / min] and heat transfer coefficient [W / m 2 1 is a graph 70 illustrating an example of the relationship between the flow rate of the refrigerant and the heat transfer coefficient [W / m·K]. In FIG. 1, the power supply device 100 of the power supply system 10 includes N battery packs 110, but here, the relationship between the flow rate of the refrigerant and the heat transfer coefficient will be described based on an example where N=3. According to the graph 70, a refrigerant flows at a flow rate X [L / min] in each of the three cooling sections 114#1, 114#2 and 114#3 which cool the three batteries 111#1, 111#2 and 111#3 included in the three battery packs 110#1, 110#2 and 110#3, respectively, and this flow rate X has a heat transfer coefficient Y [W / m 2 ·K] corresponds to

[0038] Here, it is assumed that the battery 111#1 fails and is removed from the power supply that supplies power to the drive unit 50 of the vehicle. The remaining two batteries 111#2 and 111#3 supply power to the drive unit 50. Since cooling of the battery 111#1 by the cooling unit 114#1 is no longer necessary, the coolant flow control unit 240#1 stops the flow of the coolant to the cooling unit 114#1. The flow of the coolant to the cooling units 114#2 and 114#3 by the coolant flow control units 240#2 and 240#3 is maintained, but half of the coolant at the flow rate X that was flowing to the cooling unit 114#1 now flows to the cooling units 114#2 and 114#3, respectively, so that the flow rates of the coolant flowing to the cooling units 114#2 and 114#3 are both 1.5X. According to the graph 70, this flow rate of 1.5X corresponds to a heat transfer coefficient of 1.4Y. Therefore, the cooling capacity for the two batteries 111#2 and 111#3 that supply power to the drive device 50 is increased.

[0039] Fig. 3 is a flow chart illustrating a program processing procedure performed by the battery state management unit 113 corresponding to the battery 111#1 included in the power supply system 10 when a failure occurs in the battery 111#1. As described above, the battery state management unit 113 is a computer having a processor and memory (not shown), and the program processing procedure shown in Fig. 3 is performed by the processor executing a computer program stored in the memory. Note that when a failure occurs in any one of the (N-1) batteries 111#2, ..., 111#N other than the battery 111#1, the battery 111#1 in Fig. 3 can be read as the battery 111#M.

[0040] The program processing procedure shown in Fig. 3 is performed by the battery state management unit 113 in the battery pack 110#1 corresponding to the battery 111#1 when a failure occurs in the battery 111#1 in the battery pack 110#1. When this processing procedure is started, in step S312, the battery state management unit 113 in the battery pack 110#1 judges whether or not the battery 111#1 has failed. If the judgment is negative, this judgment process is repeatedly executed. If the judgment is positive, in step S314, the battery state management unit 113 performs the process described above with reference to Fig. 1 and stops the power supply from the battery 111#1 to the drive device 50 of the vehicle. In step S316, the battery state management unit 113 notifies the vehicle control device 30 of the failure of the battery 111#1 via the CAN communication line 370, and ends this processing procedure.

[0041] Fig. 4 is a flow chart illustrating a program processing procedure performed by the vehicle control device 30 when a failure occurs in the battery 111#1 included in the power supply system 10. As described above, the vehicle control device 30 is a computer having a processor and memory (not shown), and the program processing procedure shown in Fig. 4 is executed by the processor executing a computer program stored in the memory. Note that, when a failure occurs in any one of the (N-1) batteries 111#2, ..., 111#N other than the battery 111#1, in Fig. 4, the battery 111#1 may be replaced with the battery 111#M, and the cooling unit 114#1 corresponding to the battery 111#1 may be replaced with the cooling unit 114#M corresponding to the battery 111#M.

[0042] 4 is executed by the vehicle control device 30 when a failure occurs in the battery 111#1 in the battery pack 110#1. When this processing procedure starts, in step S410, the vehicle control device 30 detects a stop of power supply from the battery 111#1 in the battery pack 110#1 based on information related to the failure of the battery 111#1 notified from the battery state management unit 113 in the battery pack 110#1.

[0043] Instead of detecting the stop of power supply from the battery 111#1 in the battery pack 110#1, the vehicle control device 30 may detect that communication with the battery state management unit 113 in the battery pack 110#1 has been interrupted for a predetermined period of time or longer, or that the self-diagnosis result by the battery state management unit 113 is poor. In step S420, the vehicle control device 30 instructs the temperature control device 230 via the CAN communication line 370 to stop the flow of refrigerant to the cooling unit 114#1 in the battery pack 110#1, and ends this processing procedure.

[0044] 5 is a flow chart illustrating a program processing procedure performed by the temperature control device 230 when a failure occurs in the battery 111#1 included in the power supply system 10. As described above, the temperature control device 230 is a computer having a processor and memory (not shown), and the program processing procedure shown in FIG. 5 is performed by the processor executing a computer program stored in the memory. When a failure occurs in any of the batteries 111#M among the (N-1) batteries 111#2, . . . , 111#N other than the battery 111#1, in FIG. 5, the cooling unit 114#1, the refrigerant flow path 270#1, the valve drive circuit 241#1, and the valve 242#1 corresponding to the battery 111#1 may be replaced with the cooling unit 114#M, the refrigerant flow path 270#M, the valve drive circuit 241#M, and the valve 242#M corresponding to the battery 111#M, respectively.

[0045] The program processing procedure shown in FIG. 5 is performed by the temperature control device 230 when a failure occurs in the battery 111#1 in the battery pack 110#1. When this processing procedure is started, in step S510, the temperature control device 230 receives an instruction to stop the flow of the refrigerant to the cooling unit 114#1 in the battery pack 110#1 from the vehicle control device 30 via the CAN communication line 370. In step S520, the valve drive circuit control unit 232 of the temperature control device 230 sends a refrigerant flow stop control signal via the signal line 236 to a control circuit of a motor of the valve drive circuit 241#1 that drives the valve 242#1 arranged in the refrigerant flow passage 270#1. The valve drive circuit 241#1 drives and closes the valve 242#1 in response to the refrigerant flow stop control signal. When step S520 is completed, this processing procedure ends.

[0046] According to the power supply system 10 in the first embodiment described above, the following advantageous effects can be obtained.

[0047] (1) The power supply system 10 includes a plurality of batteries 111#1, 111#2,...,111#N electrically connected in parallel to each other as a power supply supplying power to a drive device 50 of a vehicle, a plurality of cooling units 114#1, 114#2,...,114#N that cool the plurality of batteries 111#1, 111#2,...,111#N with a refrigerant, respectively, and a temperature adjustment device 200 including a plurality of branched refrigerant flow paths 270#1, 270#2,...,270#N provided to circulate the refrigerant in parallel to the plurality of cooling units 114#1, 114#2,...,114#N. Even if the number of batteries 111 is increased, the cooling capacity for each battery 111 is unlikely to decrease because the refrigerant circulates in parallel to the plurality of cooling units 114 corresponding to each of the plurality of batteries 111 including the increased battery 111.

[0048] (2) In the power supply system 10, the temperature adjustment device 200 further includes a plurality of refrigerant flow control units 240#1, 240#2,..., 240#N that respectively control the flow of refrigerant to the plurality of cooling units 114#1, 114#2,..., 114#N. When the power supply to the drive device 50 from a specific battery 111#1 of the multiple batteries 111#1, 111#2,..., 111#N is stopped, a specific refrigerant flow control unit 240#1 corresponding to the specific battery 111#1 of the multiple refrigerant flow control units 240#1, 240#2,..., 240#N stops the flow of refrigerant to a specific cooling unit 114#1 corresponding to the specific battery 111#1 of the multiple refrigerant flow control units 240#1, 240#2,..., 240#N. It is possible to prevent unnecessary cooling of the specific battery 111#1 that is not used as the power source for the drive device 50, and to improve the cooling capacity of the other batteries 111#2, ..., 111#N. Therefore, even if the accelerator opening Acc increases due to the accelerator pedal operation by the vehicle occupant and power reaching the upper limit of the power supply from the other batteries 111#2, ..., 111#N is continuously output, the drive device 50 can maintain stable driving due to the improved cooling capacity.

[0049] (3) The multiple refrigerant flow control units 240#1, 240#2, ···, 240#N each have a multiple number of valves 242#1, 242#2, ···, 242#N arranged in a multiple number of branched refrigerant flow paths 270#1, 270#2, ···, 270#N corresponding to the multiple cooling units 114#1, 114#2, ···, 114#N respectively, and a multiple number of valve driving circuits 241#1, 241#2, ···, 241#N that drive the multiple valves 242#1, 242#2, ···, 242#N respectively. A specific valve drive circuit 241#1 of the multiple valve drive circuits 241#1, 241#2, ..., 241#N drives a specific valve 242#1 of the multiple valves 242#1, 242#2, ..., 242#N to close, whereby a specific refrigerant flow control section 240#1 stops the flow of refrigerant to a specific cooling section 114#1. This makes it possible to prevent unnecessary cooling of a specific battery 111#1 that is not used as a power source for the drive device 50.

[0050] -Second embodiment- FIG. 6 is a diagram showing an example of an in-vehicle system 1 including a power supply system 10 according to a second embodiment of the present invention. In FIG. 6, explanations of members having the same reference numerals as those in FIG. 1 are omitted. As shown in FIG. 6, each of the plurality of refrigerant flow control units 240 included in the temperature control device 200 is configured by an individual pump 225 instead of the valve 242 and the valve drive circuit 241. That is, the temperature control device 200 is provided with N individual pumps 225#1, 225#2, . . . , 225#N as N refrigerant flow control units 240#1, 240#2, . . . , 240#N corresponding to the N cooling units 114#1, 114#2, . . . , 114#N, respectively. The N individual pumps 225#1, 225#2, . . . , 225#N each include, for example, a motor (not shown) that receives power from an auxiliary battery (not shown) and a control circuit for that motor. The N individual pumps 225#1, 225#2, ···, 225#N are each driven by their own motor and discharge the refrigerant cooled by the radiator 210 into branched refrigerant flow paths 270#1, 270#2, ···, 270#N toward the N cooling sections 114#1, 114#2, ···, 114#N, respectively.

[0051] For example, refrigerant flow control unit 240#1 has an individual pump 225#1 arranged in a branched refrigerant flow path 270#1 corresponding to cooling unit 114#1. Refrigerant flow control units 240#2,...,240#N have individual pumps 225#2,...,225#N corresponding to cooling units 114#2,...,114#N, respectively. Note that power supply system 10 shown in Fig. 6 does not include main pump 220 shown in Fig. 1, but may include main pump 220.

[0052] The temperature control device 230 included in the temperature adjustment device 200 is a computer having a processor and memory (not shown), and logically and functionally includes a pump control unit 231 by the processor executing a computer program stored in the memory.

[0053] In response to an instruction from the vehicle control device 30 via the CAN communication line 370, the pump control unit 231 sends a refrigerant flow stop control signal or a refrigerant flow start control signal to, for example, a control circuit of the motor of individual pump 225#1 via signal line 236, and causes the individual pump 225#1 to stop (see Figure 7) or start discharging the refrigerant.

[0054] For example, in a case where the battery 111#1 is disconnected from the DC power line 470 due to a failure of the battery 111#1, the cooling unit 114#1 does not need to cool the battery 111#1. Therefore, the pump control unit 231 of the temperature control device 230 sends a refrigerant flow stop control signal to the motor control circuit of the individual pump 225#1 via the signal line 236. In response to the refrigerant flow stop control signal, the individual pump 225#1 stops discharging the refrigerant. In this way, the refrigerant flow control unit 240#1 stops the flow of the refrigerant to the cooling unit 114#1. At this time, if the individual pumps 225#2, . . . , 225#N are discharging the refrigerant, the flow of the refrigerant to the cooling units 114#2, . . . , 114#N is maintained.

[0055] 7 is a flow chart illustrating a program processing procedure performed by the temperature control device 230 when a failure occurs in the battery 111#1 included in the power supply system 10. As described above, the temperature control device 230 is a computer having a processor and memory (not shown), and the program processing procedure shown in FIG. 7 is performed by the processor executing a computer program stored in the memory. When a failure occurs in any one of the (N-1) batteries 111#2, . . . , 111#N other than the battery 111#1, the cooling unit 114#1, the refrigerant flow path 270#1, and the individual pump 225#1 corresponding to the battery 111#1 in FIG. 7 may be replaced with the cooling unit 114#M, the refrigerant flow path 270#M, and the individual pump 225#M corresponding to the battery 111#M, respectively.

[0056] The program processing procedure shown in FIG. 7 is performed by the temperature control device 230 when a failure occurs in the battery 111#1 in the battery pack 110#1. When this processing procedure is started, in step S510, the temperature control device 230 receives an instruction to stop the flow of the refrigerant to the cooling unit 114#1 in the battery pack 110#1 from the vehicle control device 30 via the CAN communication line 370. In step S720, the pump control unit 231 of the temperature control device 230 sends a refrigerant flow stop control signal via the signal line 236 to the control circuit of the motor of the individual pump 225#1 arranged in the refrigerant flow passage 270#1. In response to the refrigerant flow stop control signal, the individual pump 225#1 stops discharging the refrigerant to the cooling unit 114#1. When step S720 is completed, this processing procedure ends. In addition, in step S720, for example, the discharge of refrigerant by individual pump 225#1 can be stopped by having the control circuit of the motor that operates individual pump 225#1 cut off the power supply from an auxiliary battery (not shown) to the motor.

[0057] According to the power supply system 10 of the second embodiment described above, in addition to the same effects as those of the power supply system 10 of the first embodiment, the following effects can be obtained.

[0058] The plurality of refrigerant flow control units 240#1, 240#2,..., 240#N each have a plurality of individual pumps 225#1, 225#2,..., 225#N arranged in a plurality of branched refrigerant flow paths 270#1, 270#2,..., 270#N corresponding to the plurality of cooling units 114#1, 114#2,..., 114#N, respectively. The temperature adjustment device 200 further has a temperature control device 230 that controls a specific individual pump 225#1 so as to change the discharge state of the refrigerant to a specific cooling unit 114#1 by a specific individual pump 225#1 of the plurality of individual pumps 225#1, 225#2,..., 225#N. The temperature control device 230 controls the specific individual pump 225#1 to stop the specific individual pump 225#1 from discharging the refrigerant to the specific cooling unit 114#1, and the specific refrigerant flow control unit 240#1 stops the flow of the refrigerant to the specific cooling unit 114#1 by the specific individual pump 225#1. This makes it possible to prevent unnecessary cooling of the battery 111#1 that is not used as the power source for the drive unit 50.

[0059] The following modifications are also within the scope of the present invention, and one or more of the modifications may be combined with the above-described embodiment.

[0060] (Variation 1) In the above-described embodiment, for example, when the power supply from the battery 111#1 to the drive unit 50 is stopped, the coolant flow control unit 240#1 stops the flow of the coolant to the cooling unit 114#1. The power supply from the other batteries 111#2, . . . , 111#N to the drive unit 50 continues, but it is possible that the occupant will depress the accelerator pedal more strongly in response to the reduction in output of the drive unit 50. Therefore, the battery state management unit 113 in this modified example 1 increases the upper limit value of the power supply that is permitted to be supplied to the drive unit 50 from the batteries 111#2, . . . , 111#N other than the battery 111#1.

[0061] In addition, the vehicle control device 30, upon detecting an increase in the accelerator opening Acc, may notify the battery state management unit 113 of the increase in the accelerator opening Acc, which may then trigger the upper limit of the power supply to the drive device 50 to be raised.

[0062] The graph 70 shown in FIG. 2 above shows the relationship between the flow rate of the refrigerant and the heat transfer coefficient in an example where the number of batteries 111 is N=3. In this example, as described above, when the power supply to the drive unit 50 by the broken battery 111#1 is stopped, the refrigerant flow control unit 240#1 stops the flow of the refrigerant to the cooling unit 114#1. Half of the refrigerant with the flow rate X that was flowing to the cooling unit 114#1 flows to the other cooling units 114#2 and 114#3, respectively, so that the flow rates of the refrigerant flowing to the cooling units 114#2 and 114#3 are both 1.5X. According to the graph 70, the flow rate of 1.5X corresponds to a heat transfer coefficient of 1.4Y. The two batteries 111#2 and 111#3 other than the battery 111#1 supply power to the drive unit 50.

[0063] Since the cooling capacity for the two batteries 111#2 and 111#3 is increased, the output current value from each of the batteries 111#2 and 111#3 to the drive device 50 can be increased accordingly. Considering that the square root of 1.4 is approximately 1.2, the current value of each battery 111 can be increased by approximately 1.2 times in response to a heat transfer coefficient of 1.4Y. As long as no abnormal temperature value is detected in either of the batteries 111#2 or 111#3, the vehicle control device 30 controls the inverter 400 based on the output current value thus increased and the output value of the motor generator 500 obtained based on the drive torque map described above.

[0064] The above explanation is valid even when the number of batteries 111 is other than N=3, that is, when there are multiple batteries 111#1, 111#2, . . . , 111#N (N ≥ 2). For example, when it is determined that the battery 111#1 has failed, the battery 111#1 is excluded from the multiple batteries 111 constituting the power source that supplies power to the drive device 50 of the vehicle, and the drive device 50 receives power supply from the remaining (N-1) batteries 111#2, . . . , 111#N. As a result, when a drop in the output of the drive device 50 occurs, it is considered that the output current value of the (N-1) batteries 111, that is, the supply power value, is raised. The battery state management unit 113 raises the upper limit value of the current output from the (N-1) batteries 111 to the drive device 50 and notifies the vehicle control device 30. As a result, the motor current flowing through the motor generator 500 calculated by the vehicle control device 30 also increases, and the required amount of output from the motor generator 500 is obtained.

[0065] For example, when a failure occurs in battery 111#1 in battery pack 110#1, battery state management unit 113 corresponding to battery 111#1 in battery pack 110#1 performs the program processing procedure shown in Fig. 3 and also performs the program processing procedure shown in Fig. 8. Fig. 8 is a flowchart illustrating a program processing procedure performed by battery state management unit 113 corresponding to batteries 111#2, ..., 111#N other than battery 111#1 when a failure occurs in battery 111#1 included in power supply system 10 in Modification 1. As described above, battery state management unit 113 is a computer having a processor and memory (not shown), and the program processing procedure shown in Fig. 8 is performed by the processor executing a computer program stored in the memory.

[0066] The program processing procedure shown in FIG. 8 is performed by the battery state management unit 113 corresponding to the battery 111#K that continues to supply power to the drive device 50 in at least one battery pack 110#K (K=2, . . . , N) other than the battery pack 110#1. When this processing procedure is started, in step S362, the battery state management unit 113 in the battery pack 110#K detects that the battery 111#1 in the battery pack 110#1 has failed. The battery state management unit 113 in the battery pack 110#K detects that the battery 111#1 has failed by mutual communication with the battery state management unit 113 in the battery pack 110#1 via the CAN communication line 370 or by notification from the vehicle control device 30. The battery state management unit 113 in the battery pack 110#K may be configured to detect that the battery 111#1 has failed based on the terminal voltage value, temperature value, or current value of the battery 111#1.

[0067] In step S364, the battery state management unit 113 in the battery pack 110#K notifies the vehicle control device 30 via the CAN communication line 370 of an increase in the upper limit value of power supplied to the drive device 50 by the battery 111#K in the battery pack 110#K, and then ends this processing procedure.

[0068] In addition, if a failure occurs in any of the battery 111#M among the (N-1) batteries 111#2, ..., 111#N other than battery 111#1, in Figure 8, battery 111#1 can be replaced with battery 111#M, and K=2, ..., N corresponding to battery 111#K can be replaced with K=1, ..., M-1, M+1, ..., N.

[0069] In the vehicle control device 30, which has been notified by the battery status management unit 113 in the battery pack 110#K in step S364 of FIG. 8 of an increase in the upper limit of power supply by the battery 111#K to the drive device 50, the program processing procedure shown in FIG. 4 is performed, and the program processing procedure shown in FIG. 9 is also performed.

[0070] 9 is a flowchart illustrating a program processing procedure performed by the vehicle control device 30 when a failure occurs in the battery 111#1 included in the power supply system 10. The program processing procedure shown in FIG. 9 is performed to raise the reduced output of the drive device 50. When this processing procedure is started, in step S470, the vehicle control device 30 controls the inverter 400 of the drive device 50 so that the output value of the motor generator 500 of the drive device 50 is changed based on the raised output current upper limit value (supply power upper limit value) notified by the battery state management unit 113 in another battery pack 110 different from the battery pack 110 including the battery 111 in which the failure occurred, and ends this processing procedure.

[0071] The current value of the motor current of the motor generator 500 is detected by a current sensor (not shown), and the motor applied voltage is detected by a voltage sensor (not shown). Based on the current and voltage thus detected, the vehicle control device 30 calculates the output value (actual driving torque) of the drive device 50. When the actual driving torque calculated by the vehicle control device 30 becomes smaller than the above-mentioned required driving torque due to the disconnection of the battery pack 110#1 including the battery 111#1, the drive device 50 cannot exert the required output. Therefore, the vehicle control device 30 performs the process shown in FIG. 9 so as to increase the output of the drive device 50 by temporarily increasing the allowable upper limit value of the motor current. When the calculated actual driving torque is smaller than the required torque, the motor allowable current is increased, thereby increasing the output of the drive device 50. The inverter 400 increases the motor current of the motor generator 500 by duty controlling the switch transistor, thereby raising the actual driving torque. In this way, the output of the drive device 50 can be increased.

[0072] The power supply system 10 in the first modification further includes a battery state management unit 113 that manages the states of the multiple batteries 111#1, 111#2,..., 111#N. When the flow of refrigerant to a specific cooling unit 114#1 is stopped, the battery state management unit 113 raises the upper limit of power supply permitted to be supplied to the drive device 50 by the other batteries 111#2,..., 111#N other than the specific battery 111#1 among the multiple batteries 111#1, 111#2,..., 111#N. This makes it possible to recover the output reduction of the drive device 50 to a certain extent, and to increase the reliability of drive of the drive device 50 in the limp home mode.

[0073] (Variation 2) In the power supply system 10 of the first modification example described above, the temperature control device 230 may control the main pump 220 in the first embodiment or the multiple individual pumps 225#1, 225#2, ..., 225#N in the second embodiment so as to increase the discharge rate of the refrigerant. When the upper limit value of the power supply to the drive unit 50 by the batteries 111 other than the battery 111 that has stopped supplying power to the drive unit 50 is raised, the cooling capacity for the battery 111 that generates an increased amount of heat is strengthened accordingly. Hereinafter, the main pump 220 and the individual pumps 225#1, 225#2, ..., 225#N are also simply referred to as pumps.

[0074] 2 shows the relationship between the flow rate of the coolant and the heat transfer coefficient in an example where the number of batteries 111 is N=3. In this example, as described above, when a drop in output occurs in drive device 50 due to the power supply from battery 111#1 being stopped, the output current value (supply power value) to drive device 50 from each of the other batteries 111#2 and 111#3 may be increased as necessary.

[0075] In the second modification, the output current value of each of the batteries 111#2 and 111#3 to the drive device 50 can be increased by a maximum of about 1.2 times. If the initial output current value of each battery 111 is I, the total output current value of the three batteries 111 is 3I before the battery 111#1 is determined to be faulty. After the battery 111#1 is determined to be faulty, the total increased output current value of the batteries 111#2 and 111#3 is a maximum of about 2.4I, which is smaller than the total initial output current value. In order to recover from the output drop of the drive device 50, it may become necessary to further increase the output current value of each of the batteries 111#2 and 111#3 to the drive device 50.

[0076] When the output current value to the drive unit 50 increases, the heat generation amount of the batteries 111#2 and 111#3 increases as described above, so that it is necessary to increase the cooling capacity of the cooling units 114#2 and 114#3 for the batteries 111#2 and 111#3. Therefore, the pump control unit 231 of the temperature control device 230 controls the pump (the main pump 220 or the individual pump 225) to increase the amount of coolant discharged by the pump. For example, the amount of coolant discharged by the pump is increased to a predetermined amount within a standard range that is allowed for a limited period until the vehicle in the limp-home mode reaches an emergency destination such as a nearby repair shop, a charging station, or a parking lot. The increase in the amount of coolant discharged may be changed depending on environmental conditions such as the gradient of the road on which the vehicle runs or the temperature during the run.

[0077] The above explanation is valid even when the number of batteries 111 is other than N=3, that is, when there are multiple batteries 111#1, 111#2, . . . , 111#N (N . . . 2). For example, when the battery 111#1 breaks down, the battery 111#1 is excluded from the multiple batteries 111 constituting the power source that supplies power to the drive device 50 of the vehicle, and the drive device 50 receives power supply from the remaining (N-1) batteries 111#2, . . . , 111#N. As a result, when a drop in the output of the drive device 50 occurs, it is considered that the output current value (supply power value) of the (N-1) batteries 111 will be increased. In response to this, it becomes necessary to increase the cooling capacity for the (N-1) batteries 111. In such a case, the pump control unit 231 controls the pump by sending a refrigerant discharge control signal to a control circuit of a motor of the pump (main pump 220 or individual pump 225) via signal line 235 or 236 so as to increase the amount of refrigerant discharged by the pump in response to an instruction from the vehicle control device 30 via the CAN communication line 370. By such control, the voltage applied to the pump by the above-mentioned auxiliary battery is increased, and the amount of refrigerant discharged by the pump is increased.

[0078] For example, when a failure occurs in battery 111#1 in battery pack 110#1, battery state management unit 113 corresponding to battery 111#1 in battery pack 110#1 performs the program processing procedure shown in Fig. 3. Battery state management unit 113 corresponding to battery 111#K in battery pack 110#K (K=2, . . . , N) different from battery pack 110#1 performs the program processing procedure shown in Fig. 8. In the vehicle control device 30 that has been notified by the battery state management unit 113 in battery pack 110#K in step S364 in Fig. 8 of an increase in the upper limit of power supply by battery 111#K to the drive device 50, the program processing procedure shown in Fig. 4 is performed, and the program processing procedure shown in Fig. 10 is also performed.

[0079] FIG. 10 is a flowchart illustrating a program processing procedure performed by the vehicle control device 30 when a failure occurs in the battery 111#1 included in the power supply system 10 in the second modification. The program processing procedure shown in FIG. 10 is performed to increase the reduced output of the drive device 50. When this processing procedure is started, in step S460, the vehicle control device 30 instructs the temperature control device 230 via the CAN communication line 370 to increase the amount of coolant discharged by the pump (the main pump 220 or the individual pump 225). In step S475, the vehicle control device 30 controls the inverter 400 of the drive device 50 so that the output value of the motor generator 500 of the drive device 50 is changed based on the increased output current upper limit value (supply power upper limit value) notified by the battery state management unit 113 in the battery pack 110#K (K=2, . . . , N) different from the battery pack 110#1 and the amount of coolant discharged that is expected to increase in step S460, and ends this processing procedure. The process for changing the output value of the drive device 50 is similar to that described in the first modification, and therefore will not be described here.

[0080] Fig. 11 is a flow chart illustrating a program processing procedure performed by the temperature control device 230 when a failure occurs in the battery 111 included in the power supply system 10. As described above, the temperature control device 230 is a computer having a processor and memory (not shown), and the program processing procedure shown in Fig. 11 is performed by the processor executing a computer program stored in the memory.

[0081] FIG. 11(A) shows a program processing procedure performed by the temperature control device 230 when the current output from the power supply device 100 to the drive device 50 in the second modified example of the first embodiment increases. In step S560, the temperature control device 230 receives an instruction to increase the amount of refrigerant discharged by the main pump 220 from the vehicle control device 30 via the CAN communication line 370 (see the explanation of step S460 in FIG. 10). In step S570, based on the instruction received in step S560, the pump control unit 231 of the temperature control device 230 controls the main pump 220 to increase the amount of refrigerant discharged. The rotation speed of the motor of the main pump 220 is changed in response to a refrigerant discharge amount change control signal sent by the pump control unit 231 to the control circuit of the motor of the main pump 220, thereby increasing the amount of refrigerant discharged. When step S570 is completed, this processing procedure ends.

[0082] FIG. 11(B) shows a program processing procedure performed by the temperature control device 230 when the current output from the power supply device 100 to the drive device 50 in the second modified example of the second embodiment increases. In step S565, the temperature control device 230 receives an instruction to increase the amount of refrigerant discharged by the (N-1) individual pumps 225 other than the individual pump 225 that has stopped discharging the refrigerant from the vehicle control device 30 via the CAN communication line 370 (see the explanation of step S460 in FIG. 10). In step S770, based on the instruction received in step S565, the pump control unit 231 of the temperature control device 230 controls the (N-1) individual pumps 225 so as to increase the amount of refrigerant discharged. The motor rotation speeds of the (N-1) individual pumps 225 are changed in response to the refrigerant discharge amount change control signal sent by the pump control unit 231 to the motor control circuits of the (N-1) individual pumps 225, respectively, thereby increasing the amount of refrigerant discharged. When step S770 is completed, this processing procedure ends.

[0083] The power supply system 10 in the second modification of the first embodiment further includes a main pump 220 that discharges a refrigerant toward a plurality of cooling units 114#1, 114#2, ..., 114#N, and a temperature control device 230 that controls the main pump 220 to increase the amount of refrigerant discharged when the flow of the refrigerant to a specific cooling unit 114#1 is stopped. When the flow of the refrigerant to the specific cooling unit 114#1 is stopped, the temperature control device 230 controls the main pump 220 to increase the amount of refrigerant discharged by the main pump 220.

[0084] The temperature adjustment device 200 included in the power supply system 10 in the second modification of the second embodiment further includes a plurality of individual pumps 225#1, 225#2, . . . , 225#N that discharge refrigerant toward the plurality of cooling units 114#1, 114#2, . . . , 114#N, and a temperature control device 230 that controls the plurality of individual pumps 225#1, 225#2, . . . , 225#N so as to increase the discharge amount of refrigerant when the flow of refrigerant to a specific cooling unit 114#1 is stopped. The plurality of individual pumps 225#1, 225#2, . . . , 225#N are respectively arranged in a plurality of branched refrigerant flow paths 270#1, 270#2, . . . , 270#N corresponding to the plurality of cooling units 114#1, 114#2, . . . , 114#N, respectively. The plurality of refrigerant flow control units 240#1, 240#2, ..., 240#N each have a plurality of individual pumps 225#1, 225#2, ..., 225#N. The temperature control device 230 controls a specific individual pump 225#1 by a specific refrigerant flow control unit 240#1 so that the flow of refrigerant to a specific cooling unit 114#1 by a specific individual pump 225#1 of the plurality of individual pumps 225#1, 225#2, ..., 225#N is stopped, and controls the other individual pumps 225#2, ..., 225#N other than the specific individual pump 225#1 of the plurality of individual pumps 225#1, 225#2, ..., 225#N so as to increase the discharge amount of refrigerant.

[0085] According to the power supply system 10 in the second variant, the cooling capacity of the battery 111 is increased, so that a larger supply of power can be stably output, and the output of the drive unit 50 can be increased for a limited period of time, such as in limp home mode, thereby increasing the likelihood that the vehicle will safely reach its destination in an emergency.

[0086] (Variation 3) In the above-described embodiment, the multiple battery state management units 113 included in each of the multiple battery packs 110 are directly connected to the vehicle control device 30 via the CAN communication line 370, but an integrated battery state management unit may be disposed between the multiple battery state management units 113 and the vehicle control device 30. The integrated battery state management unit integratively manages notifications received from the multiple battery state management units 113 via the CAN communication line 370, and transmits the notifications as a single integrated notification to the vehicle control device 30 via the CAN communication line 370.

[0087] (Variation 4) In the above-described embodiment, the valve drive circuit control unit 232 that causes the valve drive circuit 241 to open and close the valve 242 is included in the temperature control device 230, but it may be included in the vehicle control device 30. A signal line 236 that sends a control signal from the valve drive circuit control unit 232 to the valve drive circuit 241 is connected to the vehicle control device 30. On the other hand, when a CAN communication terminating function unit is arranged in the valve drive circuit 241, the control of the valve drive circuit control unit 232 over the valve drive circuit 241 is performed via a CAN communication line 370.

[0088] The present invention is not limited to the above-described embodiment and modified examples. Other aspects that are conceivable within the scope of the technical concept of the present invention are also included within the scope of the present invention. [Explanation of symbols]

[0089] 1 Vehicle-mounted system, 10 Power supply system, 30 Vehicle control device, 50 Drive device, 70 graphs, 100 power supply unit, 110 battery pack, 111 battery, 112 relay, 113 battery state management unit, 114 cooling unit, 200 Temperature control device, 210 Radiator, 220 Main pump, 225 Individual pump, 230 temperature control device, 231 pump control unit, 232 valve drive circuit control unit, 235 signal line, 236 signal line, 240 refrigerant flow control unit, 241 valve drive circuit, 242 valve, 245 drive mechanism, 270 Coolant flow path, 370 CAN communication line, 400 inverter, 470 DC power line, 500 motor generator, 570 three-phase AC power line,

Claims

1. A plurality of batteries electrically connected in parallel to each other as a power source for supplying power to a drive device of the vehicle; a plurality of cooling units that cool the plurality of batteries by a refrigerant; a temperature control device including a plurality of refrigerant flow paths provided to circulate the refrigerant in parallel to the plurality of cooling sections; A power supply system comprising: The temperature control device further includes a plurality of refrigerant flow control units each controlling the flow of the refrigerant to the plurality of cooling units, when a power supply to the drive device from a specific battery among the plurality of batteries is stopped, a specific coolant flow control unit among the plurality of coolant flow control units corresponding to the specific battery stops the flow of the coolant to a specific cooling unit among the plurality of cooling units corresponding to the specific battery; The power supply system further includes a battery status management unit that manages a status of the plurality of batteries, a power supply system, wherein when the flow of the refrigerant to the specific cooling section is stopped, the battery status management section raises the upper limit value of the power that is permitted to be supplied to the drive device by batteries other than the specific battery among the plurality of batteries.

2. 2. The power supply system according to claim 1, The temperature control device further includes at least one pump that discharges the refrigerant toward the multiple cooling sections, and a control device that controls the at least one pump so as to increase the discharge amount of the refrigerant when the flow of the refrigerant to the specific cooling section is stopped.

3. 3. The power supply system according to claim 1, the plurality of refrigerant flow control units each include a plurality of valves arranged in the plurality of refrigerant flow paths corresponding to the plurality of cooling units, respectively, and a plurality of valve drive circuits each driving the plurality of valves, a specific valve drive circuit among the plurality of valve drive circuits drives a specific valve among the plurality of valves to close, and thereby the specific refrigerant flow control unit stops the flow of the refrigerant to the specific cooling unit.

4. 2. The power supply system according to claim 1, the plurality of coolant flow control units each include a plurality of individual pumps respectively disposed in the plurality of coolant flow paths corresponding to the plurality of cooling units, The temperature adjustment device further includes a control device that controls a specific individual pump among the plurality of individual pumps so as to change a discharge state of the refrigerant to the specific cooling unit by the specific individual pump, A power supply system in which the control device controls the specific individual pump to stop discharging the refrigerant to the specific cooling unit, and the specific refrigerant flow control unit stops the flow of the refrigerant to the specific cooling unit by the specific individual pump.

5. 3. The power supply system according to claim 2, the at least one pump includes a plurality of individual pumps respectively disposed in the plurality of refrigerant flow paths corresponding to the plurality of cooling units, Each of the plurality of refrigerant flow control units includes the plurality of individual pumps, The control device controls a specific individual pump among the plurality of individual pumps by the specific refrigerant flow control unit so that the flow of the refrigerant to the specific cooling unit by the specific individual pump is stopped, and controls other individual pumps among the plurality of individual pumps other than the specific individual pump to increase the discharge rate of the refrigerant.

6. A plurality of batteries electrically connected in parallel to each other as a power source for supplying power to a drive device of the vehicle; a plurality of cooling units that cool the plurality of batteries by a refrigerant; a temperature control device including a plurality of refrigerant flow paths provided to circulate the refrigerant in parallel to the plurality of cooling sections; Equipped with the drive device includes a motor generator, and receives the supply of electric power from a plurality of the batteries to drive the motor generator; The temperature control device further includes a radiator that cools the refrigerant, and an upstream flow path through which the refrigerant cooled by the radiator flows, the upstream flow path being connected to each of the plurality of refrigerant flow paths, and a downstream flow path through which the refrigerant flowing through the plurality of refrigerant flow paths join and flow toward the radiator, and the refrigerant that has flowed through the upstream flow path flows into each of the plurality of refrigerant flow paths, a power supply system in which the plurality of batteries that supply power to the drive device receiving the power are cooled by a plurality of cooling units among the plurality of cooling units, each of which cools the plurality of batteries, and are cooled by the refrigerant cooled by the radiator.

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