JP2002042900A - Power system for traveling vehicle - Google Patents
Power system for traveling vehicleInfo
- Publication number
- JP2002042900A JP2002042900A JP2000231620A JP2000231620A JP2002042900A JP 2002042900 A JP2002042900 A JP 2002042900A JP 2000231620 A JP2000231620 A JP 2000231620A JP 2000231620 A JP2000231620 A JP 2000231620A JP 2002042900 A JP2002042900 A JP 2002042900A
- Authority
- JP
- Japan
- Prior art keywords
- secondary battery
- traveling vehicle
- aqueous secondary
- power supply
- supply system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、自動車等に使用さ
れる走行車両用電源システムに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power supply system for a traveling vehicle used for an automobile or the like.
【０００２】[0002]
【従来の技術】従来、自動車には１２Ｖ系鉛蓄電池が搭
載される電源システム（１４Ｖシステム）が用いられて
きた。該１４Ｖシステムでは、１２Ｖ系鉛蓄電池から自
動車のエンジンを始動する起動装置（スターターモー
タ）に電流を供給（放電）し、前記エンジンが始動した
後は、該エンジンの回転力によって作動する発電機から
１２Ｖ系鉛蓄電池に電流が常時供給（充電）される。と
ころが、自動車の減速時のエネルギーは、熱として消費
されていた。近年、１２Ｖ系鉛蓄電池に代って、３６Ｖ
系鉛蓄電池を搭載する新しい電源システム（４２Ｖシス
テム）が提案されている。該４２Ｖシステムでは、自動
車のエンジンを始動する車輌起動装置として、高出力な
モータジェネレータを使用することが可能になり、該モ
ータジェネレータにより、従来、熱として消費されてい
た自動車の減速時におけるエネルギーを、回生エネルギ
ーとして電気エネルギーに変換して３６Ｖ系鉛蓄電池に
電流を回生（充電）し、エネルギー効率を高め、自動車
の燃費向上を可能にしようとするものである。2. Description of the Related Art Conventionally, a power supply system (14V system) equipped with a 12V lead storage battery has been used in automobiles. In the 14V system, a current is supplied (discharged) to a starting device (starter motor) for starting an automobile engine from a 12V lead storage battery, and after the engine is started, a generator operated by the rotational force of the engine is used. A current is constantly supplied (charged) to the 12V lead storage battery. However, the energy at the time of deceleration of the car was consumed as heat. In recent years, instead of 12V lead-acid batteries, 36V
A new power supply system (42V system) equipped with a system lead storage battery has been proposed. In the 42V system, it is possible to use a high-power motor generator as a vehicle starting device for starting an engine of the vehicle, and the motor generator can use the energy that was conventionally consumed as heat during deceleration of the vehicle. It is intended to regenerate (charge) a current into a 36V-based lead-acid battery by converting it into electrical energy as regenerative energy, thereby increasing energy efficiency and improving fuel efficiency of an automobile.
【０００３】[0003]
【発明が解決しようとする課題】しかし、該４２Ｖシス
テムに使用されるモータジェネレータは、３〜４kWと高
出力であり、回生時の電流値は４０〜８０Ａ（２〜４Ｃ
Ａ相当）に達するが、従来の鉛蓄電池で、このような大
電流充電を受け入れることは難しい。即ち、鉛蓄電池
は、充電率が１Ｃ以上の電流値になると充電時の副反応
である水の分解反応が促進され、充電効率が落ちて電池
寿命に悪影響を及ぼすためである。これを、解決するた
めに充電を前記副反応の起こらない領域の定電圧充電に
して制御しようとする提案があったが、すぐに定電圧領
域に達してしまい、回生エネルギーの損失が大きくなっ
てしまう。本発明は、自動車等の走行車輌の減速時にお
けるエネルギーを、回生エネルギーとして充分且つ安全
に受け入れることができる走行車輌用電源システムを提
供することを目的とする。However, the motor generator used in the 42V system has a high output of 3 to 4 kW, and the current value during regeneration is 40 to 80 A (2 to 4 C).
A), but it is difficult for conventional lead-acid batteries to accept such a large current charge. That is, in the lead storage battery, when the charging rate becomes a current value of 1 C or more, the decomposition reaction of water, which is a side reaction at the time of charging, is promoted, and the charging efficiency is reduced, thereby adversely affecting the battery life. In order to solve this, there has been a proposal to control the charging by a constant voltage charging in a region where the side reaction does not occur, but the charging quickly reaches the constant voltage region, and the loss of regenerative energy increases. I will. SUMMARY OF THE INVENTION It is an object of the present invention to provide a power supply system for a traveling vehicle that can sufficiently and safely receive energy during deceleration of a traveling vehicle such as an automobile as regenerative energy.
【０００４】[0004]
【発明が解決するための手段】本発明は、上記目的を達
成するためになされたもので、水溶液系二次電池群と非
水系二次電池群とが並列に接続されている走行車輌用電
源システムであって、該システムは、４２Ｖシステムで
あり、前記非水系二次電池群の充電電圧を４．２Ｖ／セ
ル以下にしたことを特徴とするものである。前記水溶液
系二次電池群は、直列に接続された１８セルの鉛蓄電池
で構成され、前記非水系二次電池群は、直列に接続され
た１０〜１１セルのリチウム二次電池で構成されている
ことが望ましい。また、前記鉛蓄電池は、制御弁式鉛蓄
電池であることが望ましく、前記リチウム二次電池は、
リチウムイオン二次電池であることが望ましい。DISCLOSURE OF THE INVENTION The present invention has been made to achieve the above object, and has a power source for a traveling vehicle in which an aqueous secondary battery group and a non-aqueous secondary battery group are connected in parallel. A non-aqueous secondary battery group having a charging voltage of 4.2 V / cell or less. The aqueous secondary battery group is composed of 18 cells of lead storage batteries connected in series, and the non-aqueous secondary battery group is composed of 10-11 cells of lithium secondary batteries connected in series. Is desirable. Further, it is desirable that the lead storage battery is a control valve type lead storage battery, and the lithium secondary battery is
A lithium ion secondary battery is desirable.
【０００５】[0005]
【発明の実施の形態】以下、本発明を実施例に基づいて
更に詳細に説明するが、本発明は下記実施例に何ら限定
されるものではなく、その要旨を変更しない範囲におい
て、適宜変更して実施することができる。ここで、前記
水溶液系二次電池群又は前記非水系二次電池群とは、水
溶液系二次電池又は非水系二次電池のそれぞれ複数セル
を結合した組電池を意味する。 〔水溶液系二次電池の説明〕本発明で使用する水溶液系
二次電池としては、いわゆる鉛蓄電池、特に制御弁式鉛
蓄電池を例示することができる。この電池は次のように
して準備される。正極には二酸化鉛、負極には海面状鉛
を使用し、正、負極及びガラス繊維セパレータを用い
て、積層した極板群を作製し、角型電槽内に挿入する。
これに制御弁を開放した蓋をつけ、電解液である希硫酸
を注入し、前記制御弁を取付けて電池を密閉化する。 〔非水系二次電池の説明〕本発明で使用する非水系二次
電池としては、いわゆるリチウム二次電池、特にリチウ
ムイオン二次電池が使用可能である。この電池は次のよ
うにして準備される。正極にはリチウムを含んだマンガ
ン酸化物、負極には活物質である炭素粉末を使用し、こ
の正、負極及びセパレータを用いて、捲回式の電極体を
作製し、円筒型電池缶に挿入する。これに電解液を注入
し、正極端子を兼ねる封口体にて密閉する。 〔走行車輌用電源システムの構成〕水溶液系二次電池群
１と非水系二次電池群２とが並列に接続され、モータジ
ェネレータ３を組み合わせた走行車輌用電源システムを
図１に示す。図１中、水溶液系二次電池群１には１８セ
ルからなる３６Ｖ系制御弁式鉛蓄電池（３６Ｖ−１８Ａ
ｈ）が使用され、また、非水系二次電池群２にはリチウ
ムイオン二次電池（３．６Ｖ−３．５Ａｈ）が１０セル
又は１１セル直列で使用され、非水系二次電池群２の電
池電圧としては３６Ｖ又は３９．６Ｖである。モータジ
ェネレータ３から発電される電圧は４２Ｖで、全体とし
て４２Ｖシステムを構成している。従って、非水系二次
電池群２の充電電圧は、４．２Ｖ／セル（４２Ｖ／１０
セル）又は３．８Ｖ／セル（４２Ｖ／１１セル）であ
る。 〔走行車輌用電源システムの作動〕車輌起動時において
は水溶液系二次電池群１からの出力によって起動させ
る。一方、制動時に生じる回生エネルギーは、モータジ
ェネレータ３から電気エネルギーとして該水溶液系二次
電池群１に一部が回生（充電）されるが、より回生能力
の大きい非水系二次電池群２に回生（充電）されるた
め、走行車輌用電源システムとしてのエネルギー効率を
高めている。BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the present invention will be described in more detail with reference to examples. However, the present invention is not limited to the following examples at all, and may be modified as appropriate without departing from the spirit of the invention. Can be implemented. Here, the aqueous secondary battery group or the non-aqueous secondary battery group refers to an assembled battery in which a plurality of cells of the aqueous secondary battery or the non-aqueous secondary battery are connected. [Description of Aqueous Solution Secondary Battery] As the aqueous solution secondary battery used in the present invention, a so-called lead storage battery, particularly a control valve type lead storage battery can be exemplified. This battery is prepared as follows. Using a positive electrode, a negative electrode, and a glass fiber separator, using lead dioxide for the positive electrode and sea-like lead for the negative electrode, a laminated electrode group is prepared and inserted into a rectangular battery case.
A lid with an open control valve is attached thereto, dilute sulfuric acid as an electrolyte is injected, and the control valve is attached to seal the battery. [Description of Non-Aqueous Secondary Battery] As the non-aqueous secondary battery used in the present invention, a so-called lithium secondary battery, particularly a lithium ion secondary battery, can be used. This battery is prepared as follows. A manganese oxide containing lithium is used for the positive electrode, and a carbon powder, which is an active material, is used for the negative electrode. Using the positive electrode, the negative electrode and the separator, a wound electrode body is manufactured and inserted into a cylindrical battery can. I do. An electrolytic solution is injected into this, and the container is sealed with a sealing member also serving as a positive electrode terminal. [Structure of Power Supply System for Traveling Vehicle] FIG. 1 shows a power supply system for a traveling vehicle in which an aqueous secondary battery group 1 and a non-aqueous secondary battery group 2 are connected in parallel and a motor generator 3 is combined. In FIG. 1, an aqueous secondary battery group 1 includes a 36V controlled valve-type lead storage battery (36V-18A) comprising 18 cells.
h) is used, and a lithium ion secondary battery (3.6 V-3.5 Ah) is used in 10 cells or 11 cells in series for the non-aqueous secondary battery group 2. The battery voltage is 36V or 39.6V. The voltage generated from the motor generator 3 is 42 V, which constitutes a 42 V system as a whole. Therefore, the charging voltage of the non-aqueous secondary battery group 2 is 4.2 V / cell (42 V / 10
Cell) or 3.8 V / cell (42 V / 11 cells). [Operation of Power Supply System for Traveling Vehicle] At the time of starting the vehicle, it is started by the output from the aqueous secondary battery group 1. On the other hand, the regenerative energy generated at the time of braking is partially regenerated (charged) from the motor generator 3 as electric energy to the aqueous secondary battery group 1, but is regenerated to the non-aqueous secondary battery group 2 having a higher regenerative capacity. Since the battery is charged (charged), the energy efficiency of the power supply system for a traveling vehicle is increased.
【０００６】[0006]
【実施例】上記走行車輌用電源システムにおいて、非水
系二次電池群２としてリチウムイオン二次電池（３．６
Ｖ−３．５Ａｈ）を１０セル直列で用いたものを本発明
品とし、リチウムイオン二次電池（３．６Ｖ−３．５Ａ
ｈ）を９セル直列で用いたものを比較品として充電試験
を行った。充電は、６０℃雰囲気下（自動車のエンジン
ルーム内温度レベル）、４２Ｖの定電圧制御で８０Ａの
電流値で５秒間行った。図２には、本発明品と比較品の
それぞれのリチウムイオン二次電池の表面温度の推移を
示す。本発明品におけるリチウムイオン二次電池の充電
電圧は、４．２Ｖ／セル（４２Ｖ／１０セル）であり、
充電によって電池の表面温度が６４℃付近にまで上昇す
るが、充電開始から５秒目で充電を停止すると、６０℃
まで冷却されてくるのに対し、比較品におけるリチウム
イオン二次電池の充電電圧は、４．７Ｖ／セル（４２Ｖ
／９セル）となり、５秒目で充電を停止しても、電池の
表面温度は上昇しつづけ、７５℃付近にまで達する。万
一、８０℃以上になると熱暴走する可能性が大きくなる
ので、比較品の安全性は低いということができる。ま
た、非水系二次電池群２としてリチウムイオン二次電池
以外の非水系二次電池を用いた場合でも、充電電圧を
４．２Ｖ／セル以下にすることによって、熱暴走の危険
性のない安全な走行車輌用電源システムが提供できるこ
とが分かった。DESCRIPTION OF THE PREFERRED EMBODIMENTS In the power supply system for a traveling vehicle, a lithium ion secondary battery (3.6) is used as the non-aqueous secondary battery group 2.
V-3.5Ah) using 10 cells in series as the present invention, and a lithium ion secondary battery (3.6V-3.5A).
A charging test was performed using h) as a comparative product using 9 cells in series. Charging was performed for 5 seconds at a current value of 80 A under a constant voltage control of 42 V in an atmosphere of 60 ° C. (temperature level in an engine room of an automobile). FIG. 2 shows the transition of the surface temperature of each of the lithium ion secondary batteries of the present invention product and the comparative product. The charging voltage of the lithium ion secondary battery in the product of the present invention is 4.2 V / cell (42 V / 10 cell),
Although the surface temperature of the battery rises to around 64 ° C. due to charging, when charging is stopped 5 seconds after the start of charging, the temperature rises to 60 ° C.
In contrast, the charging voltage of the lithium ion secondary battery in the comparative product was 4.7 V / cell (42 V
/ 9 cells), and even if charging is stopped at the 5th second, the surface temperature of the battery continues to rise and reaches around 75 ° C. If the temperature exceeds 80 ° C., the possibility of thermal runaway increases, so the safety of the comparative product can be said to be low. In addition, even when a non-aqueous secondary battery other than a lithium ion secondary battery is used as the non-aqueous secondary battery group 2, the charging voltage is set to 4.2 V / cell or less, so that there is no danger of thermal runaway. It was found that a power supply system for a traveling vehicle could be provided.
【０００７】[0007]
【発明の効果】上述したように、本発明は、水溶液系二
次電池群と非水系二次電池群との効果的な組み合わせに
よって、自動車等の走行車輌の制動時におけるエネルギ
ーを回生エネルギーとして充分且つ安全に受け入れるこ
とができ、その工業的価値は極めて大きい。As described above, according to the present invention, by effectively combining the aqueous secondary battery group and the non-aqueous secondary battery group, energy during braking of a running vehicle such as an automobile can be sufficiently regenerated. And it can be accepted safely, and its industrial value is extremely large.
【図１】本発明の走行車輌用電源システムのブロック図
である。FIG. 1 is a block diagram of a power supply system for a traveling vehicle according to the present invention.
【図２】本発明品と比較品の充電時のリチウムイオン二
次電池の表面温度の推移を示すグラフである。FIG. 2 is a graph showing changes in the surface temperature of a lithium ion secondary battery during charging of a product of the present invention and a comparative product.
１：水溶液系二次電池群、２：非水系二次電池群、３：
モータジェネレータ、４：負荷1: aqueous solution type secondary battery group, 2: non-aqueous type secondary battery group, 3:
Motor generator 4: Load
───────────────────────────────────────────────────── フロントページの続き (72)発明者 前田 謙一 東京都中央区日本橋本町２丁目８番７号 新神戸電機株式会社内 Ｆターム(参考） 5G003 AA07 BA04 DA04 FA06 5H030 AS08 BB02 BB10 FF43 5H115 PG04 PI16 PI29 PO17 PU01 QE10 QI04 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Kenichi Maeda 2-8-7 Nihonbashi Honcho, Chuo-ku, Tokyo F-term in Shin-Kobe Electric Co., Ltd. 5G003 AA07 BA04 DA04 FA06 5H030 AS08 BB02 BB10 FF43 5H115 PG04 PI16 PI29 PO17 PU01 QE10 QI04
Claims (4)
が並列に接続されている走行車輌用電源システムであっ
て、該システムは、４２Ｖシステムであり、前記非水系
二次電池群の充電電圧を４．２Ｖ／セル以下にしたこと
を特徴とする走行車輌用電源システム。1. A traveling vehicle power supply system in which an aqueous secondary battery group and a non-aqueous secondary battery group are connected in parallel, wherein the system is a 42V system, and the non-aqueous secondary battery is A power supply system for a traveling vehicle, wherein a charging voltage of the group is set to 4.2 V / cell or less.
れた１８セルの鉛蓄電池で構成され、前記非水系二次電
池群は、直列に接続された１０〜１１セルのリチウム二
次電池で構成されていることを特徴とする請求項１記載
の走行車輌用電源システム。2. The aqueous secondary battery group is composed of 18 cells of lead storage batteries connected in series, and the non-aqueous secondary battery group is composed of 10 to 11 cells of lithium secondary batteries connected in series. The power supply system for a traveling vehicle according to claim 1, wherein the power supply system is configured by a battery.
ことを特徴とする請求項２記載の走行車輌用電源システ
ム。3. The power supply system for a traveling vehicle according to claim 2, wherein said lead storage battery is a control valve type lead storage battery.
二次電池であることを特徴とする請求項２記載の走行車
輌用電源システム。4. The power supply system for a traveling vehicle according to claim 2, wherein said lithium secondary battery is a lithium ion secondary battery.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000231620A JP2002042900A (en) | 2000-07-31 | 2000-07-31 | Power system for traveling vehicle |
| US09/816,145 US6366055B1 (en) | 2000-03-30 | 2001-03-26 | Power supply system and state of charge estimating method |
| EP01108083A EP1138554B1 (en) | 2000-03-30 | 2001-03-29 | Power system and state of charge estimating method |
| DE60136237T DE60136237D1 (en) | 2000-03-30 | 2001-03-29 | Power system and method for providing the state of charge |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000231620A JP2002042900A (en) | 2000-07-31 | 2000-07-31 | Power system for traveling vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2002042900A true JP2002042900A (en) | 2002-02-08 |
Family
ID=18724430
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000231620A Abandoned JP2002042900A (en) | 2000-03-30 | 2000-07-31 | Power system for traveling vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2002042900A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6844634B2 (en) | 2002-09-18 | 2005-01-18 | Nissan Motor Co., Ltd. | Vehicular electric power generation control apparatus |
| JPWO2017122631A1 (en) * | 2016-01-12 | 2018-10-25 | 日産自動車株式会社 | Power supply system and control method thereof |
-
2000
- 2000-07-31 JP JP2000231620A patent/JP2002042900A/en not_active Abandoned
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6844634B2 (en) | 2002-09-18 | 2005-01-18 | Nissan Motor Co., Ltd. | Vehicular electric power generation control apparatus |
| JPWO2017122631A1 (en) * | 2016-01-12 | 2018-10-25 | 日産自動車株式会社 | Power supply system and control method thereof |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP5693902B2 (en) | Nonaqueous electrolyte battery, battery pack, and automobile | |
| JP4461114B2 (en) | Battery assembly system, battery assembly charging method and rechargeable vacuum cleaner | |
| JP4633960B2 (en) | Power storage system for automobiles | |
| US20140186659A1 (en) | Hybrid battery system for electric and hybrid electric vehicles | |
| US11594777B2 (en) | Dual energy storage system and starter battery module | |
| WO2016112410A1 (en) | Battery module vent and handle configuration system | |
| JP2004025979A (en) | Power supply system for travelling vehicle | |
| JP2011526561A (en) | Hybrid or electric type automotive energy storage device and associated electric energy management method | |
| JP2004032871A (en) | Power supply system for traveling vehicle | |
| US6366055B1 (en) | Power supply system and state of charge estimating method | |
| JP2002025630A (en) | Power supply system of running vehicle | |
| JP2003174734A (en) | Hybrid secondary battery | |
| JP3702763B2 (en) | Secondary battery for traveling vehicle | |
| US11173807B2 (en) | Battery charge equalization system timer | |
| JP2001286004A (en) | Power supply system for running vehicle | |
| JP3707349B2 (en) | Power supply system for traveling vehicles | |
| JP2001313082A (en) | Power source system for running vehicle | |
| JP2003219575A (en) | Power system | |
| US11897363B2 (en) | Vehicle driving system and vehicle | |
| JP2002042900A (en) | Power system for traveling vehicle | |
| JP2020004488A (en) | Battery pack, vehicle, and manufacturing method of battery pack | |
| Crouch | Battery technology for automotive applications | |
| JP2003086254A (en) | Hybrid secondary battery | |
| JP2002238108A (en) | Control method and control device for braking generating energy | |
| JP2002051471A (en) | Power supply system for vehicle, and method for estimating state of charging of the system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20070206 |
|
| A762 | Written abandonment of application |
Free format text: JAPANESE INTERMEDIATE CODE: A762 Effective date: 20070308 |