Power supply system for electric vehicles

Abstract

Provided is a power supply system for an electric vehicle which is capable of easily improving the situation of the electric vehicle after a collision of the electric vehicle is detected. The power supply system for an electric vehicle which is mounted on the electric vehicle comprises a battery having a plurality of battery units and a fuse that cuts off power output by disconnecting an electric circuit and electric equipment that is operated by electric power of the battery, the electric equipment including a traveling motor. The power supply system comprises a switch connected to an electric circuit inside the battery and a controller for controlling the switch. The controller can switch the switch so that electric power is output from at least some battery units from among the plurality of battery units to the electric equipment when a collision of the electric vehicle is detected and the fuse is cut.

Description

[[Technical Field]]

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

[0002] Patent Document 1 describes that a battery fuse is blown when a vehicle collides, and an ECU controls a system main relay to an open state. [[Prior Art Literature]] [[Patent Literature]]

[0003] [[Patent Document 1]] Japanese Unexamined Patent Application Publication No. 2006-197775 [[Summary of the Invention]] [[Problem to be Solved by the Invention]]

[0004] In an electric vehicle, if all battery power becomes unavailable when a vehicle collision is detected, it becomes difficult to move the vehicle to temporarily evacuate it, or to adjust the cabin temperature in an extremely cold region or under the scorching sun.

[0005] An object of the present invention is to provide a power supply system for an electric vehicle that facilitates improving the situation of the electric vehicle after a collision of the electric vehicle is detected. [[Means for Solving the Problem]]

[0006] The present invention provides: A power supply system for an electric vehicle that is mounted on an electric vehicle, comprising: a battery including a plurality of battery units and a fuse that cuts off power output by disconnecting an electric path; and an electric device that operates using power from the battery, wherein the electric device includes an inverter that drives a traveling motor. The power supply system further comprises: The plurality of battery units include a first group of battery units and a second group of battery units connected in series with each other. The fuse is provided on the circuit between the first battery unit group and the second battery unit group. a switch connected to an electric path inside the battery; A controller that controls the aforementioned switch, Equipped with, The switch is configured to connect the circuit included in the first battery unit group to the power line of the electrical equipment so that the voltage of one or more battery units included in the first battery unit group is output to the electrical equipment without the use of the fuse. The controller, after detecting a collision with the electric vehicle and blowing the fuse, turns on the switch, thereby enabling the output of a voltage lower than the normal output voltage of the battery to the electrical equipment. This is a power supply system for electric vehicles characterized by the following features. [Effects of the Invention]

[0007] According to the present invention, even if a collision of an electric vehicle is detected and the battery fuse is blown, it is possible to enable power output from some battery units contained in the battery to electrical equipment, thereby improving the condition of the electric vehicle after collision detection. [Brief explanation of the drawing]

[0008] [Figure 1] Block diagram showing an electric vehicle equipped with a power supply system according to an embodiment of the present invention. [Figure 2] Figure 1 is a circuit diagram showing the power supply system. [Figure 3] This is a circuit diagram showing an example of the connection state of the electrical circuit after collision detection. [Figure 4] This flowchart shows an example of a control process performed by a controller. [Figure 5] This flowchart shows a variation of the control process performed by the controller. [Figure 6] This is a circuit diagram showing a modified example of the power supply system according to the embodiment. [Modes for carrying out the invention]

[0009] Embodiments of the present invention will be described in detail below with reference to the drawings.

[0010] Figure 1 is a block diagram showing an electric vehicle equipped with a power supply system according to an embodiment of the present invention. Figure 2 is a circuit diagram showing the power supply system of Figure 1. Figure 1 shows a simplified representation of the first power line L of the power supply system.

[0011] The electric vehicle 1 equipped with the power supply system 30 of this embodiment includes drive wheels 2, a drive motor 3 that drives the drive wheels 2, an inverter 4 that drives the drive motor 3, a battery 5 that stores power for driving, a driver control unit 6 that receives driving operations from the driver, a controller 7 that receives signals from the driver control unit 6 and controls the inverter 4, an electric air conditioner 8 that operates on the power of the battery 5, a low-voltage battery 9 that supplies power voltage to low-voltage equipment, a DC / DC converter 10 that receives power from the battery 5 and generates power voltage for low-voltage equipment, and an on-board inverter 15 that receives power from the battery 5 and supplies AC power to outlets in the vehicle cabin. The low-voltage equipment includes the controller 7.

[0012] The electric vehicle 1 further includes a first inlet 11 and relay 12 for inputting a DC external power source to charge the battery 5, and a second inlet 13 and charger 14 for inputting an AC external power source to charge the battery 5. The first inlet 11 is connected to a first power line L via relay 12. The second inlet 13 is connected to the first power line L via charger 14. The charger 14 converts the AC external power source to DC and sends it to the battery 5.

[0013] The electric vehicle 1 further includes an operation panel 21 on which commands from the passenger can be input, a communication unit 22 capable of communicating with a service facility located at a distance, a collision sensor 23 for detecting collisions of the electric vehicle 1, and a position sensor 24 for measuring the position of the electric vehicle 1. The communication unit 22 is configured to enable voice communication between the service facility and the passenger, as well as data communication between the service facility and the controller 7. The collision sensor 23 is a collision acceleration detection sensor that detects acceleration due to impact, but any configuration capable of detecting a collision is acceptable, such as a sensor that detects the deployment of an airbag. The position sensor 24 measures the position of the electric vehicle 1 using a positioning system that includes positioning satellites, for example.

[0014] The driving wheels 2 are, for example, two front wheels, but the driving wheels 2 may be two rear wheels. Note that the electric vehicle 1 may adopt a configuration including two sets of traveling motors and inverters, wherein the front wheels are driven by one set of the traveling motor and inverter, and the rear wheels are driven by the other set of the traveling motor and inverter.

[0015] The driving operation unit 6 includes a steering unit 6a such as a steering wheel, a braking operation unit 6b such as a brake pedal, and an acceleration operation unit 6c such as an accelerator pedal. Although the driving operation unit 6 is configured to be operable by a driver, the driving operation unit 6 may be configured to be operated by an automatic driving system.

[0016] The battery 5 is, for example, a lithium-ion secondary battery, a nickel-hydrogen secondary battery, or the like, and the type thereof is not particularly limited. The battery 5 outputs a higher voltage (for example, 100 V or more) as compared with the low-voltage battery 9. The low-voltage battery 9 is, for example, a lead battery, and the type thereof is not particularly limited. The low-voltage battery 9 outputs a lower voltage (for example, a 12 V system voltage) as compared with the battery 5.

[0017] The electric air conditioner 8 includes an electric compressor 8a and an electric heater 8b. The electric air conditioner 8 can raise the passenger compartment temperature by sending air warmed by the electric heater 8b into the passenger compartment. The electric air conditioner 8 can lower the passenger compartment temperature by driving the electric compressor 8a and sending air cooled by a heat pump action into the passenger compartment. The passenger compartment refers to a space where people board in the electric vehicle 1.

[0018] The controller 7 corresponds to an example of the controller according to 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 a storage unit 7a. The controller 7 receives a signal from the driving operation unit 6 and controls the inverter 4 to perform control for causing the electric vehicle 1 to travel (referred to as "traveling control"). In addition, the controller 7 performs switching control of the power supply system 30 based on collision detection of the electric vehicle 1.

[0019] Furthermore, the driving control and the switching control of the power supply system 30 based on collision detection may not be performed by a single controller 7, but rather by multiple controllers communicating with each other and coordinating their execution. In that case, the controller that performs the above switching control corresponds to an example of the controller according to the present invention included in the power supply system 30.

[0020] <Details of Power System 30> Figures 2 and 3 are circuit diagrams showing the power supply system shown in Figure 1. Figure 2 shows the circuit switching state during normal operation, and Figure 3 shows the circuit switching state when power is supplied after collision detection. Hereafter, the state in which relay SW1 disconnects the circuit will be referred to as relay SW1 off, and the state in which relay SW1 connects the circuit will be referred to as relay SW1 on. The same applies to switch SW2.

[0021] The power supply system 30 includes a first power line L that transmits power between the battery 5 and several electrical devices. The several electrical devices include the aforementioned inverter 4, electric air conditioner 8, vehicle inverter 15, DC / DC converter 10, charger 14, and first inlet 11.

[0022] 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, at least one end of which is connected to the circuit inside the battery 5. Relay SW1 and switch SW2 are normally open switches that are turned off without control, and can be switched on by the control of the controller 7.

[0023] Relay SW1 is the system's main relay and includes a pair of switches capable of disconnecting one of the pair of first power lines L, respectively. Furthermore, relay SW1 may include a pre-charge switch that reduces the inrush current from the battery 5 to the electrical equipment by interposing a resistor R when the circuit is connected. Each switch is a relay, but various switches such as contactors or power semiconductor switches may be used as long as they can interrupt the transmission of power.

[0024] Relay SW1 is turned on during the normal operation of the electric vehicle 1, thereby enabling power transmission between the battery 5 and multiple electrical devices. Normal operation refers to the period during which the electric vehicle 1's system is running in a normal state, such as the period during which the electric vehicle 1 is running normally, the period during which it is drivable, or the period during which charging control is in operation. A normal state means a state in which no abnormalities such as collision detection have occurred.

[0025] Relay SW1 is turned off when the electric vehicle 1 system is idle, thereby removing the high voltage from the battery 5 from the portion of the first power line L that extends beyond relay SW1 towards the electrical equipment during that idle period. Additionally, when a collision of the electric vehicle 1 is detected, relay SW1 is turned off to interrupt the output of high voltage from the battery 5 to the outside during a collision of the electric vehicle 1.

[0026] The circuits supplying power to the electric compressor 8a, the electric heater 8b, and the vehicle-mounted inverter 15 may each be equipped with fuses F11 to F13.

[0027] The battery 5 comprises multiple battery units 51 and a fuse 52 that cuts off the power output of the battery 5 by severing the electrical circuit. The battery 5 has a case 53 that houses the multiple battery units 51, and the fuse 52 is located inside the case 53. The multiple battery units 51 consist of a first battery unit group 51A and a second battery unit group 51B connected in series with each other, and the fuse 52 is located on the electrical circuit L5 between the first battery unit group 51A and the second battery unit group 51B. The fuse 52 is a pyro fuse and is configured to cut off the electrical circuit based on impact. By cutting off the electrical circuit with the fuse 52, the high voltage of the battery 5 can be cut off so that it is not output outside the battery 5 when a collision of the electric vehicle 1 is detected.

[0028] The first battery unit group 51A and the second battery unit group 51B are configured to output each of the voltages obtained by dividing the output voltage of the battery 5 into multiple parts. In the specific example shown in Figure 2, the first battery unit group 51A and the second battery unit group 51B are configured to output each of the voltages obtained by dividing the output voltage of the battery 5 in a 1:1 ratio (half the voltage of the output voltage of the battery 5). Note that the above division ratio of the output voltage is not limited to 1:1, but may be 2:1 or 1:2. Alternatively, the multiple battery units 51 may include a third battery unit group connected in series, and the above division ratio may be various ratios such as 1:1:1 or 1:1:2. Therefore, when the fuse 52 blows, the divided voltage (for example, half the voltage of the output voltage of the battery 5) is output between the terminals of the first battery unit group 51A. Note that depending on the position of the fuse 52, the voltage between the terminals of the first battery unit group 51A may be any within the range of 1 / 4 to 2 / 3 of the output voltage of the battery 5.

[0029] The switch SW2 is a relay, contactor, etc., but any type of switch, such as a semiconductor switch, may be used as long as it is capable of transmitting power and interrupting high voltage. The switch SW2 is provided so that one electrode (cathode) of the first battery unit group 51A can be connected to one of the pair of first power lines L (cathode side) without going through the fuse 52.

[0030] Switch SW2 is located on the battery 5 side of relay SW1. More specifically, one end of switch SW2 is connected to node N1 between fuse 52 and the first battery unit group 51A, and the other end of switch SW2 is connected to node N2 between relay SW1 and the cathode of battery 5 in the first power line L.

[0031] Switcher SW2 is turned off during normal operation of electric vehicle 1 and when the electric vehicle 1 system is idle. Switcher SW2 is turned on under certain conditions in the event of an abnormality, such as after collision detection of electric vehicle 1.

[0032] With the above configuration, even if the fuse 52 blows and power output from the battery 5 becomes impossible, turning on the switch SW2 enables power output from the first battery unit group 51A to the first power line L. At this time, the voltage output to the first power line L corresponds to the voltage of the first battery unit group 51A, that is, the voltage obtained by dividing the output voltage of the battery 5 by the aforementioned division ratio (for example, half the voltage).

[0033] Note that the switch SW2 is not limited to the connection configuration described above. For example, the switch SW2 may be connected between the node N11 to which the anode of the second battery unit group 51B is connected and the node N12 on the anode side of the first power line L. In this case as well, even if the fuse 52 blows and power output from the battery 5 becomes impossible, turning on the switch SW2 makes it possible to output the voltage of the second battery unit group 51B to the first power line L. Alternatively, a node N3 may be provided on the intermediate line of the first battery unit group 51A, and the switch SW2 may be connected between nodes N2 and N3. In this case as well, even if the fuse 52 blows and power output from the battery 5 becomes impossible, turning on the switch SW2 makes it possible to output a portion of the output voltage of the battery 5 to the first power line L.

[0034] The state of the first power line L in the above configuration is switched as follows by the switching control of relay SW1 and switch SW2 by controller 7.

[0035] <During pause> When the electric vehicle 1 system is shut down, relay SW1 and switch SW2 are turned off, thereby interrupting the first power line L so that power is not transmitted between the battery 5 and multiple electrical devices.

[0036] <Normal operation> During normal operation of the electric vehicle 1, as shown in Figure 2, relay SW1 is turned on and switch SW2 remains off, enabling power transmission between the battery 5 and multiple electrical devices via the first power line L.

[0037] <When an abnormality occurs> When an abnormality occurs in the electric vehicle 1, relay SW1 is turned off and switch SW2 remains off, disconnecting multiple electrical devices and most of the first power line L from the battery 5. Furthermore, if fuse 52 blows due to the impact of a collision, the output of battery 5 is cut off. An abnormality occurs when a collision is detected in the electric vehicle 1, for example.

[0038] <After the abnormality occurred> After the fuse 52 blows due to a malfunction in the electric vehicle 1, depending on the conditions, relay SW1 and switch SW2 are turned on, as shown in Figure 3, making it possible to supply power from battery 5 to multiple electrical devices via the first power line L. At this time, the voltage output from battery 5 to the first power line L is a value obtained by dividing the voltage during normal operation.

[0039] <Services in the event of a collision> When a collision involving the electric vehicle 1 is detected, the service facility 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 status of the passenger and the electric vehicle 1. The service facility also receives location information of the electric vehicle 1 from the electric vehicle 1's controller 7 and requests rescue teams or other assistance to that location as needed.

[0040] <Troubleshooting> The controller 7 has a fault diagnosis function for the battery 5. The battery 5 is equipped with sensors for detecting electrical leakage and for detecting overheating. In the above function, the controller 7 monitors the output of these sensors and can diagnose whether the battery 5 is faulty by checking whether abnormal electrical leakage, abnormal overheating, etc., have been detected in the battery 5.

[0041] The controller 7 may have a fault diagnosis function for multiple electrical devices. For example, the controller 7 can diagnose whether there is a fault in the inverter 4 or the electric air conditioner 8 by sending a command to the control circuit of the inverter 4 or the electric air conditioner 8 and determining whether there is a normal response from the control circuit in accordance with the command. The above command may include a command to request a response from the control circuit of the inverter 4 or the electric air conditioner 8, and the above response may be a response confirming whether the control circuit is operating.

[0042] <Control processing during collision> Figure 4 shows an example of a flowchart of the control process performed by the controller. When the controller 7 is started up, it determines whether or not a collision has been detected based on the output of the collision acceleration detection sensor (step S1). If no collision is detected, the controller 7 repeats the determination process in step S1.

[0043] If the determination in step S1 indicates that a collision has occurred, the controller 7 turns off relay SW1 (step S2). Also, if the fuse 52 is blown due to the impact of the collision, the output of battery 5 is cut off, and the controller 7 determines that this has occurred (step S3).

[0044] Next, the controller 7 notifies the service facility of the collision via the communication unit 22 (step S4). Upon receiving this notification, the service facility will confirm the safety of the occupants of the electric vehicle 1 and request the dispatch of a rescue team, etc.

[0045] Next, the controller 7 performs a fault diagnosis on the battery 5 to determine if there is any abnormality such as a short circuit (step S5). In other words, the controller 7 determines whether power transmission from the battery 5 is possible. If an abnormality is found as a result of this determination, the controller 7 maintains the off state of relay SW1 and switch SW2 (step S6) and terminates the control process. In this case, the occupants of the electric vehicle 1 can wait for the arrival of rescue teams, etc., with the output from the faulty battery 5 cut off.

[0046] If no abnormalities are found as a result of the determination in step S5, the controller 7 turns on relay SW1 (step S7) and turns on switch SW2 (step S8). Then the control process ends. In this case, power from battery 5 is supplied to the electrical equipment connected to the first power line L, so the driver can move the electric vehicle 1 to a safer position as needed. Also, even in extremely cold or extremely hot conditions, the passengers can operate the electric air conditioner 8 as needed to prevent the conditions inside the vehicle from becoming too harsh. In this state, the passengers can wait for the arrival of rescue teams, etc.

[0047] The control processing program described above is stored in a non-transient storage medium (non-transient computer-readable medium), such as the storage unit 7a of the controller 7. The controller 7 may be configured to read a program stored in a portable non-transient recording medium and execute the program. The portable non-transient storage medium described above may store the control processing program described above.

[0048] As described above, the power supply system 30 of the electric vehicle 1 of this embodiment includes a switch SW2 connected to the internal circuit of the battery 5 and a controller 7 that controls the switch SW2. The controller 7 can switch the switch SW2 so that power is output from some of the battery units 51 of the battery 5 to electrical equipment when a collision of the electric vehicle 1 is detected and the fuse 52 of the battery 5 is blown. Therefore, after a collision is detected, the condition of the electric vehicle 1 can be improved using the power of the battery 5. That is, for example, the electric vehicle 1 can be moved to safety by driving the drive motor 3. Also, by driving the electric air conditioner 8, it is possible to avoid harsh conditions inside the vehicle while waiting for the arrival of the rescue team.

[0049] Furthermore, according to the power supply system 30 of the electric vehicle 1 of this embodiment, the multiple battery units 51 in the battery 5 include a first battery unit group 51A and a second battery unit group 51B connected in series with each other. In addition, in the power supply system 30, a fuse 52 is provided on the circuit L5 between the first battery unit group 51A and the second battery unit group 51B. The switch SW2 is connected so that the voltage of the battery units 51 included in the first battery unit group 51A can be output to the first power line L. With this configuration, when the fuse 52 is blown and the switch SW2 is turned on, a voltage lower than the normal output voltage of the battery 5 is output to the first power line L. By reducing the voltage, even if there is a problem with the first power line L, the influence of the output voltage of the battery 5 can be reduced.

[0050] Furthermore, according to the power supply system 30 of the electric vehicle 1 of this embodiment, the fuse 52 disconnects the circuit L5 based on impact. Therefore, even if no abnormal current occurs when a collision is detected in the electric vehicle 1, the fuse 52 can be disconnected, and the output of the battery 5 can be cut off. On the other hand, with such a fuse 52, even if the battery unit 51 included in the battery 5 is in a state where it can output power, the power of the battery 5 may become unusable when the fuse 52 is disconnected. However, in this embodiment, even if the above-described fuse 52 is used, if the fuse 52 is disconnected while the battery unit 51 is in a state where it can output power, the power of the battery 5 can be made usable by controlling the switch SW2.

[0051] Furthermore, the power supply system 30 of the electric vehicle 1 of this embodiment includes a relay SW1 that can switch the first power line L on and off. The controller 7 can turn off the relay SW1 when it detects a collision with the electric vehicle 1, and then control the switch SW2 to output power from the battery 5, and also turn on the relay SW1. With this configuration, when a collision is detected, the control of the relay SW1 can temporarily disconnect most of the first power line L from the battery 5. After that, it becomes possible to output power from the battery 5 to the first power line L. Therefore, if an abnormality occurs in the first power line L when a collision is detected, it is possible to prevent the high voltage of the battery 5 from being output to the abnormal first power line L.

[0052] Furthermore, according to the power supply system 30 of the electric vehicle 1 of this embodiment, after detecting a collision of the electric vehicle 1 and turning off relay SW1, the controller 7 performs a fault diagnosis to determine whether power transmission from the battery 5 is possible. Based on the result, the controller 7 controls the switching of relay SW1 and switch SW2. Therefore, it is possible to prevent a portion of the faulty battery 5 from being electrically connected to the first power line L.

[0053] <Variations of control processing during collision> Figure 5 is a flowchart showing a modified example of the control process executed by the controller. In the control process of Figure 5, steps S5 to S6 of the control process in Figure 4 are omitted. The contents of steps S1 to S4, S7, and S8 are the same as those described in Figure 4.

[0054] In a modified example, as shown in Figure 5, when a collision of the electric vehicle 1 is detected and the fuse 52 is blown, the controller 7 may perform the following steps (S7, S8) without performing fault diagnosis: turning on relay SW1 and switch SW2. By turning on switch SW2, only some of the battery units 51, not all of the battery units 51 included in the battery 5, are connected to the battery 5 so that voltage can be output. Therefore, the voltage output via switch SW2 will be lower than normal, and the maximum power will also be lower than normal. Consequently, even without fault diagnosis, the switching will not widen the fault range, and this control process can be applied to configurations that do not have a fault diagnosis function.

[0055] The program for the control process is stored in a non-transient storage medium, such as the storage unit 7a of the controller 7. The controller 7 may be configured to read a program stored in a portable non-transient recording medium and execute the program. The portable non-transient storage medium may store the program for the control process described above.

[0056] <Variations in the connection position of the switch> Figure 6 is a circuit diagram showing a modified example of the power supply system according to the embodiment. In this modified example, the connection position of the switch SW2b, which enables power output from the battery 5 after the fuse 52 has blown, is different. Both terminals of the switch SW2b are connected to the nodal points N21 and N22 at both ends of the fuse 52, respectively. The switch SW2b is a normally open type switch that is turned off without control. When the fuse 52 has blown, the switch SW2b is turned on, short-circuiting both terminals of the fuse 52 and connecting the first battery unit group 51A and the second battery unit group 51B in series. The switch SW2b is a relay or contactor, but it may also be other switches such as a semiconductor switch.

[0057] With this configuration, even after fuse 52 blows, turning on switch SW2b allows the battery 5 to output the same voltage as under normal conditions, making it possible to use most of the battery's remaining charge.

[0058] When applying this configuration, after a collision is detected, the controller 7 should perform a fault diagnosis of the battery 5 and other processes to determine whether power output is possible before turning on the switch SW2b.

[0059] Embodiments of the present invention have been described above. However, the present invention is not limited to the above embodiments. For example, in the above embodiments, an example was shown in which the fuse 52 is a pyro fuse, but the fuse 52 may be a fuse that is cut in various other ways based on a collision, or a fuse that is cut in various ways based on conditions other than a collision. Also, in the above embodiments, an example was shown in which the electric vehicle 1 notifies a service facility of the detection of a collision, but the present invention may be applied to an electric vehicle 1 that does not have such a notification function or a communication function with a service facility. Furthermore, details shown in the embodiments can be modified as appropriate without departing from the spirit of the invention. [Industrial applicability]

[0060] This invention can be used in power supply systems for electric vehicles. [Explanation of Symbols]

[0061] 1. Electric Vehicle 2 drive wheels 3. Motor for driving 4 Inverters 5 batteries 6. Operation Unit 7 Controllers 7a Storage section 8 Electric air conditioner 8a Electric Compressor 8b Electric heater 9 Low-voltage battery 10 DC / DC Converters 11. First Inlet 12 relays 13. Second Inlet 14 Charger 21 Control Panel 22 Communications Department 23 Collision Sensor 24 Position Sensors 30 Power Systems L 1st power line L5 electrical circuit 51 Battery Unit 51A First Battery Unit Group 51B Second Battery Unit Group 52 fuses 53 cases SW1 Relay SW2, SW2b Switch

Claims

1. A power supply system for an electric vehicle, comprising a battery having multiple battery units and a fuse that cuts off the power output by disconnecting the circuit, and electrical equipment that operates on the power of the battery, wherein the electrical equipment includes an inverter that drives a traction motor, The plurality of battery units include a first group of battery units and a second group of battery units connected in series with each other. The fuse is provided on the circuit between the first battery unit group and the second battery unit group. A switch connected to the internal circuit of the battery, A controller that controls the aforementioned switch, Equipped with, The switch is configured to connect the circuit included in the first battery unit group to the power line of the electrical equipment so that the voltage of one or more battery units included in the first battery unit group is output to the electrical equipment without the use of the fuse. The power supply system for an electric vehicle is characterized in that the controller, after a collision of the electric vehicle is detected and the fuse is blown, turns on the switch, thereby enabling the output of a voltage lower than the normal output voltage of the battery to the electrical equipment.

2. The power supply system for an electric vehicle according to claim 1, characterized in that the fuse is configured to disconnect the circuit based on an impact.

3. A first power line that transmits power between the battery and the electrical equipment, A relay capable of switching the first power line, Equipped with, The power supply system for an electric vehicle according to claim 1, characterized in that the controller can turn off the relay when it detects a collision of the electric vehicle, and then control the switch so that power from the battery is output, and turn on the relay.

4. The power supply system for an electric vehicle according to claim 3, characterized in that the controller detects a collision of the electric vehicle, turns off the relay, then performs a determination process to determine whether power transmission from the battery is possible, and controls the switch and the relay based on the result of the determination process.

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