JP2003116226A - Motor vehicle and battery unit charger therefor - Google Patents
Motor vehicle and battery unit charger thereforInfo
- Publication number
- JP2003116226A JP2003116226A JP2001312062A JP2001312062A JP2003116226A JP 2003116226 A JP2003116226 A JP 2003116226A JP 2001312062 A JP2001312062 A JP 2001312062A JP 2001312062 A JP2001312062 A JP 2001312062A JP 2003116226 A JP2003116226 A JP 2003116226A
- Authority
- JP
- Japan
- Prior art keywords
- battery
- charging
- battery unit
- series
- assembled
- 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.)
- Pending
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
Landscapes
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Secondary Cells (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、電動自転車などの
電動車両および電動車両用バッテリーユニットの充電装
置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a charging device for an electric vehicle such as an electric bicycle and a battery unit for the electric vehicle.
【０００２】[0002]
【従来の技術】ペダルからの人の踏力による人力駆動力
に、二次電池を電源とした電動モータの補助駆動力を加
えることで、坂道などでも楽に走行できる電動自転車は
既に知られている。2. Description of the Related Art There are already known electric bicycles that can easily travel on a slope by adding an auxiliary driving force of an electric motor using a secondary battery as a power source to a human-powered driving force of a pedaling force of a person.
【０００３】電動自転車は、図５〜図７に示すように、
複数の二次電池を直列接続してなる組電池２２を内蔵し
たバッテリーユニット２０を、電動自転車本体１に取り
外し可能に取り付けている。そして、二次電池の電力を
消耗した場合には、バッテリーユニット２０を電動自転
車本体１から取り外し、家庭用電源などに接続した充電
装置４０にバッテリーユニット２０を取り付けて充電す
るように構成している。An electric bicycle, as shown in FIGS.
A battery unit 20 having an assembled battery 22 formed by connecting a plurality of secondary batteries in series is detachably attached to the electric bicycle body 1. Then, when the power of the secondary battery is consumed, the battery unit 20 is detached from the electric bicycle main body 1, and the battery unit 20 is attached to the charging device 40 connected to a household power source or the like for charging. .
【０００４】図７に概略的に示すように、従来の電動自
転車に設けられているバッテリーユニット２０には、全
ての二次電池を直列接続してなる１つの組電池２２が内
蔵されている。バッテリーユニット２０における電動自
転車本体１側との着脱箇所には１対の放電端子２１Ａ，
２１Ｂが設けられ、この放電端子２１Ａ，２１Ｂに組電
池２２の陽極部と陰極部とが接続されている。また、バ
ッテリーユニット２０には、このバッテリーユニット２
０を充電する充電装置４０に接続するための被充電端子
２３Ａ，２３Ｂが設けられている。なお、バッテリーユ
ニット２０の放電端子２１Ａ，２１Ｂが、充電装置４０
からの被充電端子としても兼用されている場合もある。As schematically shown in FIG. 7, a battery unit 20 provided in a conventional electric bicycle has a built-in battery unit 22 in which all secondary batteries are connected in series. A pair of discharge terminals 21A is attached to the battery unit 20 at a position where it is attached to and detached from the electric bicycle body 1 side,
21B is provided, and the anode part and the cathode part of the assembled battery 22 are connected to the discharge terminals 21A and 21B. In addition, the battery unit 20 includes the battery unit 2
Charged terminals 23A and 23B for connecting to a charging device 40 for charging 0 are provided. The discharge terminals 21A and 21B of the battery unit 20 are connected to the charging device 40.
In some cases, it is also used as a terminal to be charged from.
【０００５】電動自転車本体１におけるバッテリーユニ
ット２０との着脱箇所には、バッテリーユニット２０を
装着した際に放電端子２１Ａ，２１Ｂに接触して接続さ
れる受電端子２Ａ，２Ｂが設けられている。また、バッ
テリーユニット２０を充電する充電装置４０には、バッ
テリーユニット２０の被充電端子２３Ａ，２３Ｂと接続
される充電端子４１Ａ，４１Ｂが設けられている。Power receiving terminals 2A and 2B, which are connected to the discharge terminals 21A and 21B when the battery unit 20 is mounted, are provided at locations where the battery unit 20 is attached to and detached from the electric bicycle body 1. Further, the charging device 40 that charges the battery unit 20 is provided with charging terminals 41A and 41B that are connected to the charged terminals 23A and 23B of the battery unit 20.
【０００６】この種の二次電池により電動モータ５（図
６参照）を駆動させて駆動力を得るシステムにおいて
は、二次電池の直列に接続する本数を増加させて高電圧
化させると、電動モータ５や制御回路などの出力効率を
向上できることが知られている。電動自転車において、
このようにして電動モータ５や制御回路などの出力効率
を向上させると、走行距離を向上できるなどの利点が得
られる。In a system in which an electric motor 5 (see FIG. 6) is driven by a secondary battery of this type to obtain a driving force, when the number of secondary batteries connected in series is increased to increase the voltage, the electric motor is driven. It is known that the output efficiency of the motor 5 and the control circuit can be improved. In an electric bicycle,
When the output efficiency of the electric motor 5 and the control circuit is improved in this way, there are advantages such as that the traveling distance can be improved.
【０００７】[0007]
【発明が解決しようとする課題】しかしながら、上記の
ようにバッテリーユニット２０を電動自転車本体１に対
して着脱する形式の従来の電動自転車において、電動モ
ータ５や制御回路などの出力効率を向上させるべく、二
次電池の直列本数を増加させると、高電圧がバッテリー
ユニット２０の放電端子２１Ａ，２１Ｂや充電端子４１
Ａ，４１Ｂに印加されることとなるため、バッテリーユ
ニット２０を電動自転車本体１や充電装置４０から取り
外した状態で扱う際に、この放電端子２１Ａ，２１Ｂや
充電端子４１Ａ，４１Ｂに誤って触わると感電してしま
うおそれがある。However, in the conventional electric bicycle of the type in which the battery unit 20 is attached to and detached from the electric bicycle main body 1 as described above, in order to improve the output efficiency of the electric motor 5 and the control circuit. When the number of secondary batteries in series is increased, the high voltage becomes higher than the discharge terminals 21A and 21B of the battery unit 20 and the charging terminal 41.
When the battery unit 20 is removed from the electric bicycle main body 1 or the charging device 40, the discharge terminals 21A, 21B and the charging terminals 41A, 41B are erroneously touched because they are applied to the A and 41B. There is a risk of electric shock.
【０００８】特に、充電終了時には、図８に示すように
（図８においては、ニッケル−カドミウム電池を３０本
直列に接続した充電特性を示す）、組電池２２の電圧が
定格電圧の約１．３倍の電圧Ｖmaxとなる（３０本直列
に接続した場合には、定格電圧３６Ｖ（＝１．２Ｖ×３
０）の約１．３倍の電圧（約４５Ｖ）となる）ので、感
電する可能性が高くなる。In particular, at the end of charging, as shown in FIG. 8 (in FIG. 8, the charging characteristic is shown in which 30 nickel-cadmium batteries are connected in series), the voltage of the assembled battery 22 is about 1. The voltage will be tripled V max (if 30 units are connected in series, the rated voltage is 36 V (= 1.2 V × 3
0), which is about 1.3 times the voltage (about 45 V)), so there is a high possibility of electric shock.
【０００９】したがって、このように二次電池の直列本
数を増加させた場合には、上記のような感電を防止すべ
く、通常の取り扱いで放電端子２１Ａ，２１Ｂや充電端
子４１Ａ，４１Ｂを触ることがないように、これらの放
電端子２１Ａ，２１Ｂや充電端子４１Ａ，４１Ｂを安全
カバーなどで覆う必要がある。しかしながら、この場合
には、安全カバーなどを設けなければならないため、そ
の分だけコストアップを招いてしまう。Therefore, when the number of series rechargeable batteries is increased in this way, the discharge terminals 21A, 21B and the charging terminals 41A, 41B are touched in a normal manner in order to prevent the above-mentioned electric shock. It is necessary to cover the discharge terminals 21A and 21B and the charging terminals 41A and 41B with a safety cover or the like so that there is no such problem. However, in this case, since a safety cover or the like has to be provided, the cost is increased accordingly.
【００１０】また、複数の二次電池を直列に接続してな
る組電池２２は、同型の二次電池の組み合わせであって
も、個々の二次電池の容量（＝電流×時間）に若干のば
らつきがあり、容量の少ない二次電池を基準として、充
電停止電圧や放電停止電圧を決定することが望ましいと
いう特性がある。なお、図９（ａ）に、標準の容量の二
次電池の放電時間に対する電圧の変化を示し、図９
（ｂ）に、容量の少ない二次電池の放電時間に対する電
圧の変化を示す（何れもニッケル−カドミウム電池の場
合を示す）。図９（ｂ）に示すように、容量の少ない二
次電池では、標準的な放電時間Ｔに達する前に、急激に
電圧が低下し始める。Further, the assembled battery 22 in which a plurality of secondary batteries are connected in series has a small capacity (= current × time) of each individual secondary battery even if a combination of the same type of secondary batteries is used. There is a characteristic that it is desirable to determine the charge stop voltage or the discharge stop voltage with reference to a secondary battery that has variations and has a small capacity. Note that FIG. 9A shows the change in voltage with respect to the discharge time of a standard capacity secondary battery.
(B) shows the change in voltage with respect to the discharge time of a secondary battery with a small capacity (all show the case of a nickel-cadmium battery). As shown in FIG. 9B, in a secondary battery with a small capacity, the voltage starts to drop rapidly before the standard discharge time T is reached.
【００１１】しかしながら、二次電池の直列本数を増加
させた組電池２２を一括して充放電する場合、二次電池
個々の容量のばらつきが大きくなるとともに、容量の少
ない二次電池があってもこの状態を検出し難くなるた
め、充電停止や放電停止のタイミングがずれやすくな
り、その分だけ過充電や過放電してしまって組電池２２
が劣化し易くなるなどの問題があった。However, when the assembled battery 22 having the increased number of secondary batteries in series is collectively charged and discharged, the variations in the capacities of the secondary batteries become large and even if there is a secondary battery having a small capacity. Since it becomes difficult to detect this state, the timing of stop of charging or stop of discharging easily shifts, and the battery pack 22 is overcharged or overdischarged correspondingly.
However, there is a problem that it is easily deteriorated.
【００１２】例えば、ニッケル−カドミウム電池の組電
池２２に対して迅速に充電すべく急速充電する場合に
は、図８に示すように、充電時において組電池２２の電
圧が最高電圧Ｖｍａｘより所定電圧Ｖ0だけ下がった時
点ｔ0で、充電が完了したと充電装置４０の制御部で判
定して充電動作を終了させている。しかし、二次電池の
直列本数を増加させると、容量のばらつきが大きい二次
電池を含む確率が高くなり、充電が完了したと判定して
充電動作を終了させた場合でも、実際には既に一部の二
次電池に対しては過充電状態となっていたり、その反対
に、一部の二次電池に対しては充電が十分には行われな
かったりすることが多くなる。一部の二次電池に対して
過充電状態となっていた場合には、その二次電池の劣
化、ひいては組電池２２全体の劣化を招いてしまう。ま
た、一部の二次電池に対して充電が十分には行われてい
なかった場合には、組電池２２から取り出せる容量が低
下して、組電池２２を規定電流で実質的に使用できる時
間、すなわち電動モータ５の駆動時間（電動モータ５に
よる駆動距離）が減少してしまう。For example, in the case where the battery pack 22 of a nickel-cadmium battery is rapidly charged for rapid charging, as shown in FIG. 8, the voltage of the battery pack 22 is higher than the maximum voltage Vmax by a predetermined voltage during charging. At the time point t 0 when V 0 has decreased, the control unit of the charging device 40 determines that the charging is completed and terminates the charging operation. However, when the number of series rechargeable batteries is increased, the probability that rechargeable batteries with large variations in capacity are included increases, and even when the charging operation is terminated when it is determined that charging is complete, in reality, there is already one In some cases, some secondary batteries are overcharged, or conversely, some secondary batteries are not sufficiently charged. If some of the secondary batteries are in an overcharged state, the secondary batteries deteriorate, and eventually the entire assembled battery 22 deteriorates. When some of the secondary batteries are not sufficiently charged, the capacity that can be taken out from the assembled battery 22 decreases, and the time when the assembled battery 22 can be substantially used at the specified current, That is, the driving time of the electric motor 5 (driving distance by the electric motor 5) is reduced.
【００１３】また、組電池２２に容量のばらつきが大き
い二次電池が含まれている場合においても各二次電池に
対して確実かつ十分に充電する対策としては、少ない充
電電流で長時間にわたって充電する手法があるが、この
場合には、充電時間が長くなってしまう。Further, even when the assembled battery 22 includes a secondary battery having a large variation in capacity, as a measure for reliably and sufficiently charging each secondary battery, charging with a small charging current for a long time is required. However, in this case, the charging time becomes long.
【００１４】また、放電時（すなわち、電動自転車の使
用時）において、組電池２２全体の電圧を測定して、所
定電圧以下となった際に、警告したり、放電を中止した
りする（電動自転車の使用時においては、電動モータに
よる補助駆動力の付与を停止させる）構成を採用してい
ると、二次電池個々の容量のばらつきが大きいために、
組電池２２全体の電圧が前記所定電圧に達する前に、既
に一部の二次電池が過放電状態となってしまい、組電池
２２の劣化を早めてしまうおそれがある。During discharge (that is, when the electric bicycle is used), the voltage of the entire assembled battery 22 is measured, and when the voltage falls below a predetermined voltage, a warning is given or the discharge is stopped (electric discharge). When the bicycle is used, the application of the auxiliary driving force by the electric motor is stopped).
Before the voltage of the entire assembled battery 22 reaches the predetermined voltage, some of the secondary batteries may already be in the over-discharged state, which may accelerate the deterioration of the assembled battery 22.
【００１５】本発明は上記課題を解決するもので、バッ
テリーユニット内の二次電池の直列本数を増加させた場
合に、安全カバーなどを設けて覆わなくても、感電する
ことを防止でき、急速充電した場合でも充放電の際の劣
化を最小限に抑えることができ、放電時においては組電
池の能力を良好に発揮することができる電動自転車など
の電動車両および電動車両用バッテリーユニットの充電
装置を提供することを目的とするものである。The present invention solves the above-mentioned problems. When the number of secondary batteries in a battery unit is increased in series, electric shock can be prevented without providing a safety cover or the like, and the A charging device for an electric vehicle such as an electric bicycle and a battery unit for an electric vehicle that can minimize deterioration at the time of charging and discharging even when charged and can exhibit the capacity of an assembled battery at the time of discharging. It is intended to provide.
【００１６】[0016]
【課題を解決するための手段】上記課題を解決するため
に請求項１記載の発明は、複数の二次電池を直列接続し
た組電池が複数組み込まれ、放電端子が、各組電池毎に
並列的に設けられて接続されたバッテリーユニットと、
前記バッテリーユニットが着脱自在に装着され、各組電
池の放電端子間を直列に接続する直列接続端子と、前記
直列接続端子により直列に接続された組電池の放電端子
の内、直列接続端子と非接続の放電端子を接続すること
により、この組電池の電圧を電動モータに印加する受電
端子とを有するバッテリ搭載部とが設けられていること
を特徴とする電動車両である。In order to solve the above-mentioned problems, the invention according to claim 1 incorporates a plurality of assembled batteries in which a plurality of secondary batteries are connected in series, and discharge terminals are arranged in parallel for each assembled battery. And a battery unit that is installed and connected
The battery unit is detachably mounted, and a series connection terminal that connects the discharge terminals of each assembled battery in series and a discharge terminal of the assembled battery connected in series by the series connection terminal are not connected to the series connection terminal. An electric vehicle comprising: a battery mounting portion having a power receiving terminal for applying the voltage of the assembled battery to an electric motor by connecting a discharge terminal of the connection.
【００１７】この構成において、バッテリ搭載部にバッ
テリーユニットを装着すると、直列接続端子により複数
の組電池同士が直列に接続され、直列に接続された複数
の組電池から受電端子を通してバッテリ搭載部側に給電
される。この構成によれば、バッテリーユニットをバッ
テリ搭載部から取り外した際に、バッテリーユニットの
放電端子に誤って触った場合でも、放電端子間には分割
された組電池の電圧しか印加されていないため、感電す
ることを防止できる。In this configuration, when the battery unit is mounted on the battery mounting portion, the plurality of assembled batteries are connected in series by the series connection terminal, and the plurality of assembled batteries connected in series pass through the power receiving terminal to the battery mounting portion side. Power is supplied. According to this configuration, when the battery unit is removed from the battery mounting portion, even if the discharge terminal of the battery unit is accidentally touched, only the voltage of the divided battery pack is applied between the discharge terminals. It is possible to prevent electric shock.
【００１８】請求項２記載の発明は、請求項１記載の電
動車両において、バッテリ搭載部が設けられている車両
本体側に、各放電端子と各直列接続端子とに接続され
て、各組電池毎の電圧を測定する電圧測定手段と、これ
らの各組電池毎の電圧に基づいて放電状態を判定する制
御手段とを備えたことを特徴とする。According to a second aspect of the present invention, in the electric vehicle according to the first aspect, each battery pack is connected to each discharge terminal and each series connection terminal on the vehicle body side where the battery mounting portion is provided. It is characterized in that it is provided with a voltage measuring means for measuring each voltage and a control means for judging the discharge state based on the voltage for each of these assembled batteries.
【００１９】この構成によれば、各組電池毎に電圧を測
定して、これらの各組電池毎の電圧に基づいて放電状態
が判定されるため、二次電池に容量のばらつきがあった
場合でも、各組電池内における二次電池の容量のばらつ
きを検出できる可能性が高くなり、この結果、放電状態
を的確に把握できるようになるので、二次電池の過放電
による劣化を防止できる。According to this structure, the voltage is measured for each assembled battery and the discharge state is determined based on the voltage of each assembled battery. Therefore, when the secondary batteries have variations in capacity. However, there is a high possibility that the variation in the capacity of the secondary battery in each battery pack can be detected, and as a result, the discharge state can be accurately grasped, so that the deterioration of the secondary battery due to over-discharge can be prevented.
【００２０】請求項３記載の発明は、複数の二次電池を
直列接続してなる組電池が複数組み込まれたバッテリー
ユニットが、車両本体に対して着脱自在に取り付けら
れ、バッテリーユニットに設けられている被充電端子
が、各組電池毎に対となって並列的に設けられているこ
とを特徴とする。According to a third aspect of the present invention, a battery unit in which a plurality of assembled batteries in which a plurality of secondary batteries are connected in series are incorporated is detachably attached to the vehicle body and is provided in the battery unit. It is characterized in that the terminals to be charged are provided in parallel for each assembled battery in pairs.
【００２１】請求項４記載の発明は、請求項３記載の電
動車両に設けられるバッテリーユニットに対して充電す
る電動車両用バッテリーユニットの充電装置であって、
バッテリーユニットの各被充電端子に対応して充電端子
が設けられ、充電端子は各組電池毎に個別かつ並列的に
充電するように接続されたことを特徴とする。According to a fourth aspect of the present invention, there is provided a battery unit charging device for an electric vehicle, which charges a battery unit provided in the electric vehicle according to the third aspect,
Charging terminals are provided corresponding to the respective terminals to be charged of the battery unit, and the charging terminals are connected so as to charge the battery packs individually and in parallel.
【００２２】この構成によれば、各組電池毎に個別かつ
並列的に充電されるため、二次電池に容量のばらつきが
あった場合でも、これらのばらつきを検出する可能性が
高くなり、この結果、各組電池毎に的確に充電できるよ
うになって、二次電池の過充電による劣化や、二次電池
の充電不足による組電池の出力低下を防止でき、さらに
充電時間を短縮できる。また、複数の二次電池が分割さ
れてなる容量の小さな各組電池に対して個別に充電する
ため、充電時間も短縮できる。According to this structure, since each assembled battery is charged individually and in parallel, even if there is a variation in the capacity of the secondary battery, there is a high possibility that these variations will be detected. As a result, each assembled battery can be accurately charged, and deterioration of the secondary battery due to overcharging and reduction in output of the assembled battery due to insufficient charging of the secondary battery can be prevented, and the charging time can be further shortened. In addition, since each assembled battery having a small capacity, which is formed by dividing a plurality of secondary batteries, is individually charged, the charging time can be shortened.
【００２３】請求項５記載の発明は、請求項３記載の電
動車両に設けられるバッテリーユニットに対して充電す
る電動車両用バッテリーユニットの充電装置であって、
バッテリーユニットが装着された際に各組電池同士を直
列に接続する直列接続端子と、前記直列接続端子により
複数の組電池同士が直列に接続された状態で充電する充
電端子とが設けられていることを特徴とする。According to a fifth aspect of the present invention, there is provided a charging device for a battery unit for an electric vehicle, which charges a battery unit provided in the electric vehicle according to the third aspect.
A series connection terminal for connecting the assembled batteries to each other in series when the battery unit is mounted and a charging terminal for charging the plurality of assembled batteries connected in series by the series connection terminal are provided. It is characterized by
【００２４】この構成によれば、充電装置にバッテリー
ユニットを装着すると、直列接続端子により複数の組電
池同士が直列に接続され、組電池が直列に接続された状
態で充電される。このように、この構成によっても、バ
ッテリーユニットを充電することができる。According to this structure, when the battery unit is attached to the charging device, the plurality of assembled batteries are connected in series by the series connection terminal, and the assembled batteries are charged in a state of being connected in series. In this way, with this configuration as well, the battery unit can be charged.
【００２５】なお、請求項６に記載のように、請求項１
〜３の何れかに記載の電動車両としては、電動自転車の
場合に好適に用いることができる。As described in claim 6, claim 1
The electric vehicle according to any one of 1 to 3 can be preferably used in the case of an electric bicycle.
【００２６】[0026]
【発明の実施の形態】以下、本発明の実施の形態につい
て、図１〜図４を用いて説明する。ここで、図１は、本
発明の実施の形態にかかる電動自転車のバッテリーユニ
ットと電動自転車本体要部とを概略的に示す回路ブロッ
ク図、図２は、同バッテリーユニットとその充電装置と
を概略的に示す回路ブロック図、図３は、同バッテリー
ユニットを電動自転車本体に装着した状態を概略的に示
す側面図、図４は、同バッテリーユニットと本発明の他
の実施の形態にかかる充電装置とを概略的に示す回路ブ
ロック図である。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to FIGS. Here, FIG. 1 is a circuit block diagram schematically showing a battery unit of an electric bicycle and an electric bicycle main body according to an embodiment of the present invention, and FIG. 2 is a schematic diagram of the battery unit and its charging device. 3 is a schematic circuit block diagram, FIG. 3 is a side view schematically showing the battery unit mounted on an electric bicycle main body, and FIG. 4 is a charging device according to another embodiment of the present invention. It is a circuit block diagram which shows and.
【００２７】図３に示すように、この電動自転車におい
ても、複数の二次電池を直列接続してなる組電池を内蔵
したバッテリーユニット６０を、電動自転車本体５０の
バッテリー搭載部１１０に取り外し可能に装着してい
る。そして、バッテリーユニット６０の二次電池の電力
を消耗した場合には、バッテリーユニット６０を電動自
転車本体５０から取り外し、家庭用電源などに接続した
充電装置８０（図２参照）にバッテリーユニット６０を
装着して充電するように構成されている。As shown in FIG. 3, also in this electric bicycle, the battery unit 60 containing the assembled battery formed by connecting a plurality of secondary batteries in series can be removed from the battery mounting portion 110 of the electric bicycle main body 50. I am wearing it. When the power of the secondary battery of the battery unit 60 is consumed, the battery unit 60 is removed from the electric bicycle main body 50, and the battery unit 60 is attached to the charging device 80 (see FIG. 2) connected to a household power source or the like. It is configured to charge.
【００２８】しかし、この電動自転車に装着されるバッ
テリーユニット６０においては、図１に示すように、複
数（例えば３０本）の二次電池（例えばニッケル−カド
ミウム電池）が２分割されて第１、第２の組電池６１、
６２が設けられている。そして、電動自転車本体５０の
電動モータ５５側に給電するためのバッテリーユニット
６０の放電端子６３が、各組電池６１、６２毎に並列的
に、すなわち合計４端子、設けられて接続されている。
なお、この実施の形態においては、これらの４つの放電
端子６３（６３Ａ〜６３Ｄ）が、充電装置８０に接続さ
れる被充電端子としても兼用されている。However, in the battery unit 60 mounted on this electric bicycle, as shown in FIG. 1, a plurality (for example, 30) of secondary batteries (for example, nickel-cadmium batteries) are divided into two, and the first, The second assembled battery 61,
62 is provided. The discharge terminals 63 of the battery unit 60 for supplying power to the electric motor 55 side of the electric bicycle main body 50 are provided in parallel for each of the assembled batteries 61 and 62, that is, a total of four terminals are provided and connected.
In addition, in this embodiment, these four discharge terminals 63 (63A to 63D) are also used as charged terminals connected to the charging device 80.
【００２９】電動自転車本体５０におけるバッテリーユ
ニット６０が着脱されるバッテリー搭載部１１０には、
バッテリーユニット６０を装着した際に、放電端子６３
（６３Ａ〜６３Ｄ）に接触して接続される２つの直列接
続端子５１Ａ、５１Ｂと２つの受電端子５２Ａ、５２Ｂ
とが設けられている。ここで、直列接続端子５１Ａは、
第１の組電池６１の陰極部に接続された放電端子６３Ｂ
と接触するように配置され、直列接続端子５１Ｂは、第
２の組電池６２の陽極部に接続された放電端子６３Ｃと
接触するように配置されている。また、受電端子５２Ａ
は、第１の組電池６１の陽極部に接続された放電端子６
３Ａと接触するように配置され、受電端子５２Ｂは、第
２の組電池６２の陰極部に接続された放電端子６３Ｄと
接触するように配置されている。In the battery mounting portion 110 of the electric bicycle main body 50 to which the battery unit 60 is attached and detached,
When the battery unit 60 is attached, the discharge terminal 63
(63A to 63D), two series connection terminals 51A and 51B and two power receiving terminals 52A and 52B which are connected by being contacted with each other.
And are provided. Here, the series connection terminal 51A is
Discharge terminal 63B connected to the cathode part of the first assembled battery 61
The series connection terminal 51B is arranged so as to come into contact with the discharge terminal 63C connected to the anode part of the second assembled battery 62. Also, the power receiving terminal 52A
Is the discharge terminal 6 connected to the anode part of the first assembled battery 61.
The power receiving terminal 52B is arranged to be in contact with 3A, and the power receiving terminal 52B is arranged to be in contact with a discharge terminal 63D connected to the cathode portion of the second assembled battery 62.
【００３０】また、直列接続端子５１Ａ、５１Ｂ同士
は、接続回路５３を介して接続されている。（なお、接
続回路５３を設けることなく、２つの直列接続端子５１
Ａ、５１Ｂ自体を導通させた１つの部品で構成してもよ
い。）したがって、バッテリーユニット６０をバッテリ
ー搭載部１１０に装着した際には、これらの直列接続端
子５１Ａ、５１Ｂおよび接続回路５３を介して、第１、
第２の組電池６１、６２が直列に接続される。そして、
バッテリーユニット６０の装着時には、このように第
１、第２の組電池６１、６２が直列に接続された状態
で、これらの組電池６１、６２の合計電圧が受電端子５
２Ａ、５２Ｂに印加される。なお、受電端子５２Ａ、５
２Ｂの電圧は、制御部１００を介することで、補助駆動
力の必要に応じて電動モータ５５に印加される。The serial connection terminals 51A and 51B are connected to each other via a connection circuit 53. (Note that the two series connection terminals 51 are not provided without providing the connection circuit 53.
It may be configured by one component in which A and 51B themselves are electrically connected. ) Therefore, when the battery unit 60 is mounted on the battery mounting portion 110, the first and the second connecting terminals 51A and 51B and the connecting circuit 53 are used.
The second assembled batteries 61, 62 are connected in series. And
When the battery unit 60 is mounted, the total voltage of these battery packs 61, 62 is the power receiving terminal 5 when the first and second battery packs 61, 62 are connected in series in this manner.
2A and 52B are applied. The power receiving terminals 52A, 5
The voltage of 2B is applied to the electric motor 55 through the control unit 100 as needed for the auxiliary driving force.
【００３１】また、受電端子５２Ａの接続部と接続回路
５３との間の電圧、すなわち、バッテリーユニット６０
の装着時における第１の組電池６１の電圧と、接続回路
５３と受電端子５２Ｂの接続部との間の電圧、すなわ
ち、バッテリーユニット６０の装着時における第２の組
電池６２の電圧とが、それぞれ電圧測定回路１０１によ
って測定されるようになっている。そして、電動自転車
の使用時には、この電圧測定回路１０１によって各組電
池６１，６２の電圧が個別に測定されて、その電圧に応
じて、電動自転車本体５０の、例えばハンドルポスト近
傍箇所に取り付けられたバッテリー残量表示部１０２に
バッテリ残量が表示されながら、電動モータ５５が駆動
される。さらに、制御部１００には、予め、各組電池６
１，６２単体の放電限界である下限電圧が記憶されてお
り、少なくとも一方の組電池６１，６２の電圧が前記下
限電圧以下になった場合には、組電池６１，６２の過放
電を防止するために、電動モータ５５への両方の組電池
６１，６２の給電動作を停止するよう制御する。The voltage between the connecting portion of the power receiving terminal 52A and the connecting circuit 53, that is, the battery unit 60.
The voltage of the first assembled battery 61 at the time of mounting and the voltage between the connection circuit 53 and the connection portion of the power receiving terminal 52B, that is, the voltage of the second assembled battery 62 at the time of mounting the battery unit 60, Each is measured by the voltage measuring circuit 101. Then, when the electric bicycle is used, the voltage of each of the battery packs 61 and 62 is individually measured by the voltage measuring circuit 101, and the battery is attached to the electric bicycle main body 50, for example, in the vicinity of the handle post according to the voltage. The electric motor 55 is driven while the battery remaining amount is displayed on the battery remaining amount display portion 102. In addition, the control unit 100 is provided in advance with each assembled battery 6
The lower limit voltage, which is the discharge limit of the single battery unit 1, 62, is stored, and when the voltage of at least one of the battery packs 61, 62 becomes equal to or lower than the lower limit voltage, over-discharge of the battery packs 61, 62 is prevented. Therefore, the power supply operation of both the assembled batteries 61 and 62 to the electric motor 55 is controlled to be stopped.
【００３２】充電装置８０には、バッテリーユニット６
０の被充電端子としても機能する４つの放電端子６３
（６３Ａ〜６３Ｄ）に対応して、４つの充電端子８１
（８１Ａ〜８１Ｄ）が設けられている。また、充電装置
８０にはそれぞれ別個に充電機能を有する第１、第２の
充電部８２，８３と電圧測定回路８４を有する制御部８
５とが設けられており、第１の充電部８２に接続された
充電端子８１Ａ，８１Ｂは、第１の組電池６１に接続さ
れた放電端子６３Ａ，６３Ｂに接続されるように配置さ
れ、第２の充電部８３に接続された充電端子８１Ｃ，８
１Ｄは、第２の組電池６２に接続された放電端子６３
Ｃ，６３Ｄに接続されるように配置されている。そし
て、充電装置８０にバッテリーユニット６０を装着した
際には、充電端子６３Ａ〜６３Ｄおよび充電端子８１Ａ
〜８１Ｄを介して、各組電池６１，６２毎に個別に電圧
を測定しながら、充電部８２，８３により、各組電池６
１，６２毎に個別かつ並列的に充電するようになってい
る。The charging device 80 includes a battery unit 6
4 discharge terminals 63 that also function as 0 charged terminals
Corresponding to (63A to 63D), four charging terminals 81
(81A to 81D) are provided. Further, the charging device 80 has a control unit 8 having first and second charging units 82 and 83 each having a charging function and a voltage measuring circuit 84.
5 are provided, the charging terminals 81A and 81B connected to the first charging unit 82 are arranged so as to be connected to the discharging terminals 63A and 63B connected to the first assembled battery 61, and 2 charging terminals 81C, 8 connected to the charging section 83
1D is a discharge terminal 63 connected to the second assembled battery 62.
It is arranged so as to be connected to C and 63D. Then, when the battery unit 60 is attached to the charging device 80, the charging terminals 63A to 63D and the charging terminal 81A.
Through 81D, the voltage is individually measured for each of the assembled batteries 61 and 62, and the assembled units 6 and 6 are charged by the charging units 82 and 83.
The charging is performed individually and in parallel for each 1 and 62.
【００３３】すなわち、充電装置８０の制御部８５には
予め、各組電池６１，６２単体の満充電状態判定用の低
下電圧値ΔＶが記憶されており、各組電池６１，６２に
おいてその電圧が極大値となる電圧値を越え、その後、
前記低下電圧値ΔＶだけ下がった場合には、十分な充電
が行われたと判断して、充電を個別に終了するように制
御する。これにより、各組電池６１，６２に対して、過
充電をすることなく、的確に充電が行われるよう図られ
ている。That is, the control unit 85 of the charging device 80 stores in advance the lowered voltage value ΔV for determining the fully charged state of each of the assembled batteries 61, 62, and the voltage of each assembled battery 61, 62 is stored in advance. Exceeds the maximum voltage value, then
When the voltage drops by the reduced voltage value ΔV, it is determined that sufficient charging has been performed, and control is performed to individually terminate charging. As a result, the assembled batteries 61, 62 are designed to be accurately charged without being overcharged.
【００３４】上記構成によれば、バッテリーユニット６
０を電動自転車本体５０に装着すると、直列接続端子５
１Ａ、５１Ｂおよび接続回路５３を介して、第１、第２
の組電池６１、６２が直列に接続され、直列に接続され
た２つの組電池６１、６２から受電端子５２Ａ、５２Ｂ
を通して電動自転車本体５０側に給電される。According to the above configuration, the battery unit 6
When 0 is attached to the electric bicycle body 50, the serial connection terminal 5
1A, 51B and the connection circuit 53, the first, the second
Battery packs 61 and 62 are connected in series, and two battery packs 61 and 62 connected in series are connected to power receiving terminals 52A and 52B.
Electric power is supplied to the electric bicycle main body 50 side through the.
【００３５】電動自転車を使用している際には、電圧測
定回路１０１によって各組電池６１，６２の電圧が個別
に測定されて、その電圧に応じて、電動自転車本体５０
の、例えばハンドルポスト近傍箇所に取り付けられたバ
ッテリー残量表示部１０２にバッテリ残量が表示されな
がら、電動モータ５５が駆動される。また、少なくとも
一方の組電池６１，６２の電圧が前記下限電圧以下にな
った場合には、電動モータ５５への両方の組電池６１，
６２の給電動作が停止されるため、組電池６１，６２の
過放電が防止される。この場合に、組電池６１，６２の
合計電圧を測定するのではなくて、各組電池６１，６２
毎に電圧を測定して、これらの各組電池６１，６２毎の
電圧に基づいて放電状態が判定されるため、二次電池に
容量のばらつきがあった場合でも、各組電池６１，６２
内における二次電池の容量のばらつきを検出できる可能
性が高くなり、この結果、放電状態をより的確に把握で
きて、二次電池の過放電による劣化を防止できる。When the electric bicycle is used, the voltage measuring circuit 101 individually measures the voltages of the battery packs 61 and 62, and the electric bicycle main body 50 is measured according to the voltage.
, The electric motor 55 is driven while the remaining battery amount is displayed on the remaining battery amount display portion 102 mounted near the handle post, for example. Further, when the voltage of at least one of the assembled batteries 61, 62 becomes equal to or lower than the lower limit voltage, both of the assembled batteries 61, 62 for the electric motor 55 are
Since the power supply operation of 62 is stopped, the battery packs 61 and 62 are prevented from being over-discharged. In this case, instead of measuring the total voltage of the assembled batteries 61 and 62,
The voltage is measured for each of the assembled batteries 61, 62, and the discharge state is determined based on the voltage of each of the assembled batteries 61, 62. Therefore, even if the secondary batteries have variations in capacity, the assembled batteries 61, 62
There is a high possibility that the variation in the capacity of the secondary battery in the battery can be detected, and as a result, the discharge state can be more accurately grasped and the deterioration due to the over-discharge of the secondary battery can be prevented.
【００３６】また、バッテリーユニット６０を電動自転
車本体５０のバッテリー搭載部１１０から取り外した際
に、バッテリーユニット６０の放電端子６３に誤って触
った場合でも、放電端子間（放電端子６３Ａ，６３Ｂ間
あるいは放電端子６３Ｃ，６３Ｄ間）には分割された組
電池６１，６２の電圧しか印加されておらず、低電圧で
ある（例えば、各組電池６１，６２において、１５本ず
つ直列に接続した場合に、充電終了時の最も高い電圧で
も約２３Ｖである）ため、感電する可能性を最小限に抑
えることができる。したがって、放電端子６３Ａ〜６３
Ｄを覆うカバーを簡素なものにしたり、設けなかったり
してもよく、その分だけ製造コストの増加を抑えること
ができる。Even if the discharge terminal 63 of the battery unit 60 is accidentally touched when the battery unit 60 is removed from the battery mounting portion 110 of the electric bicycle main body 50, the discharge terminals 63 (discharge terminals 63A, 63B or Only the voltage of the divided battery packs 61 and 62 is applied to the discharge terminals 63C and 63D, and the voltage is low (for example, when 15 battery packs 61 and 62 are connected in series, 15 batteries are connected in series). Since the highest voltage at the end of charging is about 23V), the possibility of electric shock can be minimized. Therefore, the discharge terminals 63A-63
The cover for covering D may be simple or may not be provided, and an increase in manufacturing cost can be suppressed accordingly.
【００３７】バッテリーユニット６０を充電する際に
は、充電装置８０にバッテリーユニット６０を装着して
充電を始めると、充電端子８１Ａ〜８１Ｄおよび放電端
子６３Ａ〜６３Ｄを介して、各組電池６１，６２毎に個
別に電圧を測定しながら、各充電部８２，８３により、
各組電池６１，６２毎に個別かつ並列的に充電される。
そして、各組電池６１，６２においてその電圧が所定電
圧値を越え、その後、前記低下電圧値ΔＶだけ下がった
場合に、制御部８５により十分な充電が行われたと判断
されて、充電が個別に終了される。When charging the battery unit 60, when the battery unit 60 is attached to the charging device 80 and charging is started, the assembled batteries 61, 62 are charged through the charging terminals 81A to 81D and the discharging terminals 63A to 63D. While individually measuring the voltage for each, by the charging unit 82,83,
The assembled batteries 61 and 62 are charged individually and in parallel.
When the voltage of each of the assembled batteries 61 and 62 exceeds the predetermined voltage value and then decreases by the reduced voltage value ΔV, it is determined by the control unit 85 that sufficient charging has been performed, and individual charging is performed. Will be terminated.
【００３８】したがって、各組電池６１，６２内におい
て二次電池の容量にばらつきがあった場合でも、このば
らつきを検出できる可能性が高くなり、各組電池６１，
６２毎に的確に充電することができる。これにより、各
組電池６１，６２に対して適正な充電を行うことができ
て、二次電池の過充電による劣化や、二次電池の充電不
足による組電池の出力低下を防止でき、さらに、充電時
間も短縮できる。また、複数の二次電池が分割されてな
る容量の小さな各組電池６１，６２に対して個別に充電
するため、充電時間も短縮できる。Therefore, even if there is a variation in the capacity of the secondary battery in each of the assembled batteries 61, 62, it is highly possible that this variation can be detected.
It is possible to accurately charge each 62. As a result, it is possible to properly charge the assembled batteries 61 and 62, prevent deterioration due to overcharge of the secondary battery, and prevent output reduction of the assembled battery due to insufficient charging of the secondary battery. Charging time can also be shortened. Further, since the assembled batteries 61 and 62 each having a small capacity obtained by dividing a plurality of secondary batteries are individually charged, the charging time can be shortened.
【００３９】なお、上記充電装置８０に代えて、図４に
示すような充電装置９０を用いてもよい。この充電装置
９０には、単一の充電部９３と、電圧測定回路９４を有
する制御部９５が設けられている。また、充電装置９０
には、バッテリーユニット６０が装着された際に、放電
端子６３Ｂ，６３Ｃに接触されて、各組電池６１，６２
同士を、接続回路９６を介して直列に接続する直列接続
端子９１Ａ，９１Ｂと、放電端子６３Ａ，６３Ｄに接触
されて、前記接続回路９６により複数の組電池６１，６
２同士が直列に接続された状態で充電する充電端子９２
Ａ，９２Ｂとが設けられている。なお、この実施の形態
においては、直列接続端子９１Ａ，９１Ｂ同士が接続回
路９６を介して接続されているが、２つの充電端子９２
Ａ，９２Ｂ自体を導通させた１つの部品で構成してもよ
い。A charging device 90 as shown in FIG. 4 may be used instead of the charging device 80. The charging device 90 is provided with a single charging section 93 and a control section 95 having a voltage measuring circuit 94. In addition, the charging device 90
When the battery unit 60 is mounted, the battery units 60 are contacted with the discharge terminals 63B and 63C, and the assembled batteries 61 and 62 are
A plurality of assembled batteries 61, 6 are connected by the connection circuit 96 by being brought into contact with the series connection terminals 91A, 91B for connecting them in series via the connection circuit 96 and the discharge terminals 63A, 63D.
Charging terminal 92 for charging with two connected in series
A and 92B are provided. In this embodiment, the series connection terminals 91A and 91B are connected to each other via the connection circuit 96, but the two charging terminals 92 are connected.
It may be configured by one component in which A and 92B themselves are electrically connected.
【００４０】また、充電部９３は、直列に接続された組
電池６１，６２に対して充電する機能を有しており、制
御部９５には、直列に接続された組電池６１，６２に対
して満充電状態を判定する低下電圧値ΔＶが記憶されて
いる。また、電圧測定装置９４により、直列に接続され
た組電池６１，６２の電圧が測定され、制御部９５は、
測定電圧が極大値となる電圧値を越え、その後、前記低
下電圧値ΔＶだけ下がった場合には、十分な充電が行わ
れたと判断して、充電を個別に終了するように制御す
る。そして、前記下限電圧以下になった場合には、直列
に接続された組電池６１，６２への過充電を防止するた
めに、充電動作が停止される。Further, the charging section 93 has a function of charging the assembled batteries 61, 62 connected in series, and the control section 95 has a function of charging the assembled batteries 61, 62 connected in series. The reduced voltage value ΔV for determining the fully charged state is stored. Further, the voltage measuring device 94 measures the voltages of the battery packs 61 and 62 connected in series, and the control unit 95
When the measured voltage exceeds the maximum voltage value and then drops by the reduced voltage value ΔV, it is determined that sufficient charging has been performed, and the charging is individually controlled. Then, when the voltage becomes equal to or lower than the lower limit voltage, the charging operation is stopped in order to prevent overcharging of the assembled batteries 61 and 62 connected in series.
【００４１】この構成によっても、充電装置９０にバッ
テリーユニット６０を装着すると、接続回路９６により
組電池６１，６２同士が直列に接続され、組電池６１，
６２が直列に接続された状態で充電される。このよう
に、この構成によっても、バッテリーユニット６０を充
電することができる。Also with this configuration, when the battery unit 60 is mounted on the charging device 90, the battery packs 61, 62 are connected in series by the connection circuit 96, and the battery packs 61, 62 are connected.
62 is charged in a state of being connected in series. As described above, also with this configuration, the battery unit 60 can be charged.
【００４２】この場合には、上記充電装置８０と比べる
と、単一の充電対象に対して充電する充電部９３だけを
設ければ済むため、上記充電装置８０のように、２つの
充電部８２，８３を設けた場合と比較して簡単な構成で
済み、その分だけ、充電装置９０としての製造コストを
低減できる利点がある。In this case, as compared with the charging device 80, only the charging portion 93 for charging a single charging target is required to be provided. Therefore, like the charging device 80, two charging portions 82 are provided. , 83 is provided, the configuration is simpler, and the manufacturing cost of the charging device 90 can be reduced accordingly.
【００４３】また、上記実施の形態においては、二次電
池としてニッケル−カドミウム電池を用いた場合を述
べ、この場合には、上記したように、充電時期の終了判
定を電圧の低下電圧値ΔＶによって判定したが、二次電
池として他のものを用いてもよい。例えば、二次電池と
してニッケル−水素電池を用いてもよく、この場合に
は、自転車の使用時に、上記実施の形態と同様に、各組
電池毎の電圧を測定しながら、各組電池毎の放電状態を
検知して放電の際の制御を行うとよい。また、充電に関
しては、ニッケル−水素電池は、満充電状態になるとニ
ッケル水素電池の温度が急激に上昇する特性を有してい
るので、例えば、バッテリユニット内において、組電池
間に仕切り壁を設けるとともに、各組電池を収納してい
る箇所毎に温度センサを設け、充電時に、その時間当た
りの温度上昇率が所定値以上となった際に個別に充電を
停止させるよう制御すればよく、これによっても、各組
電池毎に適した充放電を行うことができる。また、二次
電池としてリチウム電池を用いて、定電流制御を行いな
がら充電し、電圧が急激に低下した場合などに、充電動
作を停止させるように制御してもよい。Further, in the above embodiment, the case where the nickel-cadmium battery is used as the secondary battery is described. In this case, as described above, the termination judgment of the charging timing is made by the voltage decrease voltage value ΔV. Although determined, another battery may be used as the secondary battery. For example, a nickel-hydrogen battery may be used as the secondary battery, and in this case, when the bicycle is used, the voltage of each assembled battery is measured while measuring the voltage of each assembled battery as in the above embodiment. It is advisable to detect the discharge state and control the discharge. Regarding charging, since the nickel-hydrogen battery has a characteristic that the temperature of the nickel-hydrogen battery rises sharply when the battery is fully charged, for example, a partition wall is provided between the assembled batteries in the battery unit. At the same time, a temperature sensor is provided for each location where each assembled battery is housed, and at the time of charging, it may be controlled so that the charging is individually stopped when the temperature rise rate per time becomes a predetermined value or more. Also, the charging / discharging suitable for each battery pack can be performed. In addition, a lithium battery may be used as a secondary battery, charging may be performed while constant current control is performed, and control may be performed to stop the charging operation when the voltage drops sharply.
【００４４】また、上記実施の形態におては、放電端子
６３（６３Ａ〜６３Ｄ）により被充電端子を兼用した場
合を述べたが、これに限るものではなく、放電端子６３
（６３Ａ〜６３Ｄ）とは別個に、同数の被充電端子を組
電池６１，６２に設けても、同様の効果を得ることがで
きる。In the above embodiment, the case where the discharge terminal 63 (63A to 63D) also serves as the terminal to be charged has been described, but the present invention is not limited to this.
Even if the same number of charged terminals are provided in the assembled batteries 61 and 62 separately from (63A to 63D), the same effect can be obtained.
【００４５】さらに、上記実施の形態におては、複数の
二次電池を２分割し、２つの組電池６１，６２毎に、そ
れぞれ放電端子６３（６３Ａ〜６３Ｄ）を設けた場合を
述べたが、これに限るものではなく、複数の二次電池を
３つ以上に分割した場合でも同様の構成を適用できる。Further, in the above-described embodiment, the case where the plurality of secondary batteries are divided into two and the discharge terminals 63 (63A to 63D) are provided for each of the two assembled batteries 61 and 62 has been described. However, the present invention is not limited to this, and the same configuration can be applied when a plurality of secondary batteries are divided into three or more.
【００４６】また、上記実施の形態においては、電動自
転車の場合を述べたが、これに限るものではなく、例え
ば、電動車椅子やその他の電動車両（とりわけ、人力に
対して補助駆動力を供給しながら走行する電動車両）に
も適用できることは申すまでもない。In the above embodiment, the case of the electric bicycle has been described, but the present invention is not limited to this. For example, an electric wheelchair or another electric vehicle (particularly, an auxiliary driving force for human power is supplied). Needless to say, it can also be applied to electric vehicles that run while driving.
【００４７】[0047]
【発明の効果】以上のように本発明によれば、複数の二
次電池を直列接続した組電池が複数組み込まれ、放電端
子が、各組電池毎に並列的に設けられて接続されたバッ
テリーユニットと、前記バッテリーユニットが着脱自在
に装着され、各組電池の放電端子間を直列に接続する直
列接続端子と、前記直列接続端子により直列に接続され
た組電池の放電端子の内、直列接続端子と非接続の放電
端子を接続することにより、この組電池の電圧を電動モ
ータに印加する受電端子とを有するバッテリ搭載部とが
設けられている構成としたことにより、バッテリーユニ
ット内の二次電池の直列本数を増加させて電動モータや
制御回路などの出力効率を向上させることができなが
ら、バッテリーユニットを触っても、感電することを防
止でき、この結果、安全カバーなどを設けなくても済ん
で、製造コストを低減させることができる。As described above, according to the present invention, a plurality of assembled batteries in which a plurality of secondary batteries are connected in series are incorporated, and discharge terminals are provided in parallel for each assembled battery and connected. Unit, the battery unit is detachably mounted, and a series connection terminal for connecting the discharge terminals of each assembled battery in series, and a series connection among the discharge terminals of the assembled battery connected in series by the series connection terminal A secondary battery in the battery unit is provided by providing a battery mounting portion having a power receiving terminal for applying the voltage of the assembled battery to the electric motor by connecting the terminal and the non-connected discharge terminal. While increasing the number of batteries in series to improve the output efficiency of electric motors and control circuits, you can prevent electric shock even if you touch the battery unit. Remaining after without providing a like full cover, it is possible to reduce the manufacturing cost.
【００４８】また、車両本体側に、各放電端子と各直列
接続端子とに接続されて、各組電池毎の電圧を測定する
電圧測定手段と、これらの各組電池毎の電圧に基づいて
放電状態を判定する制御手段とを備えることにより、二
次電池に容量のばらつきがあった場合でも、放電状態を
より的確に把握できるようになり、二次電池の過放電に
よる劣化を最小限に抑えることができる。Further, on the vehicle body side, voltage measuring means connected to each discharge terminal and each series connection terminal for measuring the voltage of each assembled battery, and discharging based on the voltage of each assembled battery By including the control means for determining the state, it becomes possible to more accurately grasp the discharge state even when there is a variation in the capacity of the secondary battery, and to minimize deterioration due to over-discharge of the secondary battery. be able to.
【００４９】また、バッテリーユニットにおいて複数の
二次電池を分割して複数の組電池を構成し、バッテリー
ユニットの被充電端子を、各組電池毎に対となって並列
的に設け、電動車両用バッテリーユニットの充電装置に
おいて、バッテリーユニットの各被充電端子に対応して
充電端子を設け、充電端子を各組電池毎に個別かつ並列
的に充電することにより、二次電池に容量のばらつきが
あった場合でも、各組電池毎に的確に充電できるように
なって、二次電池の過充電による劣化や、二次電池の充
電不足による組電池の出力低下を防止できる。また、複
数の二次電池が分割されてなる容量の小さな各組電池に
対して個別に充電するため、充電時間も短縮できる。Further, in the battery unit, a plurality of secondary batteries are divided to form a plurality of assembled batteries, and the charged terminals of the battery units are provided in pairs for each assembled battery in parallel. In the battery unit charging device, the charging terminals are provided corresponding to the charged terminals of the battery unit, and the charging terminals are charged individually and in parallel for each assembled battery. Even in such a case, each assembled battery can be accurately charged, and deterioration of the secondary battery due to overcharging and reduction in output of the assembled battery due to insufficient charging of the secondary battery can be prevented. In addition, since each assembled battery having a small capacity, which is formed by dividing a plurality of secondary batteries, is individually charged, the charging time can be shortened.
【図１】本発明の実施の形態にかかる電動自転車のバッ
テリーユニットと電動自転車本体要部とを概略的に示す
回路ブロック図である。FIG. 1 is a circuit block diagram schematically showing a battery unit and a main part of an electric bicycle main body of an electric bicycle according to an embodiment of the present invention.
【図２】同バッテリーユニットとその充電装置とを概略
的に示す回路ブロック図である。FIG. 2 is a circuit block diagram schematically showing the battery unit and its charging device.
【図３】同バッテリーユニットを電動自転車本体に装着
した状態を概略的に示す側面図である。FIG. 3 is a side view schematically showing a state in which the battery unit is attached to an electric bicycle body.
【図４】同バッテリーユニットと本発明の他の実施の形
態にかかる充電装置とを概略的に示す回路ブロック図で
ある。FIG. 4 is a circuit block diagram schematically showing the battery unit and a charging device according to another embodiment of the present invention.
【図５】バッテリーユニットを装着した電動自転車の要
部斜視図である。FIG. 5 is a perspective view of a main part of an electric bicycle equipped with a battery unit.
【図６】従来のバッテリーユニットを従来の電動自転車
本体に装着した状態を概略的に示す側面図である。FIG. 6 is a side view schematically showing a state in which a conventional battery unit is attached to a conventional electric bicycle main body.
【図７】従来の電動自転車のバッテリーユニットと従来
の電動自転車本体要部と従来の充電装置とを概略的に示
す回路ブロック図である。FIG. 7 is a circuit block diagram schematically showing a battery unit of a conventional electric bicycle, a main part of a conventional electric bicycle main body, and a conventional charging device.
【図８】ニッケル−カドミウム電池の充電時の特性を示
す図である。FIG. 8 is a diagram showing characteristics during charging of a nickel-cadmium battery.
【図９】（ａ）は、標準の容量の二次電池の放電時間に
対する電圧の変化特性を示す図、（ｂ）は、容量の少な
い二次電池の放電時間に対する電圧の変化特性を示す図
である。9A is a diagram showing a change characteristic of voltage with respect to a discharge time of a secondary battery having a standard capacity, and FIG. 9B is a diagram showing a change characteristic of voltage with respect to a discharge time of a secondary battery having a small capacity. Is.
５０ 電動自転車本体 ５１Ａ、５１Ｂ 直列接続端子 ５２Ａ、５２Ｂ 受電端子 ５５ 電動モータ ６０ バッテリーユニット ６１ 第１の組電池 ６２ 第２の組電池 ６３（６３Ａ〜６３Ｄ） 放電端子（被充電端子） ８０ 充電装置 ８１（８１Ａ〜８１Ｄ） 充電端子 ８２ 第１の充電部 ８３ 第２の充電部 ８４ 電圧測定回路 ８５ 制御部 ９０ 充電装置 ９１Ａ，９１Ｂ 直列接続端子 ９２Ａ，９２Ｂ 充電端子 ９３ 充電部 ９４ 電圧測定装置 ９５ 制御部 ９６ 接続回路 １００ 制御部 １０１ 電圧測定回路 １０２ バッテリー残量表示部 50 electric bicycle body 51A, 51B Series connection terminal 52A, 52B Power receiving terminal 55 Electric motor 60 battery unit 61 First battery pack 62 Second battery pack 63 (63A to 63D) Discharge terminal (charged terminal) 80 charger 81 (81A-81D) charging terminal 82 First charging unit 83 Second charging section 84 Voltage measurement circuit 85 control unit 90 charger 91A, 91B Series connection terminal 92A, 92B charging terminal 93 Charging section 94 Voltage measuring device 95 control unit 96 connection circuit 100 control unit 101 Voltage measurement circuit 102 Battery level indicator
Claims (6)
複数組み込まれ、放電端子が、各組電池毎に並列的に設
けられて接続されたバッテリーユニットと、 前記バッテリーユニットが着脱自在に装着され、各組電
池の放電端子間を直列に接続する直列接続端子と、前記
直列接続端子により直列に接続された組電池の放電端子
の内、直列接続端子と非接続の放電端子を接続すること
により、この組電池の電圧を電動モータに印加する受電
端子とを有するバッテリ搭載部とが設けられていること
を特徴とする電動車両。1. A battery unit in which a plurality of assembled batteries in which a plurality of secondary batteries are connected in series are incorporated, and discharge terminals are provided in parallel for each of the assembled batteries and connected, and the battery unit is detachable. Connected is a series connection terminal that connects the discharge terminals of each assembled battery in series and a discharge terminal that is not connected to the series connection terminal among the discharge terminals of the assembled battery that are connected in series by the series connection terminal. Thus, an electric vehicle including a battery mounting portion having a power receiving terminal for applying the voltage of the assembled battery to the electric motor.
体側に、 各放電端子と各直列接続端子とに接続されて、各組電池
毎の電圧を測定する電圧測定手段と、 これらの各組電池毎の電圧に基づいて放電状態を判定す
る制御手段とを備えたことを特徴とする請求項１記載の
電動車両。2. A voltage measuring means, which is connected to each discharge terminal and each series connection terminal and measures the voltage of each battery pack, on the vehicle body side where the battery mounting portion is provided, and each of these sets. The electric vehicle according to claim 1, further comprising control means for determining a discharge state based on a voltage of each battery.
池が複数組み込まれたバッテリーユニットが、車両本体
に対して着脱自在に取り付けられ、 バッテリーユニットに設けられている被充電端子が、各
組電池毎に対となって並列的に設けられていることを特
徴とする電動車両。3. A battery unit, in which a plurality of battery packs formed by connecting a plurality of secondary batteries in series are incorporated, is detachably attached to a vehicle body, and a charged terminal provided in the battery unit is An electric vehicle in which a pair is provided in parallel for each of the battery packs.
ッテリーユニットに対して充電する電動車両用バッテリ
ーユニットの充電装置であって、 バッテリーユニットの各被充電端子に対応して充電端子
が設けられ、 充電端子は各組電池毎に個別かつ並列的に充電するよう
に接続されたことを特徴とする電動車両用バッテリーユ
ニットの充電装置。4. A charging device for a battery unit for an electric vehicle, which charges a battery unit provided in the electric vehicle according to claim 3, wherein a charging terminal is provided corresponding to each charged terminal of the battery unit. The charging device for an electric vehicle battery unit, wherein the charging terminals are connected so as to charge the battery packs individually and in parallel.
ッテリーユニットに対して充電する電動車両用バッテリ
ーユニットの充電装置であって、 バッテリーユニットが装着された際に各組電池同士を直
列に接続する直列接続端子と、 前記直列接続端子により複数の組電池同士が直列に接続
された状態で充電する充電端子とが設けられていること
を特徴とする電動車両用バッテリーユニットの充電装
置。5. A battery unit charging device for an electric vehicle for charging a battery unit provided in the electric vehicle according to claim 3, wherein the assembled batteries are connected in series when the battery unit is mounted. A charging device for an electric vehicle battery unit, comprising: a serial connection terminal for charging; and a charging terminal for charging a plurality of assembled batteries connected in series by the series connection terminal.
とする請求項１〜３の何れかに記載の電動車両。6. The electric vehicle according to claim 1, wherein the electric vehicle is an electric bicycle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001312062A JP2003116226A (en) | 2001-10-10 | 2001-10-10 | Motor vehicle and battery unit charger therefor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001312062A JP2003116226A (en) | 2001-10-10 | 2001-10-10 | Motor vehicle and battery unit charger therefor |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2003116226A true JP2003116226A (en) | 2003-04-18 |
Family
ID=19130777
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001312062A Pending JP2003116226A (en) | 2001-10-10 | 2001-10-10 | Motor vehicle and battery unit charger therefor |
Country Status (1)
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| JP (1) | JP2003116226A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009070794A (en) * | 2007-09-13 | 2009-04-02 | Kazumasa Sakakibara | Battery pack, electric equipment, and power cord adapter |
| WO2013042712A1 (en) * | 2011-09-21 | 2013-03-28 | 三洋電機株式会社 | Charging/discharging control device for battery block |
| JP2013519352A (en) * | 2010-02-04 | 2013-05-23 | エコモーティブ・イノーバ・コンスルトレス・ソシエダッド・リミターダ | Electric power supply system for vehicles |
| JP2016019466A (en) * | 2014-07-07 | 2016-02-01 | ドクター エンジニール ハー ツェー エフ ポルシェ アクチエンゲゼルシャフトＤｒ． Ｉｎｇ． ｈ．ｃ．Ｆ． Ｐｏｒｓｃｈｅ Ａｋｔｉｅｎｇｅｓｅｌｌｓｃｈａｆｔ | Energy storage system and method for operating energy storage system |
| JP2016210240A (en) * | 2015-04-30 | 2016-12-15 | ヤマハ発動機株式会社 | Saddle-riding type electric vehicle and charging system of the same |
| JP2018037392A (en) * | 2016-08-26 | 2018-03-08 | 株式会社豊田自動織機 | Battery pack and discharge plug |
| EP3587236A3 (en) * | 2018-06-28 | 2020-03-11 | Specialized Bicycle Components, Inc. | In-frame mounted bicycle monitoring device |
| USD891991S1 (en) | 2018-06-28 | 2020-08-04 | Specialized Bicycle Components, Inc. | Electronic device |
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| JP2009070794A (en) * | 2007-09-13 | 2009-04-02 | Kazumasa Sakakibara | Battery pack, electric equipment, and power cord adapter |
| JP2011004599A (en) * | 2007-09-13 | 2011-01-06 | Kazumasa Sakakibara | Battery pack |
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| JP2016019466A (en) * | 2014-07-07 | 2016-02-01 | ドクター エンジニール ハー ツェー エフ ポルシェ アクチエンゲゼルシャフトＤｒ． Ｉｎｇ． ｈ．ｃ．Ｆ． Ｐｏｒｓｃｈｅ Ａｋｔｉｅｎｇｅｓｅｌｌｓｃｈａｆｔ | Energy storage system and method for operating energy storage system |
| US10828995B2 (en) | 2014-07-07 | 2020-11-10 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Energy storage system and method for operating an energy storage system |
| TWI594922B (en) * | 2015-04-30 | 2017-08-11 | 山葉發動機股份有限公司 | Straddled electric vehicle, and charging system for straddled electric vehicle |
| US10266066B2 (en) | 2015-04-30 | 2019-04-23 | Yamaha Hatsudoki Kabushiki Kaisha | Straddled electric vehicle, and charging system for straddled electric vehicle |
| JP2016210240A (en) * | 2015-04-30 | 2016-12-15 | ヤマハ発動機株式会社 | Saddle-riding type electric vehicle and charging system of the same |
| JP2018037392A (en) * | 2016-08-26 | 2018-03-08 | 株式会社豊田自動織機 | Battery pack and discharge plug |
| EP3587236A3 (en) * | 2018-06-28 | 2020-03-11 | Specialized Bicycle Components, Inc. | In-frame mounted bicycle monitoring device |
| USD891991S1 (en) | 2018-06-28 | 2020-08-04 | Specialized Bicycle Components, Inc. | Electronic device |
| US10933936B2 (en) | 2018-06-28 | 2021-03-02 | Specialized Bicycle Components, Inc. | In-frame mounted bicycle monitoring device |
| US11820456B2 (en) | 2018-06-28 | 2023-11-21 | Specialized Bicycle Components, Inc. | In-frame mounted bicycle monitoring device |
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