JP2009227171A - Hybrid system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel-efficient hybrid system which uses a high capacity density battery as a secondary battery for wheel motor driving to be used for a hybrid system for a vehicle, reduces the load of an engine and increases the load of a battery, and is excellent in fuel consumption, and to provide a hybrid system using a lead-free battery adaptable to environmental preservation. <P>SOLUTION: Engine driving is performed by a front wheel driving part, and wheel motor driving by a battery is performed by a rear wheel driving part, and a motor drive battery with high performance well-balanced with an engine load is used, and when a power is temporarily necessary in rapid acceleration or slope, engine driving is performed, and when a vehicle travels at a low speed in a city or travels at a high speed in a long time, battery driving is performed so that fuel consumption can be set to almost at least 70 km/l. Especially, the driving switching means of an engine and a battery is performed in a drive mode and a neutral mode of a gear shift. Thus, it is possible to provide a highly efficient hybrid system by the program means of the computer system of a controller. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle hybrid system including at least a front wheel drive unit driven by an engine and a rear wheel unit driven by a wheel-in motor by a drive battery. More particularly, the present invention relates to a hybrid system for vehicles suitable for lead-free environmental protection using a high-performance, high-capacity high-density secondary battery as a driving battery.

Conventional hybrid systems for vehicles include various hybrid systems such as a series hybrid system, a parallel hybrid system, and a series / parallel hybrid system.
In any case, an engine and a motor driven by a battery are used in combination, and the system has been devised as a system that travels efficiently with less fuel in cooperation.

However, the weak point of the hybrid system lies in the battery, and its performance cannot be coordinated with the engine.
Conventionally, lead batteries have been used for vehicles, but there are various problems as follows. For one, there is a problem that the energy capacity per unit volume is low, it is heavy when used for vehicles, and has a large volume.

In addition, by using sulfuric acid as the electrolytic solution, when performance is generally improved, sulfuration (sulfurization) tends to occur, and an increase in the internal resistance of the battery cannot be avoided.
As the sulfuration progresses, it becomes difficult for ions to move, and it becomes impossible to operate and is discarded, but disposal of pollutants such as sulfuric acid in the electrolyte and lead in the electrode is not easy.

In particular, since a lead battery for a vehicle is used under heavy load, both the electrode plate and the electrolyte solution wear out. However, in the case of a shield type battery, the electrode plate cannot be replaced and the electrolyte solution cannot be replenished.
Risk factors as material-specific pollution materials cannot be avoided.

For example, in order to improve the internal structure of a lead battery so that it can withstand heavy loads for vehicles, Patent Document 1 provides a control valve in which a catalyst is arranged on the upper part of an electrolyte tank so that gas generated in the battery can be efficiently generated. A technique is disclosed in which the generated water is refluxed by a catalytic reaction, and the sulfurization of the negative electrode is prevented. Even if the lead battery solves the problems as described above, the use and the method of use are often limited.
Recently, lithium ion batteries that can avoid the above-mentioned problems of lead batteries to some extent have been used in portable devices. Lithium ion batteries have high energy density, small size and light weight, and low pollution.

However, the lithium ion battery has a high manufacturing cost, and the cycle life is about 300 times, which is lower than about 1000 times of the lead battery, so that there is a problem that the running cost becomes more expensive.
Further, the lithium ion battery has no resistance to overdischarge and overcharge, and is not suitable for use as a vehicle. In particular, when overcharging is performed, the battery overheats, and when the temperature exceeds about 130 ° C., the battery bursts, resulting in a serious problem in discharging the electrolyte.

Therefore, when the inside of the battery is about to burst at high temperature, the method of letting gas escape from a part of the gasket of the enclosing part, the method of letting the gas escape by the lid part (positive electrode terminal) jumping out, or destroying the internal separator A method for suppressing gas generation by short-circuiting has been developed.
In order to solve these problems, Patent Document 2 discloses a technique for reducing the risk of fire by using a flammable organic solvent as a solvent for an electrolytic solution by using a gel-like nonaqueous electrolytic solution. However, it has been difficult to use lithium ion batteries for vehicles.

Therefore, in order to effectively use the performance of the battery as its weak point, a configuration that effectively cools the heat generated by the coil used in the wheel-in motor (Patent Document 3), the battery is completely discharged to achieve a memory effect. The charge / discharge system (patent document 4) etc. which recover the output voltage fall which performs is considered.
JP 2001-148256 A (2nd, 3rd page, FIG. 1) JP 09-270271 A (2nd, 3rd page, FIG. 1) No. 2006-246678 JP 2008-30559 A

  An object of the present invention is to use a wheel motor driving battery in which the above-mentioned various problems are solved as a secondary battery used in a vehicle hybrid system, to reduce the engine load, increase the battery load, and improve the fuel efficiency. Provide a system.

  This battery for driving the wheel motor does not use lead and sulfuric acid, which are pollution factors, and has higher performance than the lead battery (fast rise for fast charge and fast discharge time for rapid discharge) Provided is a vehicle hybrid system using a high-capacity (secondary battery with high energy density) environment-friendly high-capacity lead-free battery.

In order to solve the above problems, a vehicle hybrid system of the present invention is a vehicle hybrid system provided with at least a front wheel drive unit driven by an engine and a rear wheel drive unit driven by a wheel motor by a drive battery. ,
An alternator comprising an alternator for converting mechanical energy transmitted from the engine into alternating current, and a rectifier for converting the generated alternating current into direct current power, and connecting them to the engine;
12v general-purpose battery used for vehicles and connected for charging from an alternator;
A plurality of n first to nth drive batteries of the same voltage and capacity formed by connecting a plurality of unit cell batteries connected to the alternator to discharge to the wheel motor and drive the rear wheels in series. When,
When the central control unit receives a sensor signal from the drive mode in which the gear shift drives the vehicle and switches to the neutral mode or vice versa, the drive is driven to the engine. When it is determined that the front wheel has been driven and switched to the neutral mode, a connection signal is sent to the first to nth driving batteries to drive the wheel motor, that is, at least switching means for driving the rear wheels. A controller comprising a computer having,
In addition to the controller switching means, when power is temporarily required when climbing a steep slope or during a sudden acceleration, a drive signal is automatically sent to the engine only during that time, and the wheel motor is not driven during that time. A circuit connection signal for charging the first to nth driving batteries from the alternator, and charging,
In addition, when driving at a low speed in an urban area, when power for constant high speed driving is not necessary, the first to nth driving batteries are automatically connected to the wheel motor to drive the rear wheels. The engine is provided with means for maintaining the idling state, driving the alternator in the idling state, and charging the output to the first to nth driving batteries.

The wheel motor is disposed in a space of a hollow axle, and includes a stator having an electromagnetic pole around which a coil is wound, and a rotor that rotates with respect to the stator. A drive battery is connected.
Further, the front wheel described above is replaced with a rear wheel, and the rear wheel is changed to a front wheel.
Each unit cell of the plurality of n sets of first to n-th driving batteries is formed by applying a binder into a predetermined blending ratio of calcium, silver oxide, and carbon, and applying and drying as a paste material. An anode side electrode, a cathode side electrode formed by separately adding a binder to each component of zinc and carbon, mixing and separating two types of paste materials in a predetermined area ratio, and drying, and the positive and negative electrodes It consists of a separator that selectively allows hydroxide ions to pass between the opposing surfaces of each electrode, and an alkaline aqueous solution disposed between the electrodes,
A high energy density secondary battery is formed by equivalently connecting a first region containing zinc on the cathode side electrode surface and a second region containing carbon on the cathode side electrode surface,
The drive battery does not use lead and sulfuric acid, and corresponds to environmental protection with high capacity and light capacity and good rapid charge / discharge performance.
The compounding ratio of calcium, silver oxide, and carbon as materials applied to the anode side electrode base material is in the range of 40-60% calcium, 20-30% silver oxide, and 10-40% carbon. And
In addition, the area ratio in which the zinc-only material and the carbon-only material are separately applied to the cathode-side electrode base material is 60 to 90% of the first region area of the zinc-only application, It is in the range of 10 to 40% of the second area area.
Further, in the case where both the anode side and the cathode side electrode base materials are mesh-shaped, in order to increase the capacity, both the anode material surface and the cathode material surface of the mesh-shaped electrode base material are efficiently used. A plurality of (M) anodes and cathodes are alternately arranged so as to be opposed to each other.
Further, in the case where the electrode base on both the anode side and the cathode side is in the form of a thin film on which a metal is deposited, in order to increase the capacity, the electrode base has a long roll film structure, The film shape of the electrode substrate on the cathode side has the same dimensions, and the mixed paste material is applied and dried on the film on the anode side electrode substrate, and the two types of paste materials are applied on the film on the cathode side electrode substrate. The first and second regions are separated and coated and dried, the long-winding separator is sandwiched between them, and a long-winding film is bent at a predetermined pitch length, or a winding structure. .
In addition, when the electrode base material is mesh-shaped when the cathode-side electrode base material is separated into a zinc material and a carbon material and applied in a predetermined area ratio, each mesh-shaped electrode base material is longitudinally or laterally arranged. It is a separation pattern in which a zinc material region and a carbon material region are repeated at a predetermined pattern period N (integer).
In addition, when the electrode base material is a long film when the zinc side material and the carbon material are separated and applied to the cathode side electrode base material in a predetermined area ratio, the longitudinal direction or the width with respect to the film electrode base material It is a separation pattern in which a zinc material region and a carbon material region are repeated in a direction at a predetermined pattern period N (integer).

The vehicle hybrid system of the present invention has the following effects.
Switching between whether the front wheel drive unit is operated by engine driving or the rear wheel drive unit is operated by a battery by a battery is performed by an exerciser's judgment, so that the efficiency can be further improved.

Since the battery has higher performance and higher capacity than the lead battery, the system can provide the controller with a switching means that makes the load on the battery larger than the load on the engine as opposed to the conventional system. Compared to 13 km / l for a car gasoline engine alone and 18 km / l for a hybrid, this system can achieve a minimum of 70 km / l.
Since the battery does not use a lead battery, it becomes a hybrid system for environmental protection.

Since the battery has a high capacity, the volume and weight can be reduced compared to the lead battery. Specifically, the volume can be 1/3 and the weight can be 1/5.
Since the battery has no memory effect, it can be recharged. While the wheel motor is driven by the battery while traveling, the battery can be charged at any time by engine idling.

Two or more sets of drive batteries can be arbitrarily switched and one side can be replenished and charged by engine idling one by one during traveling.
Since the voltage per cell is higher than that of a lead battery (1 cell 2.0 v) and is about 2.5 v, the number of cells for obtaining a predetermined voltage can be reduced, and the size and weight can be reduced.

  The battery internal structure is simple, low weight, low material cost, and low manufacturing cost. The envelope also has a small weight structure and the material cost is low.

Hereinafter, a vehicle hybrid system of the present invention will be described with reference to the drawings.
FIG. 1 shows an embodiment of the hybrid system.

Here, 10 is an engine, 20 is an alternator comprising an AC generator 21 that converts mechanical rotational energy transmitted from the engine 10 into electrical AC energy, and a rectifier 22 that converts the generated AC power into DC power. is there.
Reference numeral 40 denotes a wheel motor, and the wheel motor 40 is disposed in the space of the hollow axle to form the wheel-in motor 40.

That is, it includes a stator 41 having an electromagnetic pole around which a coil is wound, and a rotor 42 that rotates with respect to the stator 41.
Reference numerals 31 and 32 denote driving batteries for the wheel drive motor 40, which are illustrated in FIG. 1 as two sets of driving batteries 31 and 32, but may be a plurality of sets greater than two sets.

Reference numeral 39 denotes a conventional general-purpose 12v battery for vehicles.
Each of the batteries 31, 32, and 39 is connected to a circuit charged from the alternator 20. This connection ON / OFF is based on a signal from the controller 50 described later.

The battery batteries 31 and 32 for driving the wheel motor 40 are connected in parallel and connected to the input terminal of the wheel motor 40. The connection of this circuit is turned on / off by a signal from the controller 50.
The controller 50 has an input terminal for receiving, via the I / F, a central control unit 51 and a sensor signal from the gear shift unit as to whether the gear shift of the vehicle is in a drive mode for driving the vehicle or in a neutral mode. Unit 52, output terminal unit 53 for transmitting an ON / FF signal to the charging circuit between the alternator 20 and the motor drive batteries 31 and 32 via the I / F, the motor drive batteries 31 and 32, and the wheel motor 40 The computer system includes at least an output terminal unit 54 that transmits an ON / OFF signal to the discharge drive circuit between the first and second terminals via an I / F, a storage device 55, a display unit 56, a maintenance signal input unit 57, and the like. (See Figure 2)

The controller 50 records the following control means 60 in the storage device 55, and the central control unit 51 executes the program of the control means 60 in accordance with the state of the vehicle.
When the controller 50 is turned on and the computer is started, the central control unit 51 receives a sensor signal from the vehicle gear shift unit, and sends a drive signal to the engine 10 when it is determined that the neutral mode is switched to the drive mode. The engine front wheel is driven.

When the sensor signal is received and it is determined that the drive mode is switched to the neutral mode, a circuit connection signal is sent to the first and second drive batteries 31 and 32 to drive the wheel motor 40. That is, the rear wheel drive state is set.
The above switching means 61 is always executed by the computer.

In addition to the switching means 61 of the controller 50, the following program is executed.
When power is required temporarily during sudden acceleration, such as when climbing a steep slope or overtaking, a signal is automatically sent from the controller 50 to the engine 10 and a drive signal is sent only during that time to set the front wheel drive state. Temporary acceleration means 62 is provided for charging by sending a circuit connection signal for charging the first and second motor drive batteries 31 and 32 from the alternator 20 without driving the wheel motor 40. When a predetermined time elapses or the wheel means is driven by the battery by the switching means 61, the means 62 is terminated.

Further, when driving at a low speed in an urban area, or at a constant high speed, and when no power is required for a long time, the first and second motor driving batteries 31, 32 are automatically connected to the wheel motor 40. The engine 30 is set in the rear wheel drive state, and the engine 30 is maintained in the idling state, and the alternator 20 is driven in the idling state to charge the first and second motor driving batteries 31 and 32 with the DC output. Means 63 is provided for a long time at a constant speed. During this time, the switching means 61 terminates the means 63.
As described above, in addition to the switching means 60, the temporary acceleration means 61 and the long time constant speed means 62 are executed in combination.

The wheel motor is preferably arranged in the space of the hollow axle to form a wheel-in motor.
A stator having an electromagnetic pole around which a coil is wound is attached to an axle and includes a rotor attached to the axle. An improved mechanism is disclosed in Patent Document 3 and the like.

In FIG. 1, the engine is driven by front wheel drive and the wheel motor driven by battery is driven by rear wheel drive. However, the rear wheel drive is driven by engine drive, and the wheel motor drive by battery is driven by front wheel drive. You may do it.
Next, the drive batteries 31 and 32 that are discharged to drive the wheel motor 40 will be described.

As described in the above-mentioned problem, the weak point of the hybrid system for vehicles is the battery.
That is, in the hybrid system, the performance of the engine and the wheel motor driven by the battery must be combined and coordinated, but the performance of the battery is a little low. Become. Therefore, such a conventional hybrid system for a vehicle using a program means cannot improve fuel efficiency.

This vehicle hybrid system increases the load on the high-performance batteries 31 and 32 by setting the load on the engine 10 within the minimum necessary time as much as possible. Therefore, the vehicle hybrid system using the program switching means of the present invention can greatly improve fuel efficiency compared with the conventional system.
The high performance batteries 31 and 32 will be described below.

FIG. 3 shows the structure of the unit cells of the high performance batteries 31 and 32. The structure of the unit cell of this embodiment shows a case where the electrode substrate is mesh-shaped.
FIG. 3 shows a basic assembly structure diagram of a unit cell of a high capacity (density) lead-free battery as the high performance batteries 31 and 32 at the upper part.

Here, a is an anode terminal, 6 is a cathode terminal, c is a cathode side electrode material, co is an electrode base material to which the material is applied, d is an anode side electrode material, and do is an electrode base material of the material.
f is a separator in the middle part between the cathode electrode material c and the anode electrode material d and selectively allows hydroxide ions to pass through. e is an electrolyte solution disposed between the anode and the cathode, and an alkaline aqueous solution is used here. In addition, g shows the envelope which accommodates them.

FIG. 3A shows a flow chart of manufacturing in which the electrode material d is applied to the mesh electrode substrate do on the anode side and dried.
Here, the electrode substrate do may have a mesh shape (metal lattice shape) or a dielectric film film on which a metal is deposited. FIGS. 3 and 4 show a mesh-like case, and FIGS. 5 and 6 show a film-film-like electrode substrate do.

Returning to FIG. 3A, the anode side electrode base material do has a structure of a white copper plate mesh or a white copper lattice. The mesh do is applied in the form of a mixed paste in which Ca, Ag ₂ O, and carbon are mixed and a binder is further added. Next, baking is performed to complete the anode side electrode material.
Here, the compounding ratio of CaAg ₂ O carbon is in the range of 40 to 60%, 20 to 30%, and 10 to 40%, respectively.

In FIG.3 (b), the cathode side electrode base material co consists of a structure of a zinc plate mesh or a zinc lattice. Without mixing Zn and carbon with this mesh co, a binder is put in each of the mesh co to form a paste, which is applied to the separated region and then baked to complete the cathode-side electrode material.
In the embodiment of FIG. 3B, the unit electrode base material is separated in the lateral direction, the upper part is an area coated with Zn in a binder, and the lower part is an area coated with a binder in carbon.

Here, the area ratio of the Zn region and the carbon region is set to be in the range of 60 to 90% and carbon of 10 to 40%, respectively. For example, if the Zn region is 60%, the carbon region is 40%, and if the Zn region is 70%, the carbon region is 30%.
FIG. 3B shows a case where the pattern period is only once in the horizontal direction and N = 1. The pattern period may be repeated N times.

FIG. 3C shows a case where the pattern period N = 2 in the vertical direction. Vertical separation type.
When the mesh-shaped electrode base materials co and do as shown in FIG. 3 are used, in order to increase the capacity per unit area, both surfaces of the electrode material baked on the electrode base materials co and do faces each other. An embodiment having an efficient arrangement is shown in FIG.

FIG. 4 shows a configuration example in which a plurality of electrode base materials co and do are arranged in order to increase the capacity to a predetermined amount when the electrode base material has a mesh shape.
That is, since both surfaces of the cathode material c and the anode material d can be used, the cathode material and the anode material are alternately arranged so that the material surfaces face each other.

In FIG. 4, three cathode materials c, three anode materials d, and a total of M = 6 sheets are used alternately.
A DC12v60ah specification is shown in which the above arrangement configuration is a 2.5v1 cell, and five cells are connected in series. The motor drive batteries 31 and 32 in FIG. 1 have a DC48v60ah specification in which 20 cells are connected in series.

FIG. 5 and FIG. 6 show an embodiment of a battery having a high capacity (density) lead-free battery when the electrode base materials co and do are in the form of a thin film.
Here, FIG. 5 shows the longitudinally separated cathode electrode material and the transversely separated cathode electrode material of FIG.

FIG. 5 (a) shows that a cathode-side electrode substrate Co has a thin film layer deposited with zinc on the upper surface of a long roll film (or long film).
Further, as shown in the drawing, a paste material containing only carbon, a paste material containing only zinc, and a paste material containing only zinc are applied alternately at a predetermined area ratio on the upper surface of the thin film metal. (Vertical separation type)

For example, the carbon region and the zinc region have an area ratio of 40% and 60%, respectively.
Next, FIG. 5B shows that the anode side electrode base material do comprises a thin film layer in which white copper is vapor-deposited on the upper surface of the long roll film (or long film).

Further, a mixed paste material containing Ca, Ag ₂ O and carbon is applied to the upper surface of the thin film metal as shown in the figure.
As described above, the cathode electrode material c has a configuration in which two types of pastes are separately applied at a predetermined area ratio, and the anode electrode material d has a mixed paste material applied to the entire surface.

A long separator f having the same dimensions is sandwiched between the cathode electrode material c and the anode electrode material d, and is bent at a predetermined pitch length as shown in FIG. 5 (c). Opposing through the separator. Fold as above.
The outside of the materials c and d that are not the opposing surfaces is an insulating film, so it is bent, and even if the surfaces of the materials c and d are in contact with each other, it is irrelevant to the characteristics, and is completely folded and compressed to form a compact shape. be able to.

Further, instead of the folding structure of FIG. 5C, a coiled winding structure as shown in FIG. 5D may be used.
This structure is found in small batteries.
Note that the bending structure of FIG. 5C shows the same experimental example as when the bending pitch length and the repetition of the zinc and carpon patterns are N = 1.

It is not always necessary to match the pitch length with the repeated pattern length. However, it is desirable that the repeated pattern length is designed to be as short as possible or shorter than the pitch length.
Next, FIG. 6 shows a high-performance battery that is a high-capacity (density) lead-free battery when the electrode substrate co is a thin film, as in FIG. However, the cathode electrode material c is a laterally separated type.

FIG. 6A shows a state in which a long film is provided with a metal layer on which zinc is vapor-deposited on a surface, and a carbon paste material and a zinc paste material are further coated on the surface. However, the separation region is a case of a lateral separation type. The pattern period is N = 1.
FIG. 6B shows a case where the pattern period is N = 3.

In any case, in (a) and (b), two types of paste materials are continuously applied with a constant width in the longitudinal direction, so that the lateral separation type facilitates the manufacturing process.
As described above, the operation of the high-performance battery as a high-capacity (density) lead-free battery, which is characterized by the separation type, in which the cathode electrode material C is manufactured by separating and applying two types of paste materials and drying them, is as follows. become.

When the cathode electrode material C is separated by two types of paste materials, two different regions composed of the anode electrode material d surface are connected in parallel so as to face each other through the separator f. The two secondary batteries can be considered.
In the first region where the paste material on the cathode surface contains zinc, it operates as a conventional silver-zinc battery.

That is, the reaction formula of the electrode is as follows, and the electrons 2e ⁻ flow from the negative electrode to the positive electrode.
Positive electrode Ag ₂ O + H ₂ O + 2e ⁻ → 2Ag + 2OH ⁻
Negative electrode Zn + 2OH ⁻ → ZnO + H ₂ O + 2e ⁻

Here, the hydroxide ion 2OH ⁻ produced at the positive electrode moves to the negative electrode through the separator.
On the other hand, in the second region where carbon is contained in the paste material on the cathode surface, calcium ions Ca ⁺ react as follows.

At the time of charging, Ca ⁺ is discharged from the surface of the anode electrode material d and is adsorbed by the carbon of the anode electrode material c.
At the time of discharge, calcium ions Ca ⁻ adsorbed on the negative electrode material c are separated from the carbon and returned to the anode electrode material d.
Since calcium ions Ca ⁺ have a large ionic radius, the negative electrode material that stores the ions during charging largely depends on the performance. Therefore, by providing the second region in which the carbon is separated in the negative electrode material, a large amount of the calcium ions Ca ⁺ can be adsorbed.

Further, since the calcium ion Ca ⁺ is a divalent cation, the battery in the second region has a high voltage (1.8 V to 3.0 V per cell): high capacity and high energy density.
By separating into the first region and the second region as described above, the battery has a high energy density, and the energy density of the separated lead-free battery is several times higher than that of the lead battery. Therefore, reduction in size and weight can be realized.

Next, in a lead-free battery, zinc and carbon are separately mixed and mixed with the cathode electrode material c, respectively, to produce a zinc-only paste material and a carbon-only paste material, as shown in FIGS. FIG. 7 and FIG. 8 show examples of how the performance is improved when the electrode material c is produced by separating and coating and drying.
FIG. 7 is a charge / discharge characteristic comparison diagram, which compares the conventional lead battery and a non-cathode-separated lead-free battery with the measured values of the cathode-separated high-energy density lead-free battery of the present invention. Both curves are compared in the case of 40 Ah capacity.

(A) is a diagram comparing the charging characteristics, the high capacity type indicates a cathode-separated lead-free battery, and the non-separable type indicates a cathode-free battery (a paste in which zinc and carbon are mixed). . In each case, the capacity is 40 Ah and the time difference from 10.8V to 12.5V is shown.
The separation type high capacity density lead-free battery (high capacity type) has a very short charging time compared to other non-separation type lead batteries.

(B) is the figure which compared the discharge characteristic, and a high capacity | capacitance type shows a cathode separation type. In each case, the time required for the constant voltage discharge from 12.5 V to 10 A to be 10.8 V throughout is shown. The cathode separation type is 7.2H, the non-separation type lead-free is 3.5H, the lead battery is 2.2H, and the cathode separation type free battery shows that the discharge characteristics are also larger than others.
Needless to say, the above charge / discharge characteristics are greatly advantageous when the vehicle hybrid system is divided into two groups and is charged and discharged alternately.

FIG. 8 is a table showing how the capacity of the cathode electrode material separation type lead-free battery (high capacity) increases with respect to the lead-free battery (lead-free) and lead batteries A and B which are not separation type.
It can be seen that the cathode separation type (high capacity) increases about twice as compared with the case where no separation is performed.

Moreover, even when not carrying out cathode separation, it turns out that the high energy density of a high capacity | capacitance is shown compared with the lead battery of the comparable volume.
3, 5, and 6, the pattern period N per unit length becomes closer to the characteristics of the non-separable lead-free battery, so it is meaningless to make the pattern period N too large.

Configuration diagram of a hybrid system for vehicles Configuration diagram of computer system of controller 50 Unit cell structure diagram of high performance battery (mesh) High-performance battery series connection structure (mesh) High-performance battery (film-like / vertical separation) High-performance battery (film-like / lateral separation) Comparison of charge / discharge characteristics of high capacity (density) secondary battery Table showing the increase in capacity by the cathode material separation type

Explanation of symbols

10 Engine (front wheel drive unit)
DESCRIPTION OF SYMBOLS 20 Alternator 21 Alternator 22 Rectifier 30, 31, 32, ... Motor drive battery, high capacity (density) lead-free battery 39 General-purpose 12v battery for vehicle 40 Wheel motor (rear wheel drive unit)
41 Stator 42 Rotor 50 Controller 51 Central Control Unit (CPU)
52 Input terminal portion 53, 54 Output terminal portion 60 Control means
61 Switching means

Claims (10)

A vehicle hybrid system provided with at least a front wheel drive unit driven by an engine and a rear wheel drive unit driven by a wheel motor by a drive battery,
An alternator comprising an alternator for converting mechanical energy transmitted from the engine into alternating current, and a rectifier for converting the generated alternating current into direct current power, and connecting them to the engine;
12v general-purpose battery used for vehicles and connected for charging from an alternator;
A plurality of n first to nth drive batteries of the same voltage and capacity formed by connecting a plurality of unit cell batteries connected to the alternator to discharge to the wheel motor and drive the rear wheels in series. When,
When the central control unit receives a sensor signal from the drive mode in which the gear shift drives the vehicle and switches to the neutral mode or vice versa, the drive is driven to the engine. When it is determined that the front wheel has been driven and switched to the neutral mode, a connection signal is sent to the first to nth driving batteries to drive the wheel motor, that is, at least switching means for driving the rear wheels. A controller comprising a computer having,
In addition to the controller switching means, when power is temporarily required when climbing a steep slope or during a sudden acceleration, a drive signal is automatically sent to the engine only during that time, and the wheel motor is not driven during that time. A circuit connection signal for charging the first to nth driving batteries from the alternator, and charging,
In addition, when driving at a low speed in an urban area, when power for constant high speed driving is not necessary, the first to nth driving batteries are automatically connected to the wheel motor to drive the rear wheels. The vehicle hybrid system includes means for maintaining the engine in an idling state, driving the alternator in the idling state, and charging the output to the first to n-th driving batteries. .   The wheel motor is disposed in a space of a hollow axle, and includes a stator having an electromagnetic pole wound with a coil, and a rotor that rotates with respect to the stator. The hybrid system for a vehicle according to claim 1, wherein a battery is connected.   A hybrid system for a vehicle, wherein the front wheel according to claim 1 is replaced with a rear wheel, and the rear wheel is replaced with a front wheel. Each unit cell of the plurality of n sets of first to n-th driving batteries is formed by applying a binder to a predetermined blending ratio of calcium, silver oxide, and carbon, and applying and drying as a paste material. A cathode side electrode formed by separately adding a binder to each component of the electrode, zinc and carbon, mixing and separating the two types of paste materials in a predetermined area ratio, and drying, and each of the positive and cathode electrodes It consists of a separator that selectively allows hydroxide ions to pass between opposing surfaces, and an alkaline aqueous solution disposed between the electrodes,
A high energy density secondary battery is formed by equivalently connecting a first region containing zinc on the cathode side electrode surface and a second region containing carbon on the cathode side electrode surface,
4. The vehicle hybrid system according to claim 1 or 3, wherein the driving battery does not use lead and sulfuric acid, and corresponds to environmental protection with high energy density, light capacity and good rapid charge / discharge performance.   The compounding ratio of calcium, silver oxide, and carbon as a material applied to the anode side electrode base material is in the range of 40-60% calcium, 20-30% silver oxide, and 10-40% carbon. The vehicle hybrid system according to claim 4.   The area ratio in which the zinc-only material and the carbon-only material are separately applied to the cathode-side electrode base material is 60 to 90% of the first area area of the zinc-only application, and the second area of the carbon-only application. 6. The vehicle hybrid system according to claim 4, wherein the vehicle hybrid system falls within a range of 10 to 40% of the area of the vehicle.   When both the anode side and cathode side electrode base materials are mesh-shaped, in order to increase the capacity, the anode material surface and the cathode material surface of the mesh electrode base material are efficiently opposed to each other. The vehicle hybrid system according to claim 4 or 6, wherein a plurality of (M) anodes and cathodes are alternately arranged.   In the case where the electrode base on the anode side and the cathode side are both in the form of a thin film film on which a metal is deposited, the electrode base has a long roll film structure in order to increase the capacity, and the anode side and the cathode side The electrode substrate film has the same dimensions, the mixed paste material is applied to the anode side electrode substrate film and dried, and the two types of paste materials are applied to the cathode side electrode substrate film. A structure in which a long-winding film is folded at a predetermined pitch length, or a structure in which a long-winding separator is sandwiched between the first and second regions, coated and dried, and wound up. The hybrid system for vehicles according to 4 or 6.   When the electrode base material is mesh-like when the cathode-side electrode base material is separated into a zinc material and a carbon material and applied in a predetermined area ratio, a predetermined pattern is formed in the vertical direction or the horizontal direction for each mesh electrode base material. The hybrid system for a vehicle according to claim 4 or 7, wherein the hybrid system is a separation pattern in which a zinc material region and a carbon material region are repeated at a cycle N (integer). When the electrode base material is a long roll film when it is applied to the cathode side electrode base material in a predetermined area ratio by separating it into a zinc material and a carbon material, the longitudinal direction or the width direction with respect to the film electrode base material 9. The vehicle hybrid system according to claim 4 or 8, wherein the hybrid system is a separation pattern in which a zinc material region and a carbon material region are repeated at a predetermined pattern period N (integer).

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