Electric system for an electric vehicle

Abstract: An electric system for an electric vehicle includes a main battery (1) used for driving the vehicle, an auxiliary battery (6) used for accessories of the vehicle, an AC motor(5) for driving one or more wheels, an inverter(4) for converting DC power supplied from the main battery(1) to AC power to be supplied to the AC motor(5), and an auxiliary battery charging circuit (9) for charging the auxiliary battery (6) by using the AC power from the inverter(4). When charging the auxiliary battery(6), the AC power is insulatedly transformed and then rectified. In another example, an input capacitor(43) in the inverter is charged by a DC-DC converter connected with the auxiliary battery(6) as its power supply when the inverter starts. The system enables the auxiliary battery charging circuit (9) to be small, light and low cost. The system can also charge the auxiliary battery (6) for accessories even when the vehicle is stopping.

Description: The present invention relates to an electric system for an electric vehicle comprising a main battery for driving the vehicle and an auxiliary battery for accessories in which drive power is supplied via an inverter to an AC motor for driving wheels. Fig. 8 shows a conventional electric system for an electric vehicle having a main battery as its power supply. In this figure, reference numeral 1 designates a main battery consisting of a series of a number of unit batteries 100; 2, a main switch; 3, a fuse; 4, an inverter for driving a motor which is PWM (pulse width modulation) controlled; 5, an AC motor. In this electric vehicle, the AC motor 5 is connected to wheels of the vehicle through reduction gears and so on (not shown). Further, reference numeral 6 designates an auxiliary battery for accessories; 7, a charger. The charger 7 comprises a charging circuit for charging the auxiliary battery 6 and an initial charging circuit for charging an input capacitor in the inverter 4 which is provided to absorb higher harmonic current when the inverter 4 operates. Reference numeral 8 denotes a switch for charging. Reference numeral 200 denotes accessories such as lamps and a car radio and the like which use the auxiliary battery 6 as their power supply. In the case of charging the auxiliary battery 6, the charging switch 8 is closed and then the auxiliary battery charging circuit in the charger 7 operates. In the system described above, a three-phase inverter employing transistors is used as the inverter 4 and an induction motor is widely used as the motor 5. Fig. 9 shows an example of a circuit when a three-phase inverter is used as the inverter 4 in which reference numeral 41 denotes transistors, 42 denotes diodes, each of which is connected in antiparallel with each one of the transistors 41, and 43 denotes the input capacitor. Reference numeral 44 denotes AC output terminals connected to the motor 5, and 45 denotes DC input terminals connected to the main battery 1 through the fuse 3 and the main switch 2. Fig. 10 shows a constitution of the charger 7 in Fig. 8. In this example, the charger 7 is constituted by a DC-DC converter. In Fig. 10, reference numeral 70 denotes the auxiliary battery charging circuit and 700, the initial charging circuit for the input capacitor 43 in the inverter 4. In this auxiliary battery charging circuit 70, reference numeral 71 denotes an input capacitor; 72, an inverter; 73, an insulating transformer; 74, a diode rectifier; 75, a smoothing circuit; 76, output terminals connected to the auxiliary battery 6; 77, input terminals connected to the main battery 1 through the switch 8 for charging. Here, the inverter 72 is constituted by a single-phase transistor inverter which is similar to the three-phase transistor inverter 4 in a main circuit. On the other hand, in the initial charging circuit 700, reference numeral 701 denotes an input capacitor; 702, an inverter having the same constitution as that of the inverter 72; 703, an insulating transformer having turns ratio of the primary windings to the secondary windings being 1; 704, a diode rectifier; and 706, output terminals connected to the input capacitor 43 in the inverter 4. The inverter 702 in the initial charging circuit 700 is operated only when the inverter 4 is started and initially charges the input capacitor 43. Further, a protective fuse may be provided on the input side or on the output side of the charger 7, if necessary. In the electric system for an electric vehicle set forth above, the voltage of the auxiliary battery 6 is normally 12 V similarly to automobiles having an internal combustion engine, while the voltage of the main battery 1 is not less than 200 V and might be over 20 times the voltage of the auxiliary battery 6. In such systems, as the input voltage (main battery voltage) applied to the charger 7 for the auxiliary battery 6 is over 20 times the output voltage (auxiliary battery voltage), electrical insulation between the input and output terminals is required for a safety purpose. Accordingly, the conventional charger 7 was forced to use the DC-DC conversion system as mentioned above which included the inverter for inverting DC input power to AC power, the rectifier for converting the AC power to DC power, and the smoothing circuit. This results in that the conventional charging system becomes not only complicated and bulky in structure but also expensive. Since the charger having an auxiliary battery charging circuit, an initial charging circuit for an input capacitor of an inverter and so on is mounted on a vehicle, it is required to be small in size and light in weight like a main circuit for controlling a motor. At the same time, a low cost and highly efficient charging system is desired. GB-A-2 235 836 discloses a charging circuit for an auxiliary battery of an electric vehicle wherein the motor is provided with one or more secondary windings in which a voltage is induced by the main motor windings. The secondary motor windings are connected to a rectifier and a constant voltage circuit to charge the auxiliary battery. It is therefore an object of the present invention to provide an electric system for an electric vehicle which can realize a small, light, low cost and highly efficient charging system by improving the constitution of an auxiliary battery charging circuit. According to the present invention, there is provided an electric system in accordance with claim 1 or claim 6. Further details of the present invention are specified in the subclaims. According to embodiments of the present invention, the auxiliary battery is charged by using AC output voltage of the inverter, by giving attention to the fact that a waveform of the AC output voltage of the inverter for driving the AC motor is a train of pulses, like teeth of a comb, having peak values corresponding to the voltage value of the main battery irrespective of an amount of a RMS (root mean square) value of a fundamental wave, i.e. voltage of the AC motor. Here, Figs. 11 and 12 show AC output voltage waveforms of the inverter. Fig. 11 shows the case that a RMS value of a fundamental wave of the AC output voltage of the inverter is approximately zero. Fig. 12 shows the case that a RMS value of a fundamental wave of the AC output voltage of the inverter is approximately maximum. It is understood from these figures that the AC output voltage of the inverter is a train of pulses whose peak values are always equal to the voltage V B of the main battery. In addition, the AC output voltage of the inverter only varies the width of the pulses in response to a RMS value of its fundamental wave. A pulse repetition rate of the train of pulses set forth above corresponds to a PWM (pulse width modulation) carrier frequency of the inverter, and also an alternating frequency of the train of pulses corresponds to a fundamental frequency of the inverter, i.e. a frequency of the AC motor. According to first and second embodiments of the invention, DC power is obtained by connecting the auxiliary battery charging circuit which includes an insulating and step-down transformer, a rectifier and so on, to the AC output side of the inverter. This DC power thus charges the auxiliary battery. Moreover, a third embodiment of the invention further comprises an initial charging circuit having a DC-DC converter to which DC power is supplied from the auxiliary battery. The initial charging circuit initially charges the input capacitor in the inverter when the inverter starts. According to claim 6, the auxiliary battery is charged by using AC output phase voltage of the inverter, by giving the attention to the fact that a waveform of the AC output phase voltage of the inverter, in other words, a waveform of the voltage between a one terminal of the AC output side of the inverter and the middle terminal of the main battery is a train of pulses, like teeth of a comb, having peak values corresponding to 1/2 the voltage value of the main battery irrespective of an amount of a RMS value of a fundamental wave, i.e. voltage of the AC motor. Here, Figs. 13 and 14, which correspond to Figs. 11 and 12, respectively, show AC output phase voltage waveforms of the inverter. Fig. 13 shows the case that a RMS value of a fundamental wave of the AC output voltage of the inverter is approximately zero. Fig. 14 shows the case that a RMS value of a fundamental wave of the AC output voltage of the inverter is approximately maximum. It is understood from these figures that the AC output phase voltage of the inverter is a train of pulses whose peak values are always equal to half the voltage V B of the main battery. In addition, the AC output phase voltage of the inverter only varies the width of the pulses in response to a RMS value of its fundamental wave. A pulse repetition rate of the train of pulses set forth above corresponds to a PWM carrier frequency of the inverter, and also an alternating frequency of the train of pulses corresponds to a fundamental frequency of the inverter, i.e. a frequency of the AC motor, as previously mentioned. According to claim 6, the primary side of the insulating transformer in the auxiliary battery charging circuit is connected with the one terminal of the inverter at its AC output side and the middle terminal of the main battery, while the secondary side of the insulating transformer is connected with the auxiliary battery via the rectifier and the smoothing circuit, so that the auxiliary battery is charged by using the AC output phase voltage of the inverter. According to the first and second embodiments of the invention, pulse like voltage, which has peak values corresponding to the voltage value of the main battery, is generated at the AC output side of the inverter for driving the motor irrespective of load conditions of the inverter. This pulse like voltage is dropped down to the voltage of the auxiliary battery by the step-down transformer and rectified by the rectifier, and then used to charge the auxiliary battery. Therefore, the auxiliary battery is always charged during operation of the inverter. Further, minimum charging voltage for the auxiliary battery is 1/n the voltage of the main battery when the depth of discharge is 100 %, and maximum charging voltage for the auxiliary battery is 1/n the voltage of the main battery when the depth of discharge is 0 %, where n is voltage ratio of the step-down transformer. As the type of the auxiliary battery is the same as that of an unit battery of the main battery, voltage ratio of the step-down transformer can be selected to be equal to the number of unit batteries, resulting in that voltage value of the auxiliary battery is always maintained between voltage values of the unit battery when the depth of discharge is 100 % and 0 %, respectively. In the third embodiment of the invention, the DC-DC converter which charges the input capacitor in the inverter by using the auxiliary battery as its power supply is operated only when the inverter starts or restarts. After the capacitor is charged up to a predetermined voltage level, the operation of the DC-DC converter is stopped. According to the claim 6, pulse like voltage, which has peak values corresponding to half the voltage value of the main battery, is generated between the one terminal of the inverter at its AC output side and the middle terminal of the main battery irrespective of load conditions of the inverter. This pulse like voltage is dropped down to the voltage of the auxiliary battery by the step-down transformer and rectified by the rectifier, and then used to charge the auxiliary battery. Therefore, the auxiliary battery is always charged during operation of the inverter. In addition, even when the inverter is under non-operating conditions, it is possible to charge the auxiliary battery by operating only one phase of the inverter to which the charging circuit is connected. In other words, it is possible to charge the auxiliary battery when the motor does not rotate and the vehicle stops. According to the present invention, since the auxiliary battery charging circuit can be constituted by only the insulating transformer, the rectifier and the smoothing circuit, the number of components can be reduced in comparison with the conventional circuit. In addition, since the auxiliary battery charging circuit does not have a DC-DC converter, it is not necessary to control semi-conductor switching elements. Due to the fact mentioned immediately above, a small, light and low cost auxiliary battery charging circuit can be realized. This makes the auxiliary battery charging circuit highly practicable as equipment mounted on an electric vehicle. In a conventional automobile having an internal combustion engine, a battery is always charged by a generator during operation of the engine. According to the present invention, since the auxiliary battery is likewise always charged during operation of the electric vehicle, that is, during operation of the inverter, drivers do not have a feeling of disorder. Moreover, according to the first and second embodiments of the invention, in the case that an inverter is of three-phase, it is possible to charge the auxiliary battery by operating only two phases thereof without rotating the motor, i.e. without traveling the vehicle. Further, according to claim 6, it is possible to charge the auxiliary battery by operating only one phase of the three-phase inverter. As discussed above, since it is essential for the auxiliary battery charging circuit of the electric vehicle to enable to charge the auxiliary battery without rotating the motor, i.e. without traveling the vehicle, the electric system according to the invention is highly practicable. This also can contribute to ensure the safety of the system in which, for example, the main battery and the auxiliary battery are charged while the vehicle is stopping. In particular, according to the second aspect of the invention, since the input capacitor in the inverter is charged by the DC-DC converter connected with the auxiliary battery as its power supply, there are provided the following advantages. Namely, it is possible to use semi-conductor switching elements for low voltage because the inverter in the DC-DC converter (initial charging circuit) is rated at the voltage level of the auxiliary battery. Further, since there are provided the step-up transformer and the diode rectifier only on the AC output side of this inverter, it is possible to make the initial charging circuit small and light. As a result, the initial circuit like the auxiliary battery charging circuit has a significant practical advantage as equipment mounted on an electric vehicle. The above and other objects, effects, features and advantages of the present invention will become more apparent from the following description of the embodiments thereof taken in conjunction with the accompanying drawings. Fig. 1 is a block diagram of a first embodiment of the present invention; Fig. 2 is a circuit diagram showing an auxiliary battery charging circuit in Fig. 1; Fig. 3 is a block diagram of a second embodiment of the present invention; Fig. 4 is a graph showing relationship between currents and voltages when a main battery and an auxiliary battery are charged and discharged, respectively; Fig. 5 is a block diagram of a third embodiment of the present invention; Fig. 6 is a circuit diagram showing an initial charging circuit in Fig. 5; Fig. 7 is a block diagram of a fourth embodiment of the present invention; Fig. 8 is a block diagram showing a conventional charging system; Fig. 9 is a circuit diagram showing the arrangement of an inverter commonly used for the conventional system and for the embodiments of the present invention; Fig. 10 is a circuit diagram showing a charger in Fig. 8; Fig. 11 illustrates a waveform of an output voltage of the inverter of Fig. 8; Fig. 12 illustrates a waveform of an output voltage of the inverter of Fig. 8; Fig. 13 illustrates a waveform of an output phase voltage of the inverter of Fig. 7; and Fig. 14 illustrates a waveform of an output phase voltage of the inverter of Fig. 7. The invention will now be described with reference to the accompanying drawings. Fig. 1 shows an arrangement of a first embodiment of the present invention. In this figure, the same reference numerals designate the same or corresponding elements in Fig. 8. In Fig. 1, an auxiliary battery charging circuit 9 is connected with the AC output side of an inverter 4 and an auxiliary battery 6, respectively. Here, accessories such as lamps and a car radio which use the auxiliary battery 6 as its power supply are not shown for the clarity. Fig. 2 shows an internal constitution of the auxiliary battery charging circuit 9. In this figure, reference numeral 95 denotes input terminals connected to the AC output side of the inverter 4; 91, an insulating step-down transformer which primary side is connected to the input terminals 95. In this embodiment, since the inverter 4 is of three-phase the step-down transformer 91 and a rectifier 92 described below are also of three-phase. The rectifier 92 which is connected to the secondary side of the step-down transformer 91 may be a diode rectifier in general. A smoothing circuit 93 connected to the DC output side of the rectifier 92 consists of a reactor 931 and a capacitor 932 for smoothing a charging current of the auxiliary battery 6. Output terminals 94 are connected to the auxiliary battery 6. On the input side or output side of the auxiliary battery charging circuit 9, a protective fuse (not shown) is inserted as needed. Fig. 3 shows the arrangement of a second embodiment of the present invention. In this figure, the same reference numerals designate the same or corresponding elements in Figs. 1 and 2. The first embodiment shown in Figs. 1 and 2 charges the auxiliary battery 6 by utilizing three-phase output of the inverter 4. On the other hand, the second embodiment charges the auxiliary battery 6 by utilizing single-phase output. Namely, reference numeral 90 designates an auxiliary battery charging circuit of single-phase in which reference numeral 901 denotes a single-phase and insulating step-down transformer; 902, a single-phase rectifier; and 903,a smoothing circuit consisting of a reactor 9031 and a capacitor 9032. According to the second embodiment, since the auxiliary battery charging circuit 90 can be constructed with single-phase specifications in contrast to the first embodiment, the step-down transformer 901, the rectifier 902 and so on can be simplified. As a result, a small, light weight and low cost charging circuit 90 can be realized. Moreover, as a method for driving the auxiliary battery charging circuit 90, it is preferable to supply the AC output of single-phase to the charging circuit 90 in such a manner that the inverter 4 is operated with only two phases, not with all three phases. As a result, it is possible to charge the auxiliary battery 6 without rotating the AC motor 5, that is, without traveling the electric vehicle. Here, as the voltage of the unit battery 100 of the main battery 1 is equal to that of the auxiliary battery 6 in the first and second embodiments, turn ratio (voltage ratio) "a" of the primary winding turns to the secondary winding turns in the step-down transformer 91, 901 is selected as follows: a = n 1 / n 2 = m where n 1 = the number of primary winding turns n 2 = the number of secondary winding turns m = the number of unit batteries 100 in series The relationship between the main battery voltage and the auxiliary battery voltage in this case is shown in Fig. 4. In this figure, lines [1] and [2] show the relationship between charge-discharge current I B of the main battery 1 and battery voltage V B when the depth of discharge is 100 %, and 0 %, respectively. Point "A" on line [1] represents minimum voltage V Bm min (discharge current I B1 ) and point "B" on line [2] represents maximum voltage V Bm max (charge current I B2 ). On the other hand, lines [1'] and [2'] show the relationship between charge-discharge current I B of the auxiliary battery 6 and battery voltage V B when the depth of discharge is 100 %, and 0 %, respectively. Since the auxiliary battery 6 is identical with the unit battery 100, charge-discharge current values are nearly equal to those of the main battery 1. Point "A'" on line [1'] represents minimum voltage V Ba min (discharge current I B1 ) and point "B'" on line [2'] represents maximum voltage V Ba max (charge current I B2 ). Here, since the voltage ratio of the step-down transformer 91,901 is selected as defined in equation (1) set forth above, the minimum voltage V Ba min and the maximum voltage V Ba max of the auxiliary battery 6 are, respectively, as follows: V Ba min = V Bm min / m V Ba max = V Bm max / m As described above, in these embodiments regulation in the voltage of the auxiliary battery 6 is equal to that of the main battery 1. Fig. 5 shows an embodiment with respect to the second aspect of the invention. This embodiment further comprises an initial charging circuit 10 for charging the input capacitor 43 in the inverter 4 in addition to the embodiment in Fig. 1. The same reference numerals designate the same or corresponding elements in Fig. 1. The initial charging circuit 10, which substantially consists of a DC-to-DC converter, charges the input capacitor 43 by utilizing the auxiliary battery 6 as its power supply. Fig. 6 shows the arrangement of the initial charging circuit 10 described above. In this figure, reference numeral 105 denotes input terminals connected to the auxiliary battery 6; 102, an input capacitor for smoothing; 101, an inverter; 103, an insulating step-up transformer; 104, a rectifier; 106, output terminals connected to the input capacitor 43 in the inverter 4. Although the inverter 101 shown in Fig. 6 is of single-phase inverter, it may be of three-phase. In this embodiment, the inverter 101 operates only when the input capacitor 43 is charged in starting the inverter 4. A switch or a protective fuse (not shown) can be inserted on the input side or the output side of the initial charging circuit 10 as required. Moreover, although the charging circuit 9 for the auxiliary battery 6 in the embodiment shown in Fig. 5 is of three-phase, it may be of single-phase as in the case of the embodiment shown in Fig. 3. Fig. 7 shows an embodiment according to the invention in which the primary side of the insulating step-down transformer 901 in the auxiliary battery charging circuit 90 shown in Fig. 3 are connected to a one terminal of the inverter 4 at the AC output side thereof and the middle terminal 1C of the main battery 1 at which voltage is half the voltage of the main battery 1. A switch or a protective fuse (not shown) can be inserted on the input side or the output side of the auxiliary battery charging circuit 90 as required. In this embodiment, the phase voltage of the inverter 4 at the AC output side thereof is a train of pulses having a peak value which is 1/2 voltage value of the main battery 1 independently of operating conditions of the inverter 4 as shown in Figs. 13 and 14, so that the auxiliary battery 6 is charged by utilizing the phase voltage. Here, as the unit battery 100 of the main battery 1 and the auxiliary battery 6 are the same type and have the same voltage, turn ratio (voltage ratio) "a" of the primary winding turns to the secondary winding turns in the step-down transformer 91,901 is selected according to the following equation (4): a = n 1 / n 2 = m / 2 where n 1 = the number of primary winding turns n 2 = the number of secondary winding turns m = the number of unit batteries 100 in series Here, the relationships in voltage and current between the main battery 1 and the auxiliary battery 6 are the same as those shown in Fig. 4, and the details are omitted to avoid redundancy. In this embodiment, even when a vehicle stops under non-operating conditions of the motor 5, it is possible to charge the auxiliary battery 6 by operating only the one-phase of the inverter 4 to which is connected the charging circuit 90. Although specific embodiments of an electric system for an electric vehicle constructed in accordance with the present invention have been disclosed, it is not intended that the invention be restricted to either the specific configurations or the uses disclosed herein.

Claims: An electric system for an electric vehicle comprising: a main battery (1) used for driving the vehicle, said main battery having a plurality of unit batteries (100) and providing a first voltage; an auxiliary battery (6) used for accessories of the vehicle, said auxiliary battery being of the same kind and having the same voltage as a unit battery of said main battery and providing a second voltage, said first voltage being n times said second voltage, wherein n designates the number of unit batteries of said main battery (1); an AC motor (5) for driving one or more wheels of the vehicle; an inverter (4) for converting DC power supplied from said main battery (1) to AC power for supply to said AC motor (5); and charging means (9; 90) being separately constructed from the AC motor, for charging said auxiliary battery (6) by using the AC power from said inverter, said charging means for the auxiliary battery comprising a step-down insulating transformer (91; 901) directly connected to the AC output side of said inverter and having a turn ratio of n, for reducing the output voltage of said inverter to the charging voltage of said auxiliary battery, a rectifier (92; 902) directly connected to the secondary side of said transformer (91; 901), and a smoothing circuit (93; 903) which is directly connected between the output side of said rectifier (92; 902) and the auxiliary battery (6). An electric system for an electric vehicle as claimed in claim 1, characterized in that the number of phase of said insulating transformer (91; 901) and said rectifier (92; 902) is equal to that of said inverter (4). An electric system for an electric vehicle as claimed in claim 1, characterized in that said insulating transformer (91; 901) and said rectifier (92; 902) are of single-phase. An electric system for an electric vehicle as claimed in claim 3, characterized in that said inverter (4) is of three-phase and only two phases of three are operated so as to charge said auxiliary battery (6). An electric system for an electric vehicle as claimed in any of the preceding claims, further characterized by comprising a DC-DC converter (10) to which DC power is supplied from said auxiliary battery (6), and an input capacitor (43) in said inverter (4), said DC-DC converter (10) initially charging said input capacitor (43) in said inverter (4) when said inverter starts. An electric system for an electric vehicle comprising: a main battery (1) used for driving the vehicle, said main battery having a plurality of unit batteries (100) and providing a first voltage; an auxiliary battery (6) used for accessories of the vehicle, said auxiliary battery being of the same kind and having the same voltage as a unit battery of said main battery and providing a second voltage, said first voltage being n times said second voltage, wherein n designates the number of unit batteries of said main battery (1); an AC motor (5) for driving one or more wheels of the vehicle; an inverter (4) for converting DC power supplied from said main battery (1) to AC power for supply to said AC motor (5); and charging means (9; 90) being separately constructed from the AC motor, for charging said auxiliary battery (6) by using a phase voltage of the AC power from said inverter, said charging means for the auxiliary battery comprising a step-down insulating transformer (91; 901) directly connected to the AC output side of said inverter and having a turn ratio of n/2, for reducing the output voltage of said inverter to the charging voltage of said auxiliary battery, a rectifier (92; 902) directly connected to the secondary side of said transformer (91; 901), and a smoothing circuit (93; 903) which is directly connected between the output side of said rectifier (92; 902) and the auxiliary battery (6), wherein the primary side of said insulating transformer (901) is connected with a terminal of the AC power side of said inverter (4) and the middle terminal (1C) of said main battery (1). An electric system for an electric vehicle as claimed in claim 6, characterized in that only one phase of said inverter (4) whose terminal is connected with said charging means (90) is operated so as to charge said auxiliary battery (6) in the state that said AC motor does not operate.

Inventors: FUJITA KOUETSU, ITO YOSHIO, KINOSHITA SHIGENORI, MOTOYOSHI OSAMU, YANASE TAKAO, FUJITA, KOUETSU, ITO, YOSHIO, KINOSHITA, SHIGENRI, MOTOYOSHI, OSAMU, YANASE, TAKAO, Fujita, Kouetsu, c/o Fuji Electric Co.,Ltd., Ito, Yoshio, c/o Fuji Electric Co.,Ltd., Kinoshita, Shigenori, c/o Fuji Electric Co.,Ltd., Motoyoshi, Osamu, c/o Fuji Electric Co.,Ltd., Yanase, Takao, c/o Fuji Electric Co.,Ltd.
Applicants: FUJI ELECTRIC CO LTD, FUJI ELECTRIC CO., LTD.
Application year: 1993
Main classification: B60L11
IPC codes: B60L11, H02M7, H02J7, B60L1