JP2023117974A - Method for using sub battery - Google Patents

Abstract

To provide a using method capable of reducing a time until a sub battery, which is additionally mounted on a hybrid vehicle traveling while switching EV traveling traveled by electric power, and HV traveling traveled using power that is not at least the electric power, is fully charged in a return place.SOLUTION: A using method supplies power to a hybrid vehicle from a sub battery when the hybrid vehicle performs EV traveling, and uses the sub battery as a load for regenerative charging by traveling of the hybrid vehicle, when the hybrid vehicle does not perform the EV traveling.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a method of using a sub-battery additionally attached to a hybrid vehicle.

Patent Document 1 discloses a battery for storing electric power, a storage amount detection means for detecting the storage amount stored in the battery, and a storage amount transmission means for transmitting storage amount information related to the detected storage amount to an information processing apparatus. a reservation information receiving means for receiving reservation information specifying an electric device to be connected in the future from the information processing device; and a storage means for storing the reservation information. It is

In addition, there is the following patent document 2 as a document showing the technical level of this technical field.

Japanese Patent No. 5113950 JP 2003-276452 A

For vehicles that can run on electric power (hereinafter also referred to as "EV running"), it is possible to install a sub-battery in addition to the on-board battery for the purpose of extending the cruising range of EV running. It is considered. In particular, a business that temporarily rents sub-batteries according to the needs of users is being considered.

Here, after the rented sub-battery has been returned, it is desirable that the sub-battery is fully charged the next time the sub-battery is rented. In this case, the sub-battery cannot be lent out until it is fully charged. Therefore, the time required for the sub-battery to be fully charged at the return location affects the turnover rate for renting out the sub-battery. Therefore, there is a demand for a technique that can reduce the time required to fully charge the sub-battery at the return location. On the other hand, rapid charging requires a large equipment cost, which is a hindrance to increasing the number of sub-batteries to rent and expanding the business.

By the way, it is also assumed that the sub-battery is installed in a hybrid vehicle capable of running at least using power other than electric power (hereinafter also referred to as "HV running") in addition to EV running. In this case, the electric power of the sub-battery is not necessarily required when the hybrid vehicle runs in HV mode. Therefore, when a sub-battery is attached to a hybrid vehicle, there is room for consideration as to how to use the sub-battery.

One object of the present disclosure is to provide a technology capable of reducing the time until the sub-battery is fully charged at the return location in view of the above problem.

The present disclosure relates to a method of using a sub-battery that is additionally attached to a hybrid vehicle that runs while switching between EV running that runs on electric power and HV running that runs using at least non-electric power.

The method of use according to the present disclosure supplies power from the sub-battery to the hybrid vehicle when the hybrid vehicle performs EV travel, and regeneratively charges the sub-battery when the hybrid vehicle does not perform EV travel. Do load and let.

According to the present disclosure, when the hybrid vehicle performs EV traveling, power is supplied from the sub-battery to the hybrid vehicle, thereby guaranteeing cruising continuation in a situation where the electric power of the sub-battery is required. On the other hand, when the hybrid vehicle does not run in EV mode (when it runs in HV mode), the sub-battery is used as a load for regenerative charging as the hybrid vehicle runs. As a result, the time required to fully charge the sub-battery at the return location can be reduced.

FIG. 4 is a conceptual diagram for explaining utilization of a sub-battery by a battery trailer; 4 is a graph showing an example of charging power with respect to vehicle speed when a hybrid vehicle runs on flat ground; It is a conceptual diagram which shows the example of the usage method concerning this embodiment.

Embodiments of the present disclosure will be described below with reference to the drawings. However, when referring to the number, quantity, amount, range, etc. of each element in the embodiments shown below, unless otherwise specified or the number is clearly specified in principle, the reference The idea according to the present disclosure is not limited to the number. In addition, the configurations and the like described in the embodiments shown below are not necessarily essential to the concept of the present disclosure, unless otherwise specified or clearly specified in principle. In each figure, the same or corresponding parts are denoted by the same reference numerals, and redundant description thereof will be appropriately simplified or omitted.

1. Use of sub-battery A sub-battery is additionally attached to a vehicle that can run on electric power (EV running) for the purpose of extending the cruising range of EV running, etc. separately from the onboard battery. A sub-battery can also be called a "reserve battery" or an "auxiliary battery." The method of use according to the present embodiment is a sub that is additionally attached to a hybrid vehicle that runs while switching between EV running and running using at least non-electric power (typically, power by an internal combustion engine) (HV running). Applies to batteries. Here, as a form of utilization of the sub-battery, there is utilization by a battery trailer. The present embodiment will be described below using a battery trailer as an example.

FIG. 1 is a conceptual diagram for explaining how a sub-battery is used by a battery trailer 100. As shown in FIG. The battery trailer 100 includes a sub-battery and is configured to be attachable to and detachable from the hybrid vehicle 1 . FIG. 1 shows how the battery trailer 100 is attached to the hybrid vehicle 1 via the attachment/detachment portion 120 . Here, the form of the hybrid vehicle 1 is arbitrary. For example, it may be a HEV (Hybrid Electric Vehicle) or a PHEV (Plug-in Hybrid Vehicle).

The battery trailer 100 has wheels 110 . The battery trailer 100 attached to the hybrid vehicle 1 travels together with the hybrid vehicle 1 . In this sense, hybrid vehicle 1 can also be called a “tractor” for battery trailer 100 .

Battery trailer 100 is configured to be able to supply power to hybrid vehicle 1 from a sub-battery. For example, the sub-battery is connected to the power system of the hybrid vehicle 1 via the attachment/detachment portion 120, and is configured to be able to supply electric power to the hybrid vehicle 1 from the sub-battery. Alternatively, the sub-battery is electrically connected to a motor that is connected to the wheels 110, and the motor is driven by electric power of the sub-battery, thereby supplying dynamic power from the sub-battery to the hybrid vehicle 1. configured as possible. By supplying power in this way, the hybrid vehicle 1 can run using the electric power of the sub-battery.

2. Usage Method According to the Present Embodiment It is considered that such a battery trailer 100 may be temporarily rented out according to the needs of the user. At this time, after the rented battery trailer 100 is returned, the sub-battery provided in the battery trailer 100 is desirably fully charged when the battery trailer 100 is rented next time. Therefore, the time required to fully charge the sub-battery at the return location affects the turnover rate at which the battery trailer 100 is rented. Therefore, it is required to reduce the time until the sub-battery is fully charged at the return location.

By the way, when the hybrid vehicle 1 runs in HV mode, at least power other than electric power is used, so the electric power of the sub-battery is not necessarily required. Therefore, in the method of use according to the present embodiment, when the hybrid vehicle 1 performs EV travel, power is supplied from the sub-battery to the hybrid vehicle 1 as described above, and when the hybrid vehicle 1 does not perform EV travel. (during HV running), the sub-battery is used as a load for regenerative charging when the hybrid vehicle 1 runs.

This can be realized, for example, by configuring the sub-battery so that it can be switched to a load that is regeneratively charged by the regenerative energy of the motor connected to the wheels 110 . In this case, switching to the load of the sub-battery is performed by electrically connecting the sub-battery to the motor or by switching the connection format between the sub-battery and the motor. These switching can be performed, for example, by an inverter control device that controls the current of the motor. That is, the control device sets the battery trailer 100 to a mode in which power is supplied from the sub-battery to the hybrid vehicle 1 and a mode in which the power is supplied to the hybrid vehicle 1 from the sub-battery, depending on the driving state of the hybrid vehicle 1 (whether it is EV driving or HV driving). and a mode in which the load is regenerated and charged by running of the hybrid vehicle 1 . Note that the control device may be provided in the battery trailer 100 or may be provided in the hybrid vehicle 1 . Alternatively, it may be realized by a server that can communicate with the battery trailer 100 .

By applying the usage method according to the present embodiment, the sub-battery is charged when the hybrid vehicle 1 performs HV running. As a result, it is possible to regeneratively charge the sub-battery using the engine power of the hybrid vehicle 1 during running that does not necessarily require the power of the sub-battery. Furthermore, it is possible to reduce the time required to fully charge the sub-battery at the return location.

In particular, when applying the method of use according to the present embodiment, it is possible to provide in advance an area (EV driving area) in which the hybrid vehicle 1 performs EV driving. For example, consider a situation in which the hybrid vehicle 1 is about to cross a mountain pass, and the battery trailer 100 is rented at the foot of the mountain and returned after the vehicle crosses the mountain pass. At this time, it is conceivable to set the area up to the mountaintop as the EV driving area. As a result, it is guaranteed that the sub-battery will continue to run on the power of the sub-battery until it reaches the summit, and when descending from the summit, the regenerative energy of the sub-battery will be recharged by the regenerative energy associated with the positional energy. It can be expected that the engine power of the hybrid vehicle 1 will regeneratively charge the sub-battery. Furthermore, it is possible to reduce the time required to fully charge the sub-battery at the return location. In this way, by appropriately providing an EV driving area, it becomes possible to operate efficient rental according to the situation.

By the way, when the sub-battery is a load for regenerative charging, the sub-battery is regeneratively charged by part of the engine power generated in the hybrid vehicle 1 . In particular, when the hybrid vehicle 1 travels at a constant vehicle speed, the amount obtained by subtracting the loss due to running resistance (hereinafter also referred to as "running resistance power") from the engine power generated in the hybrid vehicle 1 is the charging power for regenerative charging. Become. Here, the charging power increases in proportion to the vehicle. That is, the charging power can be increased more as the vehicle speed increases. This is because generally, when the vehicle speed increases, the cooling capacity of the engine increases and the engine power can be increased. FIG. 2 shows a graph giving an example of the charging power pchg with respect to the vehicle speed when the hybrid vehicle 1 runs on flat ground. As shown in the graph of FIG. 2, the charging power pchg increases as the vehicle speed increases.

Here, it is assumed that the distance (hereinafter also referred to as "charging distance") for which the hybrid vehicle 1 is scheduled to perform HV traveling while regeneratively charging the sub-battery is known. For example, when the hybrid vehicle 1 completes EV traveling requiring power of the sub battery and then HV traveling to the sub battery return location, the charging distance can be given by the distance from the current position to the return location. It is also assumed that the sub-battery is given the desired amount of charge (for example, fully charged) when it arrives at the return location. At this time, since (charging distance/vehicle speed)*charging power=charging amount, the vehicle speed/charging power can be uniquely obtained from the charging distance/charging amount. Since charging power can be given relative to vehicle speed (see FIG. 2), this allows charging distance to be used as an input to give a recommended vehicle speed. The recommended vehicle speed may be notified to the driver of the hybrid vehicle 1 by display, sound, or the like, or may be used for vehicle speed control of the hybrid vehicle 1 .

Regarding the engine power generated in the hybrid vehicle 1, the charging power related to regenerative charging for the same vehicle speed differs when the hybrid vehicle 1 runs on a flat surface and when the hybrid vehicle 1 runs on an uphill or a downhill. When the hybrid vehicle 1 runs on flat ground, it basically generates engine power for running resistance power (eg, 30 kW) and charging power (eg, 20 kW). In other words, the sub-battery of the battery trailer 100 can regeneratively charge the charging power while satisfying the running resistance power (for example, while generating 50 kW of engine power, applying a total of 30 kW of power to the tire shaft). At this time, in the battery trailer 100, torque may be generated so as to compensate for the driving force of the drive wheels minus the running resistance.

On the other hand, when the hybrid vehicle 1 runs uphill, the running resistance power becomes larger and the charging power for the same vehicle speed becomes smaller than when the hybrid vehicle 1 runs on flat ground. Therefore, the upper limit of the generated engine power is the running resistance power plus the margin. In other words, when the hybrid vehicle 1 runs uphill, the charging power is not equal to that when running on flat ground, so the charging amount is less than planned.

Conversely, when the hybrid vehicle 1 runs downhill, the running resistance power becomes smaller and the charging power for the same vehicle speed becomes larger than when the hybrid vehicle 1 runs on flat ground. Therefore, when the hybrid vehicle 1 runs on a course having uphills and downhills with the same level difference, the amount of charge is about the same as when running on flat ground. However, when the hybrid vehicle 1 runs downhill, if the running resistance power - the battery input lower limit is the engine power, the charging power will fall below the battery input lower limit. Therefore, it is necessary to grasp the battery input lower limit and control the engine power so as not to fall below the battery input lower limit. The same applies when the hybrid vehicle 1 is decelerated by braking.

3. Example Hereinafter, an example of the method of use according to the present embodiment will be described with reference to FIG. FIG. 3 shows a situation in which the hybrid vehicle 1 borrows the battery trailer 100 to go to the top of the pass, and returns the battery trailer 100 after getting off the pass. For example, there is a case where it is difficult to go to the mountaintop without knowing how much electric power is used to go to the mountaintop. Here, it is assumed that the hybrid vehicle 1 performs EV driving up to the mountaintop and HV driving while descending the mountain pass. In addition, it is assumed that the loss energy due to running resistance in going and returning is 10 kWh, and the potential energy up to the summit is 20 kWh.

In the example shown in FIG. 3 , the remaining energy at the start is 50 kWh for the hybrid vehicle 1 and 40 kWh for the battery trailer 100 . When the hybrid vehicle 1 performs EV traveling up to the mountaintop, energy corresponding to traveling resistance and potential energy is consumed. Here, according to the present embodiment, power is supplied to the hybrid vehicle 1 from the sub-battery of the battery trailer 100, and the hybrid vehicle 1 runs using the electric power of the sub-battery. Therefore, the remaining amount of energy at the mountaintop is maintained at 50 kWh in hybrid vehicle 1 and 10 kWh in battery trailer 100 .

Next, when the hybrid vehicle 1 descends a mountain pass, according to the present embodiment, the sub-battery becomes a load for regenerative charging due to the running of the hybrid vehicle 1 . Therefore, when the hybrid vehicle 1 descends a mountain pass, the sub-battery can recover 30 kWh of potential energy and running resistance through regenerative charging. On the other hand, in the hybrid vehicle 1, the energy for running resistance and regenerative charging of the sub-battery is consumed. Therefore, the remaining amount of energy at the goal point is 30 kWh for the hybrid vehicle 1 and 40 kWh for the battery trailer 100 . In other words, in the embodiment of FIG. 3, the sub-battery of the battery trailer 100 can be fully charged at the return location while the hybrid vehicle 1 is guaranteed to reach the mountaintop by renting out the battery trailer 100 .

In addition, as a situation to which the method of use according to the present embodiment can be applied, there is a case where a large power is desired, such as when going to a disaster area to supply power.

4. Effect As described above, according to the present embodiment, when the hybrid vehicle 1 performs EV travel, power is supplied from the sub-battery to the hybrid vehicle 1, and when the hybrid vehicle 1 does not perform EV travel, power is supplied to the hybrid vehicle 1. (When HV running), the sub-battery is used as a load for regenerative charging when the hybrid vehicle 1 runs. As a result, the time required to fully charge the sub-battery at the return location can be reduced.

The usage method according to the present embodiment can also be applied to sub-batteries other than the sub-battery used as the battery trailer 100 . For example, the hybrid vehicle 1 is configured so that a sub-battery can be preliminarily retrofitted, and the sub-battery can be directly attached to the hybrid vehicle 1 .

1 hybrid vehicle, 100 battery trailer

Claims (1)

A method of using a sub-battery additionally attached to a hybrid vehicle that runs while switching between EV running that runs on electric power and HV running that runs using at least non-electric power,
supplying power to the hybrid vehicle from the sub-battery when the hybrid vehicle performs the EV traveling;
The method of use, wherein when the hybrid vehicle does not perform the EV travel, the sub-battery is used as a load for regenerative charging by the travel of the hybrid vehicle.

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