Power supply system for electric vehicle

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

Electric vehicle power supply system

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

[0002] Patent Document 1 describes that when a vehicle crashes, the battery fuse is blown and the ECU controls the system main relay to be in an interrupted state.

[0003] Japanese Patent Application Laid-Open No. 2006-197775

[0004] In an electric vehicle, if the battery power becomes completely unavailable when a vehicle collision is detected, it becomes difficult to move the vehicle to a temporary evacuation site or to adjust the temperature inside the vehicle in extremely cold areas or under the blazing sun.

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

[0006] The present invention is a power supply system for an electric vehicle that is mounted on an electric vehicle comprising a plurality of battery units, a battery having a fuse that cuts off power output by cutting off an electrical circuit, and electrical equipment that operates on power from the battery, the electrical equipment including a traction motor, and that comprises: a switch connected to an electrical circuit inside the battery; and a controller that controls the switch, wherein the controller is capable of switching the switch so that power is output from at least some of the plurality of battery units to the electrical equipment when a collision of the electric vehicle is detected and the fuse is cut.

[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 improve the condition of the electric vehicle after the collision is detected by enabling power output from some of the battery units included in the battery to electrical equipment.

[0008] Fig. 1 is a block diagram showing an electric vehicle equipped with a power supply system according to an embodiment of the present invention. Fig. 2 is a circuit diagram showing the power supply system of Fig. 1. Fig. 3 is a circuit diagram showing an example of a connection state of electric paths after a collision is detected. Fig. 4 is a flowchart showing an example of a control process executed by a controller. Fig. 5 is a flowchart showing a modified example of the control process executed by the controller. Fig. 6 is a circuit diagram showing a modified example of the power supply system according to an embodiment.

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

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

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

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

[0013] The electric vehicle 1 further includes an operation panel 21 that allows a rider to input commands, a communication unit 22 that can communicate with a service facility located at a remote location, a collision sensor 23 that detects a collision of the electric vehicle 1, and a position sensor 24 that measures the position of the electric vehicle 1. The communication unit 22 is configured to enable data communication between the service facility and the controller 7 in addition to communication that enables voice calls between the service facility and the rider. The collision sensor 23 is a collision acceleration detection sensor that detects acceleration due to an impact, but may be configured in any way that is capable of detecting a collision, such as a sensor that detects the deployment of an airbag. The position sensor 24 measures the position of the electric vehicle 1 using a positioning system that includes, for example, a positioning satellite.

[0014] The drive wheels 2 are, for example, two front wheels, but may also be two rear wheels. Note that the electric vehicle 1 may have two sets of traction motors and inverters, and may have a configuration in which the front wheels are driven by one set of the traction motor and inverter, and the rear wheels are driven by the other set of the traction 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. The driving operation unit 6 is configured to be operable by the driver, but may also be configured to be operated by an automated driving system.

[0016] The battery 5 is, for example, a lithium ion secondary battery, a nickel-metal hydride secondary battery, or the like, but is not particularly limited to this type. The battery 5 outputs a higher voltage (for example, 100 V or higher) than the low-voltage battery 9. The low-voltage battery 9 is, for example, a lead battery, but is not particularly limited to this type. The low-voltage battery 9 outputs a lower voltage (for example, a 12 V system voltage) than 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 temperature in the vehicle cabin by sending air heated by the electric heater 8b to the vehicle cabin. The electric air conditioner 8 can lower the temperature in the vehicle cabin by driving the electric compressor 8a to operate as a heat pump and sending cooled air to the vehicle cabin. The vehicle cabin refers to the space in the electric vehicle 1 where people ride.

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

[0019] The driving control and the switching control of the power supply system 30 based on collision detection may be performed by a plurality of controllers communicating with each other in cooperation with each other, rather than by a single controller 7. In this case, the controller performing the above-described switching control corresponds to an example of the controller included in the power supply system 30 according to the present invention.

[0020] <Details of Power Supply System 30> Figures 2 and 3 are circuit diagrams showing the power supply system of Figure 1. Figure 2 shows the switching state of the circuit during normal operation, and Figure 3 shows the switching state of the circuit when power is supplied after a collision is detected. Hereinafter, the state in which relay SW1 disconnects the electrical circuit will be referred to as relay SW1 being off, and the state in which relay SW1 connects the electrical circuit will be referred to as relay SW1 being 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 a plurality of electrical devices. The electrical devices include the inverter 4, the electric air conditioner 8, the vehicle inverter 15, the DC / DC converter 10, the charger 14, and the first inlet 11.

[0022] The power supply system 30 further includes a relay SW1 that can open and close the first power line L, and a switch SW2 that has at least one end connected to an electric circuit inside the battery 5. The relay SW1 and the 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 a system main relay and includes a pair of switches capable of respectively disconnecting one of the pair of first power lines L and the other of the pair of first power lines L. Furthermore, relay SW1 may include a pre-charge switch that reduces inrush current from battery 5 to the electrical device by interposing a resistor R when the electrical path is connected. Each switch is a relay, but various switches such as a contactor or a power semiconductor switch may also be used as long as they can interrupt the transmission of power.

[0024] Relay SW1 is turned on during normal operation of electric vehicle 1, thereby enabling power transmission between battery 5 and multiple electrical devices. Normal operation refers to a period during which electric vehicle 1 is in a normal state and the system of electric vehicle 1 is activated, and corresponds to, for example, a period during which electric vehicle 1 is running in a normal state, a period during which it is capable of running, a period during which charging control is being performed, etc. A normal state refers to a state in which no abnormality, such as collision detection, occurs.

[0025] By being turned off while the system of the electric vehicle 1 is in a pause state, the high voltage of the battery 5 can be removed from a portion of the first power line L that extends closer to the electrical equipment than the relay SW1 during the pause state. Furthermore, when a collision of the electric vehicle 1 is detected, the relay SW1 is turned off once, thereby cutting off the output of high voltage from the battery 5 to the outside when a collision of the electric vehicle 1 occurs.

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

[0027] The battery 5 includes a plurality of battery units 51 and a fuse 52 that cuts off the power output of the battery 5 by cutting off the electrical path. The battery 5 includes a case 53 that houses the plurality of battery units 51, and the fuse 52 is provided within the case 53. The plurality of battery units 51 include a first battery unit group 51A and a second battery unit group 51B that are connected in series with each other, and the fuse 52 is provided on an electrical path L5 between the first battery unit group 51A and the second battery unit group 51B. The fuse 52 is a pyroelectric fuse that is configured to cut off the electrical path in response to an impact. By cutting off the electrical path, the high voltage of the battery 5 can be cut off so that it is not output to the outside of the battery 5 when, for example, a collision of the electric vehicle 1 is detected.

[0028] The first cell unit group 51A and the second cell unit group 51B are configured to output respective voltages obtained by dividing the output voltage of the battery 5. In the specific example of FIG. 2 , the first cell unit group 51A and the second cell unit group 51B are configured to output respective voltages (half the voltage of the output voltage of the battery 5) obtained by dividing the output voltage of the battery 5 at a ratio of 1:1. Note that the division ratio of the output voltage is not limited to 1:1 and may be 2:1 or 1:2. Alternatively, the multiple battery units 51 may further include a third cell unit group connected in series, and the division ratio may be various ratios such as 1:1:1 or 1:1:2. Therefore, when the fuse 52 is blown, a divided voltage (e.g., half the voltage of the output voltage of the battery 5) is output between the terminals of the first cell unit group 51A. Note that depending on the position of the fuse 52, the voltage between the terminals of the first cell unit group 51A may be anywhere within a range of 1 / 4 to 2 / 3 of the output voltage of the battery 5.

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

[0030] The switch SW2 is provided closer to the battery 5 than the relay SW1. More specifically, one end of the switch SW2 is connected to a node N1 between the fuse 52 and the first cell unit group 51A, and the other end of the switch SW2 is connected to a node N2 on the first power line L between the relay SW1 and the negative electrode of the battery 5.

[0031] The switch SW2 is turned off during normal operation of the electric vehicle 1 and while the system of the electric vehicle 1 is in a suspended state. The switch SW2 is turned on depending on the conditions when an abnormality occurs, such as after a collision of the electric vehicle 1 is detected.

[0032] With the above configuration, even if the fuse 52 is blown and power output from the battery 5 is disabled, turning on the switch SW2 enables power output from the first cell 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 cell unit group 51A, i.e., the voltage obtained by dividing the output voltage of the battery 5 by the division ratio described above (e.g., half the voltage).

[0033] Note that the switch SW2 is not limited to the above-described connection configuration. 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. Even in this case, even if the fuse 52 is blown and power output from the battery 5 is disabled, turning on the switch SW2 allows the voltage of the second battery unit group 51B to be output 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 the nodes N2 and N3. Even in this case, even if the fuse 52 is blown and power output from the battery 5 is disabled, turning on the switch SW2 allows a portion of the output voltage of the battery 5 to be output 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 the relay SW1 and the switch SW2 by the controller 7.

[0035] <During Pause> When the system of the electric vehicle 1 is paused, the relay SW1 and the switch SW2 are turned off, thereby causing the first power line L to be interrupted so that power is not transmitted between the battery 5 and the plurality of electrical devices.

[0036] <During Normal Operation> During normal operation of the electric vehicle 1, as shown in FIG. 2 , the relay SW1 is turned on and the switch SW2 is maintained in the off state, thereby enabling power to be transmitted between the battery 5 and the plurality of electrical devices via the first power line L.

[0037] <When an abnormality occurs> When an abnormality occurs in the electric vehicle 1, the relay SW1 is turned off and the switch SW2 is kept off, thereby disconnecting the plurality of electrical devices and most of the first power lines L from the battery 5. Furthermore, if the fuse 52 is blown by the impact of a collision or the like, the output of the battery 5 is cut off. An abnormality occurs when a collision of the electric vehicle 1 is detected, for example.

[0038] <After Abnormality Occurs> After fuse 52 is blown due to the occurrence of an abnormality in electric vehicle 1, relay SW1 is turned on and switch SW2 is turned on depending on the conditions, as shown in Fig. 3 , thereby enabling power from battery 5 to be supplied to a plurality of electrical devices via first power line L. At this time, the voltage output from battery 5 to first power line L has a value obtained by dividing the voltage during normal operation.

[0039] <Services in the Event of a Collision> When a collision of the electric vehicle 1 is detected, the service facility communicates with the electric vehicle 1 via the communication unit 22 to provide various services. For example, the service facility makes a voice call to confirm the status of the occupant and the electric vehicle 1. The service facility also receives location information of the electric vehicle 1 from the controller 7 of the electric vehicle 1, and requests a rescue team or the like to be sent to that location depending on the situation.

[0040] <Fault diagnosis> The controller 7 has a fault diagnosis function for the battery 5. The battery 5 is equipped with a sensor for detecting leakage current and a sensor for detecting heat generation. In this function, the controller 7 monitors the outputs of the sensors and checks whether abnormal leakage current, abnormal heat generation, etc. have been detected in the battery 5, thereby diagnosing whether there is a fault in the battery 5.

[0041] The controller 7 may have a function of diagnosing faults of a plurality of 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 to the command from the control circuit. The above command includes a command requesting 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] 4 shows an example of a flowchart of the control process executed by the controller 7. When the controller 7 is started, 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 has been detected, the controller 7 repeats the determination process of step S1.

[0043] If the result of the determination in step S1 is that a collision has been detected, the controller 7 turns off the relay SW1 (step S2). If the fuse 52 is blown by the impact of the collision, the output of the battery 5 is cut off, and the controller 7 determines this event (step S3).

[0044] Next, the controller 7 notifies the service facility of the collision via the communication unit 22 (step S4). In response to this notification, the service facility checks the safety of the occupants of the electric vehicle 1 and requests the dispatch of a rescue team.

[0045] Next, the controller 7 performs a fault diagnosis on the battery 5 to determine whether there is an abnormality such as a ground fault (step S5). That is, the controller 7 performs a process to determine whether power transmission from the battery 5 is possible. If the result of this determination indicates that there is an abnormality, the controller 7 maintains the relay SW1 and the switch SW2 in the off state (step S6) and ends the control process. In this case, the passengers of the electric vehicle 1 can wait for the arrival of a rescue team or the like with the output from the failed battery 5 cut off.

[0046] If no abnormality is found as a result of the determination in step S5, the controller 7 turns on the relay SW1 (step S7) and the switch SW2 (step S8). The control process then ends. In this case, power is supplied from the battery 5 to the electrical devices connected to the first power line L, allowing the driver to drive the electric vehicle 1 to an evacuation site as needed. Furthermore, even in extremely cold areas or under the blazing sun, the passenger can drive the electric air conditioner 8 as needed to avoid harsh conditions inside the vehicle cabin. In this state, the passenger can wait for the arrival of a rescue team, for example.

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

[0048] As described above, the power supply system 30 of the electric vehicle 1 of this embodiment includes the switch SW2 connected to the internal electrical circuit of the battery 5 and the controller 7 that controls the switch SW2. When a collision of the electric vehicle 1 is detected and the fuse 52 of the battery 5 is blown, the controller 7 can switch the switch SW2 so that power is output from a battery unit 51 of the battery 5 to an electrical device. 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 driven to evacuate by driving the traction motor 3. Furthermore, driving the electric air conditioner 8 can prevent the interior of the vehicle from becoming under severe conditions while waiting for the arrival of a 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 to each other. Furthermore, in the power supply system 30, a fuse 52 is provided on the electrical path 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. According to 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. This lower voltage reduces the influence of the output voltage of the battery 5, even if an abnormality occurs in the first power line L.

[0050] Furthermore, according to the power supply system 30 for the electric vehicle 1 of this embodiment, the fuse 52 cuts off the electrical path L5 in response to an impact. Therefore, even if no abnormal current or the like is generated when a collision of the electric vehicle 1 is detected, the fuse 52 can be cut off and the output of the battery 5 can be shut off. However, with such a fuse 52, even if the battery unit 51 included in the battery 5 is capable of outputting power, cutting off the fuse 52 may make it impossible to use the power of the battery 5. On the other hand, in this embodiment, even if the fuse 52 described above is used, if the fuse 52 is cut off while the battery unit 51 is capable of outputting power, the switch SW2 can be controlled to enable the use of power from the battery 5.

[0051] Furthermore, the power supply system 30 of the electric vehicle 1 according to the present embodiment includes a relay SW1 capable of opening and closing the first power line L. The controller 7 turns off the relay SW1 when it detects a collision of the electric vehicle 1, and then controls the switch SW2 so that power from the battery 5 is output, and can turn on the relay SW1. With this configuration, by controlling the relay SW1, when a collision is detected, it is possible to temporarily disconnect most of the first power line L from the battery 5. Then, it is 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 first power line L where the abnormality has occurred.

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

[0053] <Modification of Control Processing in the Event of a Collision> Figure 5 is a flowchart showing a modification of the control processing executed by the controller. In the control processing in Figure 5, steps S5 to S6 of the control processing 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 FIG. 5 , when a collision of the electric vehicle 1 is detected and the fuse 52 is blown, the controller 7 may perform a process of turning on the relay SW1 and the switch SW2 (steps S7 and S8) without performing a fault diagnosis. By turning on the switch SW2, only some of the battery units 51 are connected so that voltage can be output from the battery 5, rather than all of the battery units 51 included in the battery 5. Therefore, the voltage output via the switch SW2 is lower than normal, and the maximum power is also lower than normal. Therefore, even without a fault diagnosis, switching that widens the range of faults is not performed, and the control process can be applied to a configuration that does not have a fault diagnosis function.

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

[0056] <Modification of Switch Connection Position> Figure 6 is a circuit diagram showing a modification of the power supply system according to the embodiment. This modification differs in the connection position of the switch SW2b, which enables power output from the battery 5 after the fuse 52 is blown. The switch SW2b has both terminals connected to nodes N21 and N22 at both ends of the fuse 52, respectively. The switch SW2b is a normally open switch that is turned off without control. Even if the fuse 52 is blown, the switch SW2b can be turned on to short-circuit both terminals of the fuse 52 and connect the first battery unit group 51A and the second battery unit group 51B in series. The switch SW2b is a relay or a contactor, but may also be another type of switch, such as a semiconductor switch.

[0057] With this configuration, even after the fuse 52 is blown, by turning on the switch SW2b, the battery 5 will output the same voltage as normal, making it possible to use most of the remaining charge of the battery 5.

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

[0059] The above describes an embodiment of the present invention. However, the present invention is not limited to the above embodiment. For example, in the above embodiment, the fuse 52 is a pyroelectric fuse. However, the fuse 52 may be a fuse that is blown in various ways based on a collision, or a fuse that is blown under conditions other than a collision. Furthermore, in the above embodiment, the electric vehicle 1 notifies a service facility of the detection of a collision. However, the present invention may be applied to an electric vehicle 1 that does not have the notification function or the function of communicating with the service facility. Other details shown in the embodiment may be modified as appropriate without departing from the spirit of the invention.

[0060] The present invention can be used in a power supply system for an electric vehicle.

[0061] REFERENCE SIGNS LIST 1 Electric vehicle 2 Drive wheels 3 Traction motor 4 Inverter 5 Battery 6 Driving operation unit 7 Controller 7a Memory unit 8 Electric air conditioner 8a Electric compressor 8b Electric heater 9 Low-voltage battery 10 DC / DC converter 11 First inlet 12 Relay 13 Second inlet 14 Charger 21 Operation panel 22 Communication unit 23 Collision sensor 24 Position sensor 30 Power supply system L First power line L5 Electric circuit 51 Battery unit 51A First battery unit group 51B Second battery unit group 52 Fuse 53 Case SW1 Relay SW2, SW2b Switch

Claims

1. A power supply system for an electric vehicle that is mounted on an electric vehicle comprising a plurality of battery units, a battery having a fuse that cuts off power output by cutting off the electrical circuit, and electrical equipment that operates on power from the battery, the electrical equipment including an inverter that drives a driving motor, comprising: a switch connected to the electrical circuit inside the battery; and a controller that controls the switch, wherein the controller is capable of switching the switch so that power is output from at least some of the plurality of battery units to the electrical equipment when a collision of the electric vehicle is detected and the fuse is cut.

2. The power supply system for an electric vehicle as described in claim 1, characterized in that the plurality of battery units include a first battery unit group and a second battery unit group connected in series with each other, the fuse is provided on an electrical path between the first battery unit group and the second battery unit group, and the switch is configured to be able to connect the electrical path included in the first battery unit group to a power line of the electrical equipment so that a voltage of one or more battery units included in the first battery unit group is output.

3. The power supply system for an electric vehicle according to claim 1, wherein the fuse is configured to cut off an electrical circuit upon application of an impact.

4. The power supply system for an electric vehicle as described in claim 1, further comprising: a first power line for transmitting power between the battery and the electrical device; and a relay capable of opening and closing the first power line, wherein the controller is capable of turning off the relay when it detects a collision of the electric vehicle, and then controlling the switch so that power from the battery is output, and turning on the relay.

5. The power supply system for an electric vehicle as described in claim 4, characterized in that the controller detects a collision of the electric vehicle and 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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