WO2008053783A1

WO2008053783A1 - Electric vehicle and its control method

Info

Publication number: WO2008053783A1
Application number: PCT/JP2007/070837
Authority: WO
Inventors: Kei Miyagi
Original assignee: Kabushikikaisya Equos Reserch
Priority date: 2006-10-31
Filing date: 2007-10-25
Publication date: 2008-05-08
Also published as: JP4775853B2; JP2008113507A

Abstract

An electric vehicle which can travel under a heavy load while satisfying miniaturization and reducing an impact on the environment by lengthening a range without driving an engine. The electric vehicle comprises an electric machine, inverters (28, 29) for driving the electric machine, a secondary battery connected with the inverters (28, 29) and supplying a current to the electric machine, a primary battery (33) connected with the secondary battery and having a lower output density and a higher energy density than the secondary battery, a section (44) for detecting the residual quantity of charge of the secondary battery, and a means for charging the secondary battery by supplying a current from the a primary battery (33) to the secondary battery when the residual quantity of charge becomes smaller than a threshold. Since the output density of the secondary battery is high, an electric vehicle can travel under a heavy load; and since the energy density of the primary battery (33) is high, a range can be lengthened by supplying the current of the primary battery (33) to the secondary battery.

Description

Specification

Electric vehicle and control method thereof

Technical field

[0001] The present invention relates to an electric vehicle and a control method thereof.

Background art

Conventionally, a vehicle drive device mounted on an electric vehicle as an electric vehicle includes a drive motor, and the drive motor is driven by an electric current supplied from a battery. And the drive motor torque is transmitted to the drive wheels to drive the electric vehicle.

[0003] However, in a power battery, the energy density that represents the capacity per unit weight cannot be sufficiently increased. Therefore, when an electric vehicle is driven using the current supplied from the battery, The distance cannot be increased.

[0004] In addition, in the battery, since the output density representing the output power per unit weight is low, the electric vehicle cannot be run at a high load, and the acceleration performance of the electric vehicle cannot be increased. .

[0005] Therefore, there is provided a hybrid vehicle in which a vehicle drive device including an engine and a generator is mounted on the power of a drive motor as an electric vehicle. In the hybrid type vehicle, a part of the engine torque, that is, a part of the engine torque is transmitted to the generator for power generation, and the rest is transmitted to the drive wheels. The engine is driven according to the driver request output required for the hybrid type vehicle when the driver depresses the accelerator pedal and the battery charge / discharge request output required for the hybrid type vehicle according to the remaining battery level. .

[0006] Therefore, the cruising distance can be increased and the hybrid vehicle can be driven with a high load (see, for example, Patent Document 1).

Patent Document 1: Japanese Patent Laid-Open No. 2000-282909

Disclosure of the invention

Problems to be solved by the invention [0007] However, since it is necessary to install a battery in the conventional hybrid type vehicle, it is necessary to reduce the remaining amount of the battery just by increasing the size of the vehicle or to run at a high load. Since it is necessary to drive the engine each time a problem occurs, the impact on the environment will increase.

[0008] The present invention solves the problems of the conventional hybrid type vehicle, and can increase the cruising distance of an electric vehicle that does not drive an engine, and can be driven at a high load. Further, it is an object of the present invention to provide an electric vehicle and a control method thereof that can achieve both downsizing and can reduce the influence on the environment.

Means for solving the problem

Therefore, in the electric vehicle of the present invention, the electric machine, an inverter for driving the electric machine, a secondary battery connected to the inverter and supplying a current to the electric machine, and the secondary A primary battery that is connected to the battery and has a lower output density than the secondary battery and a higher energy density; a remaining amount detection unit that detects a remaining charge of the secondary battery; and a remaining charge threshold (threshold). ) When the value is smaller than the value, the battery has charging processing means for supplying current from the primary battery to the secondary battery and charging the secondary battery.

The invention's effect

[0010] According to the present invention, an electric vehicle is! /, An electric machine, an inverter for driving the electric machine, and a secondary battery connected to the inverter and supplying current to the electric machine. A primary battery that is connected to the secondary battery, has a lower output density than the secondary battery, and has a high energy density; a remaining amount detection unit that detects a remaining charge amount of the secondary battery; and the remaining charge amount When it becomes smaller than a threshold value, it has a charge processing means for supplying current from the primary battery to the secondary battery and charging the secondary battery.

[0011] In this case, since the output density of the secondary battery is high, the electric vehicle can be driven at a high load, and the energy density of the primary battery is high, so that the current of the primary battery is supplied to the secondary battery. Thus, the cruising distance can be increased.

[0012] Further, since the primary battery occupies a small volume, the electric vehicle can be downsized.

[0013] Furthermore, since only the electric machine can be driven to run the electric vehicle for a long time, the influence on the environment can be reduced. Brief Description of Drawings

FIG. 1 is a diagram showing an electric vehicle drive control device for a hybrid vehicle in an embodiment of the present invention.

FIG. 2 is a flowchart showing the operation of the charge processing means in the embodiment of the present invention.

FIG. 3 is a perspective view of a primary battery in an embodiment of the present invention.

FIG. 4 is a perspective view showing a connector part of the primary battery in the embodiment of the present invention.

FIG. 5 is a perspective view of a module according to the embodiment of the present invention.

Explanation of symbols

16 Generator

25 Ma District Motor

28, 29 Inverter

32 DC / DC converter

33 Primary battery

43 capacitors

44 Remaining capacity detector

49 Drive motor controller

51 Vehicle control device

Pm negative electrode

PP positive electrode

Sp separator

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In this case, a hybrid vehicle as an electric vehicle will be described.

FIG. 1 is a diagram showing an electric vehicle drive control device for a hybrid vehicle according to an embodiment of the present invention, and FIG. 2 is a flowchart showing the operation of the charging processing means in the embodiment of the present invention.

In the figure, reference numeral 11 denotes an engine (E / G), and reference numeral 13 denotes a power generated by driving the engine 11. A planetary gear unit as a differential device that receives the generated rotation and shifts the rotation, and 15 is a counter drive as an output gear that outputs the rotation after shifting is performed in the planetary gear unit 13 A gear 16 is a generator (G) as a first electric machine coupled to the planetary gear unit 13, and 25 is a second coupled to the planetary gear unit 13 via the counter drive gear 15 and counter driven gear 31. Drive motors (M) 37 as electric machines are drive wheels connected to the planetary gear unit 13 through the counter drive gear 15 and the counter driven gear 31. The engine 11, the generator 16, the drive motor 25, and the drive wheel 37 are mechanically coupled to each other via the planetary gear unit 13 so as to be differentially rotatable.

The planetary gear unit 13 includes at least a sun gear as a first differential element, a pinion that meshes with the sun gear, and a ring gear as a second differential element that meshes with the pinion. And a carrier as a third differential element that rotatably supports the pinion, the sun gear is connected to the generator 16, the ring gear is connected to the drive motor 25 and the drive wheels 37, and the carrier is connected to the engine 11. The

[0020] A one-way clutch F is disposed between the carrier and the case 10 of the vehicle drive device, and the one-way clutch F becomes free when the forward rotation from the engine 11 is transmitted to the carrier, and generates power. When the reverse rotation is transmitted from the machine 16 or the drive motor 25 to the carrier, it is locked, and the rotation of the engine 11 is stopped so that the reverse rotation is not transmitted to the engine 11.

The generator 16 includes a rotor 21 that is rotatably disposed, a stator 22 that is disposed around the rotor 21, and a coil 23 that is wound around the stator 22. The generator 16 generates an electric current by the rotation transmitted through the planetary gear unit 13. The coil 23 is connected to a capacitor 43 as a secondary battery having a high output density through an inverter 28 for driving the generator 16, and supplies a direct current to the capacitor 43.

To pay. A generator brake B is disposed between the rotor 21 and the case 10, and the rotor 21 is fixed by engaging the generator brake B, and the rotation of the generator 16 is mechanically stopped. In The drive motor 25 includes a rotor 40 that is rotatably arranged, a stator 41 that is disposed around the rotor 40, and a coil 42 that is wound around the stator 41. The drive motor 25 generates a drive motor torque TM by U-phase, V-phase, and W-phase currents, which are alternating currents supplied to the coil 42. For this purpose, the coil 42 is connected to the capacitor 43 via an inverter 29 for driving the drive motor 25, and a direct current from the capacitor 43 is converted into a current of each phase and supplied to the coil 42. It is done.

[0023] The rotation generated by the engine 11 is generated by the drive motor 25 that can only be transmitted to the drive wheels 37 via the planetary gear unit 13, the counter drive gear 15, and the counter driven gear 31. Since the rotation thus transmitted can be transmitted to the drive wheel 37 via the counter driven gear 31, the hybrid vehicle can be driven by driving the engine 11 and the drive motor 25.

The inverters 28 and 29 are connected to the capacitor 43 via the first switch SW1. When the first switch SW1 is on, a direct current is passed from the capacitor 43 to the inverter 29. Or supplied from the inverter 28 to the capacitor 43. Each of the inverters 28 and 29 includes a plurality of, for example, six transistors as switching elements, and each transistor is united to form a transistor module (IGBT) for each phase. . A smoothing capacitor C is connected between the capacitor 43 and the inverters 28 and 29.

Incidentally, a vehicle control device 51 is provided in order to control the entire vehicle drive device. The vehicle control device 51 is connected to an engine control device 46, a generator control device 47 as a first electric machine control device, and a drive motor control device 49 as a second electric machine control device. Each of the vehicle control device 51, the engine control device 46, the generator control device 47, and the drive motor control device 49 includes a CPU, a recording device, and the like not shown, and functions as a computer according to a predetermined program, data, and the like.

The engine control device 46 sends an instruction signal such as a throttle opening degree and a valve timing to the engine 11 in order to control the engine 11. Further, the generator control device 47 sends a drive signal SG1 to the inverter 28 in order to control the generator 16. And The drive motor control device 49 sends a drive signal SG 2 to the inverter 29 in order to control the drive motor 25. The engine control device 46, the generator control device 47, and the drive motor control device 49 are connected to the lower control device located below the vehicle control device 51. The vehicle control device 51 uses the engine control device 46, the generator A higher-order control device located above the control device 47 and the drive motor control device 49 is configured.

[0027] The inverter 28 is driven in accordance with the drive signal SG1, receives a direct current from the capacitor 43 at the time of driving, generates currents IGU, IGV, IGW of each phase, and currents IGU, IGV, IGW is supplied to the generator 16, receives currents IGU, IGV, and IGW of each phase from the generator 16 during regeneration, generates a DC current, and supplies it to the capacitor 43.

[0028] Similarly, the inverter 29 is driven in accordance with the drive signal SG2, and receives a DC current from the capacitor 43 during driving to generate currents IMU, IMV, IMW of each phase, and currents IMU of each phase. , IMV, IMW are supplied to the drive motor 25, receive currents IMU, IMV, IMW of each phase from the drive motor 25 during regeneration, generate DC current, and supply it to the capacitor 43.

[0029] Then, 44 is a state of the capacitor 43, that is, a remaining amount detecting unit for detecting the remaining amount of capacitor SOC as a remaining charged amount, and 53 is a vehicle speed as a vehicle speed detecting unit for detecting the vehicle speed V of the hybrid type vehicle. 54, an accelerator pedal as an acceleration operation member, 55 an accelerator switch as an acceleration operation detection unit for detecting the position (depression amount) of the accelerator pedal 54, that is, an accelerator pedal position AP, 61 as a braking operation member The brake pedal 62 is a brake switch as a braking operation detection unit for detecting the position (depression amount) of the brake pedal 61, that is, the brake pedal position BP.

[0030] The vehicle control device 51 determines the engine speed, that is, the engine target speed NE * representing the target value of the engine speed NE, the torque of the generator 16, that is, the target value of the generator torque TG. The generator target torque TG * as the first electric machine target torque to be expressed, and the torque of the drive motor 25, that is, the drive motor target torque TM * as the second electric machine target torque to express the target value of the drive motor torque TM The generator control device 47 sets the rotation speed of the counter drive gear 15, that is, the generator target rotation speed NG * as the first electric machine target rotation speed that represents the target value of the generator rotation speed NG. Then, the drive motor control device 49 sets a drive motor torque correction value δ TM representing a correction value of the drive motor torque TM.

Next, the operation of the electric vehicle drive control device having the above configuration will be described.

[0032] First, vehicle request torque determination processing means (not shown) of the vehicle control device 51 performs vehicle request torque determination processing. The accelerator pedal position AP is transferred from the accelerator switch 55, the brake pedal position BP is transferred from the brake switch 62, and the vehicle speed sensor. The vehicle speed V is read from 53, and the vehicle required torque TO * required to drive the hybrid type vehicle, which is set in advance corresponding to the accelerator pedal position AP, the brake pedal position BP, and the vehicle speed V, is determined.

Next, the vehicle control device 51 determines whether or not the vehicle required torque TO * is greater than the maximum value TMmax of the drive motor torque TM. When the vehicle required torque TO * is larger than the maximum value TMmax, the vehicle control device 51 determines whether or not the engine 11 is stopped, and when the engine 11 is stopped, the vehicle control device 51 performs a sudden acceleration (not shown). The control processing means performs a rapid acceleration control process and drives the drive motor 25 and the generator 16 to run the hybrid vehicle.

[0034] Further, when the vehicle required torque TO * is equal to or less than the maximum value TMmax, and when the vehicle required torque TO * is larger than the maximum value TMmax and the engine 11 is not stopped, the vehicle control device 51 is illustrated. The driver request output calculation processing means that is not performed performs a driver request output calculation process, and multiplies the vehicle request torque TO * and the vehicle speed V to express the driver request output PD that represents the output required by the driver.

PD = TO *

Is calculated.

Next, a capacitor charge / discharge request output calculation processing means (not shown) of the vehicle control device 51 performs a capacitor charge / discharge request output calculation process, reads the capacitor remaining amount SOC from the remaining amount detection unit 44, and Based on the remaining SOC of the capacitor, the capacitor charge / discharge request output PC, which represents the output required from the charge state of the capacitor 43, is calculated.

Subsequently, the vehicle request output calculation processing means (not shown) of the vehicle control device 51 includes a vehicle Perform both required output calculation processing and add the driver required output PD and the capacitor charge / discharge required output PC

The vehicle request output PO that represents the output required to drive the hybrid vehicle

PO = PD + PC

Is calculated.

[0037] Next, the engine control state setting processing means (not shown) of the vehicle control device 51 performs engine target operation state setting processing, and is recorded in a recording device (not shown) of the vehicle control device 51. Referring to the engine target operating state map, the point at which the vehicle required output PO and the optimum fuel consumption curve L at which the efficiency of the engine 11 at each accelerator pedal position AP is highest intersects the engine 11 in the engine target operating state. The engine torque TE at the operating point is determined as the engine target torque TE * representing the target value of the engine torque TE, and the engine rotational speed NE at the operating point is determined as the engine target rotational speed NE. The engine target rotational speed NE * is sent to the engine control unit 46.

[0038] Then, the engine control device 46 refers to an engine drive region map (not shown) of the engine control device 46, and records whether or not the engine 11 is placed in the drive region. If the engine 11 is placed in the driving area and the engine 11 is driven! /, The engine control processing means (not shown) of the engine control device 46 performs engine control processing. Control engine 11.

[0039] In addition, even when the engine 11 is placed in the drive region, the engine 11 is driven! /, !!, in the case where the engine controller 46 is not shown! /, Engine start control The processing means performs an engine start control process and starts the engine 11. Further, when the engine 11 is being driven even though the engine 11 is not placed in the drive region, the engine stop control processing means (not shown) of the engine control device 46 performs engine stop control processing. Then, the drive of the engine 11 is stopped.

[0040] When the engine 11 is not placed in the drive region and the engine 11 is not driven, a drive motor target torque calculation processing means (not shown) of the vehicle control device 51 is shown. Performs a drive motor target torque calculation process, calculates and determines the vehicle required torque TO * as the drive motor target torque TM *, and sends the drive motor target torque TM * to the drive motor controller 49. Drive motor control processing means (not shown) of the drive motor control device 49 performs drive motor control processing and performs torque control of the drive motor 25.

Next, a generator target rotation speed calculation processing means (not shown) of the generator control device 47 performs a generator target rotation speed calculation process, reads the rotor position θ M of the drive motor 25, and the rotor position θ M The ring gear rotational speed NR of the planetary gear unit 13 is calculated based on the engine target operating speed NE * determined in the engine target operating state setting process, and the rotational speed NR and the engine target rotational speed NE * are read. Calculate and determine the generator target rotational speed NG *.

[0042] Then, generator rotation speed control processing means (not shown) of the generator control device 47 performs generator rotation speed control processing, reads the generator target rotation speed NG *, and Read the generator rotation speed NG calculated based on the rotor position Θ G, and perform PI control based on the difference rotation speed Δ NG between the generator target rotation speed NG * and the generator rotation speed NG! Calculate and determine the generator target torque TG *.

[0043] Next, the generator torque control processing means (not shown) of the generator control device 47 performs generator torque control processing and torque control of the generator 16.

[0044] Next, the drive motor target torque calculation processing means subtracts the drive shaft torque TR / OUT generated on the output shaft of the drive motor 25 from the vehicle required torque TO * to drive the vehicle. The excess / shortage of the shaft torque TR / OUT is calculated and determined as the drive motor target torque TM *.

Then, the drive motor control processing means performs torque control of the drive motor 25 based on the determined drive motor target torque TM * to control the drive motor torque TM.

[0046] By the way, in general, an ordinary passenger car needs an output of about 60 [kW / kg] at high load. Therefore, as described above, in the present embodiment, the capacitor 43 having a high output density is used, the engine 11 is driven as necessary, and the output from the engine 11 is used. In the present embodiment, the capacitor 43 has a weight of about 10 [kg] and an output density of 3000 [kW / kg] or more. Gasochemical capacitors are used and permanently installed in hybrid vehicles.

[0047] However, as the capacitor 43, a capacitor having an energy density of 20 [kWh / kg] or more is used, but it is not high enough to increase the cruising distance.

Therefore, the primary battery 33 is connected to the capacitor 43 via a DC / DC converter 32 as a direct current transformer, and the power of the capacitor 43 is the same as after the hybrid vehicle is driven with a high load. When the remaining capacity of the capacitor SOC is reduced, the current of the primary battery 33 is supplied to the capacitor 43.

[0049] For this purpose, a second switch SW2 and a diode D1 are connected between the DC / DC converter 32 and the primary battery 33, and the remaining amount determination processing means (not shown) of the vehicle control device 51 An amount determination process is performed to read the capacitor remaining amount SOC detected by the remaining amount detecting unit 44, and determine whether the remaining capacitor SOC is less than 70 [%] which is the first threshold value.

[0050] When the remaining capacity SOC of the capacitor is smaller than 70 [%], the charging processing means (not shown) of the vehicle control device 51 performs the charging processing, turns on the second switch SW2, and turns on the primary battery 33. The current is supplied to 43 through the diode D1 and the DC / DC converter 32, and the capacitor 43 is charged. When the remaining capacity SOC of the capacitor becomes larger than the second threshold value of 75 [%], the charging processing means turns off the second switch SW2 and stops the charging of the capacitor 43.

[0051] The output voltage of the primary battery 33 is 100 [V], and the DC / DC converter 32 transforms the output voltage of 100 [V] to 2 to 3 times the voltage. The diode D1 is disposed to prevent current from flowing from the capacitor 43 to the primary battery 33. Further, in the present embodiment, the hysteresis for turning on / off the second switch SW2 is set by setting the remaining capacity SOC of the capacitor to 70 [%] and 75 [%]. Force Since the second switch SW2 is configured in solid state, it is not always necessary to set hysteresis.

[0052] As the characteristics required for the primary battery 33, the energy density per unit weight is 670 [Wh / kg] or more, the energy density per unit volume is (1000 [Wh / L]), and the per unit weight Output density is 170 [W / kgB, and the output density per unit volume is 250 [ W / L]. Further, the actual energy efficiency during traveling is set to 80 [%] or more, preferably 90 [%] or more. The actual energy efficiency is expressed by multiplying the efficiency due to the voltage drop when the first switch SW1 is turned on and the Coulomb efficiency.

Next, a flowchart will be described.

Step S 1 Set 0 to the flag f.

Step S2: It is determined whether the flag f is 1. If the flag f is 1, the process proceeds to step S8. Otherwise, the process proceeds to step S3.

Step S3 Read the remaining SOC of the capacitor.

Step S4 Determine whether the remaining SOC of the capacitor is less than 70 [%]. If the remaining SOC of the capacitor is less than 70 [%]! /, Go to Step S5. If the remaining SOC of the capacitor is more than 70 [%], go to Step S7.

Step S 5 Turn on the second switch SW2.

Step S6 Set flag f to 1 and return.

Step S 7 Turn off the second switch SW2 and return.

Step S8: Determine whether the remaining SOC of the capacitor is greater than 75 [%]. If the remaining capacitor SOC is greater than 75 [%], the process proceeds to step S9, and if the remaining capacitor SOC is 75 [%] or less, the process returns.

Step S 9 Set 0 to the flag f, and proceed to Step S 7.

Next, the structure of the primary battery 33 will be described.

FIG. 3 is a perspective view of a primary battery according to an embodiment of the present invention, FIG. 4 is a perspective view showing a connector portion of the primary battery according to an embodiment of the present invention, and FIG. 5 is an embodiment of the present invention. It is a perspective view of the module in it.

[0056] In the figure, 33 is a primary battery with an output voltage of 100 [V], Mi (i = 1, 2, 3) is a module, 64 is a handle attached to the uppermost module M3, 65 is each module Mi It is a slit for the guide formed over. The primary battery 33 is formed as a unit by stacking and integrating two to three, in this embodiment three modules Mi, so that the handle 64 can be gripped and transported. . Further, the primary battery 33 is a hybrid battery in which each module Mi is aligned by the slit 65. It is detachably attached to a predetermined portion of the main body of the type vehicle.

Each module Mi is connected in parallel to the DC / DC converter 32 (FIG. 1) via connectors 66 and 67. Each module Mi has a diameter of about 100 [mm], a height of about 150 [mm], and the primary battery 33 has a height of about 500 [mm]. When the primary battery 33 is formed of two modules, the height of the primary battery 33 is rubbed by about 350 mm [mmB]. At this time, the weight of the primary battery 33 is set to about 6 [kg]. In order to facilitate the handling of the primary battery 33, the weight of the primary battery 33 should be not less than l [kg] and not more than 10 [kg]. preferable.

[0058] When a plurality of the primary batteries 33 are mounted on the main body of the hybrid type vehicle so that the total weight is about 30 [kg], 150 to 200 [km] in EV traveling that drives only the drive motor 25 Can travel the cruising range of. Therefore, carbon dioxide emissions and gasoline consumption can be significantly suppressed. Furthermore, if a gasoline tank with a capacity of about 30 [L] is installed and the engine 11 is driven as required, the vehicle can travel a total cruising distance of about 600 to 700 ¾111]. In this case, the volume occupied by the primary battery 33 and the gasoline tank is about 50 [L]. Therefore, it is possible to obtain a cruising distance and interior space that is almost the same as conventional gasoline vehicles.

[0059] Since the primary battery 33 requires a very high energy density, the following configuration is used.

To be. That is, as shown in FIG. 5, one cell is formed by sandwiching the separator Sp between the positive electrode Pp and the negative electrode Pm, and 30 cells are filled in the electrolytic solution and sealed in the sealed container 69. Each module Mi is formed by stacking these cells and connecting them in series. The output voltage of each module Mi is set to 100 [V]. In addition, a metal sheet can be sandwiched between the cells. The separator Sp is formed of a resin such as polypropylene.

[0060] Note that, if necessary, in each module Mi, the output voltage can be set to about 10 [V] by stacking two to three cells to form a winding type configuration. In that case, the DC / DC converter 32 performs a transformation of 20 to 30 times.

[0061] Examples of the positive electrode Pp include graphite fluoride, metal oxides (such as copper oxide and manganese dioxide), and gold. Metal sulfides (such as iron sulfide) can be used. As the negative electrode Pm, alkaline earth metals (metal magnesium, metal calcium, etc.) can be used. The electrolytes include organic electrolytes containing alkaline earth metal ions (magnesium perchlorate / propylene carbonate solution (MgCIO / PC), calcium perchlorate / propylene carbonate solution).

Four

It is possible to use liquid (CaCIO / PC) etc.

Four

[0062] When the fluorinated graphite is used as the positive electrode Pp, the metallic calcium is used as the negative electrode Pm, and the calcium perchlorate / propylene carbonate solution is used as the electrolytic solution, the reaction formula when the primary battery 33 is discharged is as follows. is there.

[0063] Negative electrode nCa → nCa ²⁺ + 2ne—

Positive electrode (CF) n + ne— → nC + nF—

nCa + 2 (CF) n → 2nC + nCaF

Further, when copper oxide is used as the positive electrode Pp, metallic calcium is used as the negative electrode Pm, and a calcium perchlorate / propylene carbonate solution is used as the electrolytic solution, the reaction formula when the primary battery 33 is discharged is as follows.

[0064] Negative electrode Ca → Ca ²⁺ + 2e—

Positive electrode CuO + 2e——Cu + O ^

Ca + CuO → Cu + CaO

When iron sulfide is used as the positive electrode Pp, metallic calcium is used as the negative electrode Pm, and a calcium perchlorate / propylene carbonate solution is used as the electrolytic solution, the reaction formula when the primary battery 33 is discharged is as follows.

[0065] Negative electrode 2Ca → 2Ca ²⁺ + 4e—

Positive electrode FeS + 4e- → Fe + 2S—

2.

2Ca + FeS → Fe + 2CaS

Next, a method for collecting and regenerating the primary battery 33 will be described.

[0066] For example, when using copper oxide as the positive electrode Pp, calcium metal as the negative electrode Pm, and calcium perchlorate / propylene carbonate solution as the electrolyte, among the active materials excluding the electrolyte and the separator Sp, calcium oxide And metallic copper remains as a residue.

[0067] After the calcium oxide is dissolved and separated with a weak acid or water, hydrochloric acid is added to the calcium chloride. Can generate S Metallic calcium can be generated by melting (salt) electrolysis of calcium chloride, and copper oxide can be generated by oxidizing metallic copper. In addition, it is preferable to use late-night power or the like as the power for generating metallic calcium by melting electrolysis. In the melting electrolysis, calcium chloride to be electrolyzed

Thus, after dissolution, electrolytic separation is performed.

[0068] For example, when the active materials are CaO and Cu, calcium chloride is generated as represented by the following formula.

[0069] CaO + 2HCl → CaCl + H 2 O

Further, metallic calcium is generated as represented by the following formula.

[0070] CaCl → Ca + Cl

And copper oxide is produced | generated so that it may be represented with the following formula | equation.

[0071] 2Cu + 0 → 2CuO

Therefore, it is possible to regenerate the copper oxide used for the positive electrode Pp and the metallic calcium used for the negative electrode Pm.

Thus, in the present embodiment, since the output density of the capacitor 43 is high, the hybrid vehicle can be driven at a high load, and the energy density of the primary battery 33 is high, so the primary battery 33 This is the power to increase the cruising distance by supplying this current to the capacitor 43.

[0073] Further, since the volume occupied by the primary battery 33 and the gasoline tank is small, the hybrid vehicle can be downsized.

[0074] Further, in a normal driving pattern (city driving, high-speed cruise, etc.), an average of 5

Since the output of [kW] is sufficient, it is possible to drive the hybrid vehicle by driving only the drive motor 25, except when traveling at a high load continues for a long time (for example, 30 seconds or more). Therefore, since the time during which the engine 11 is driven can be extremely shortened, the influence on the environment can be reduced.

In the present embodiment, the force described for the hybrid type vehicle can be applied to other electric vehicles such as an electric vehicle. It should be noted that the present invention is not limited to the above-described embodiment, and can be variously modified based on the gist of the present invention, and does not exclude the scope of the present invention.

Claims

The scope of the claims

[1] an electric machine, an inverter for driving the electric machine, and connected to the inverter

A secondary battery that supplies electric current to the electric machine, a primary battery that is connected to the secondary battery and has a lower output density and a higher energy density than the secondary battery, and detects a remaining charge of the secondary battery. An electric vehicle comprising: a remaining amount detecting unit that performs charging, and a charging processing unit that supplies current from the primary battery to the secondary battery when the remaining charge becomes smaller than a threshold value, and charges the secondary battery.

[2] The electric vehicle according to [1], wherein a transformer is connected between the secondary battery and the primary battery.

3. The electric vehicle according to claim 1, wherein the primary battery is formed by stacking cells formed by sandwiching a separator between a positive electrode and a negative electrode in an electrolytic solution.

[4] Vehicle request output calculation processing means for calculating a vehicle request output necessary for driving the electric vehicle, engine target operating state setting processing means for calculating an engine target torque based on the vehicle request output, 2. The electric vehicle according to claim 1, further comprising drive motor control processing means for controlling the drive motor based on the engine target torque.

[5] An electric machine, an inverter for driving the electric machine, a secondary battery connected to the inverter and supplying current to the electric machine, and connected to the secondary battery, the output density from the secondary battery In a control method for an electric vehicle having a primary battery with a low energy density and a low energy density, the remaining charge of the secondary battery is detected, and when the remaining charge becomes smaller than a threshold value, the primary battery changes to the secondary battery. A method for controlling an electric vehicle, characterized by supplying a current and charging a secondary battery.