JP4134344B2 - Standardized exchangeable secondary battery with watt-hour meter - Google Patents

Description

[0001]
[Technical field to which the invention belongs]
The present invention standardizes a replaceable secondary battery, and further incorporates a watt hour meter with a function of preventing back weighing into the secondary battery body, thereby improving the efficiency of the secondary battery used for an electric vehicle or a power storage power source. It is an invention that enables common shared operation.
[0002]
[Prior art]
Electric vehicles using rechargeable batteries can be charged with clean energy such as wind, hydropower, geothermal, and solar power regardless of the energy source, and unlike conventional vehicles using fossil fuels, they do not emit carbon dioxide. Therefore, it is attracting attention as a transportation means suitable for the environment. However, a conventional electric vehicle with a built-in secondary battery has a problem in that the vehicle body and the secondary battery are integrated, and charging takes a long time, and the vehicle cannot be used during that time. In addition, due to the capacity of the built-in secondary battery, there is a definite disadvantage that the travelable distance is limited and the action range is narrow.
[0003]
In addition, the secondary battery has a shorter life than the body of an electric vehicle, so it will need to be replaced later. When replacing the battery, it must be disassembled and removed by the manufacturer of the electric vehicle because it is integrated with the body. . In addition, since the shape is often unique and is not unified, there is a problem that it is difficult to recycle the secondary battery and the production cost is high.
[0004]
Even in the conventional technology, methods such as packaging a secondary battery and attaching a secondary battery carriage outside the vehicle have been proposed as countermeasures for the problem of integrating the vehicle body and the secondary battery. As a result, it was necessary to own and manage a plurality of secondary batteries individually. In addition, since the shape of the secondary battery is different for each vehicle, it is necessary to prepare a battery for each vehicle.
[0005]
In the conventional technology, a method of packaging a secondary battery has also been proposed, but when it is used in common, the fee paid when replacing a used secondary battery with a charged secondary battery is the power used. If the charge was not commensurate with the amount, there was an unfairness in the charge when the battery was used up and replaced. In addition, there is a problem in that it is difficult to accurately measure the amount of electric power output from the secondary battery and to collect charges fairly.
[0006]
Further, the conventional technology has a problem of who owns the replaceable secondary battery. In order to replace a used secondary battery with a charged secondary battery at a power station at any place, it is practically impossible to operate the personal battery owned by an individual. It is conceivable that a public third party such as the country owns the secondary battery for sharing. However, there is a risk that the secondary battery becomes a completely shared product and the market principle becomes difficult to work. Also, as an example, a power station where a third party such as a country owns a secondary battery and a large number of replaceable secondary batteries with low input / output power efficiency gathers, and a power station where many efficient replaceable secondary batteries gather Is present for some reason. In this case, since a difference occurs in the ratio of the output power amount of the secondary battery to the power amount purchased from an electric power company or the like, there is a problem that a difference occurs in income. There is also a problem of who determines when to replace the secondary battery and how to bear the replacement and recycling costs.
[0007]
[Problems to be solved by the invention]
The problems to be solved by the present invention are the problem of longer charging time, the problem of mileage, and the shape of the secondary battery, which were generated by integrating the body of the electric vehicle and the secondary battery. The problem of low versatility due to the difference in characteristics and the difference in the life of the vehicle body and the secondary battery, the problem of recycling, the problem of production cost, and the secondary battery can be exchangeably packaged for shared operation It is a problem of the operation method when it does.
[0008]
[Means for Solving the Problems]
The secondary battery is packaged to be replaceable, and its overall shape and electrical characteristics are standardized. In addition, a watt-hour meter with a function to prevent back weighing is built in so that input and output power can be measured. This watt-hour meter is sealed in the same way as an ordinary watt-hour meter for business use, so that tampering such as remodeling cannot be performed. In addition, this watt-hour meter has a backup battery, so that information such as the amount of power is retained even if the remaining power of the standardized interchangeable secondary battery is completely lost. An electric vehicle using this standardized exchangeable secondary battery goes to the nearest power station when the remaining power level is low during driving. The power station takes out the standardized exchangeable secondary battery from the vehicle body, reads the output power amount and the input power amount from the watt hour meter attached to the secondary battery body, and sets the electric charge and replacement fee corresponding to the output power amount of the electric vehicle. It is collected from the user and replaced with a charged standardized exchangeable secondary battery. Used standard exchangeable secondary batteries are collectively charged by inexpensive nighttime power or distributed power sources at a power station. The standardized exchangeable secondary battery is basically owned by the power station supplier, and the standardized exchangeable secondary battery whose service life has been reached by the supplier voluntarily grasping the number of times of charging is recycled. Electric power station operators can increase the ability to attract customers by possessing a standardized exchangeable secondary battery with higher performance, enabling more effective competition than conventional product competition using fossil fuels. Since the standardized exchangeable secondary battery is literally standardized, the user can use the standardized exchangeable secondary battery of all power station companies. The problem of replacing standardized exchangeable secondary batteries that are not owned by the power station company can be solved by obtaining a separate processing fee from the user. Moreover, the size of the standardized interchangeable secondary battery is standardized in several patterns like a dry cell, and can be selected depending on the size of the electric vehicle. Large vehicles such as trucks can be accommodated by mounting a plurality of large standardized exchangeable secondary batteries.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
By standardizing the shape and electrical characteristics of replaceable secondary batteries and widely disclosing the specifications, it is easy for each vehicle manufacturer, secondary battery manufacturer, and power station supplier to enter, and the development cost can be reduced. Like that. Since the shape and the like are standardized, it can be easily recycled and the production cost can be reduced. In addition, instead of charging at the power station when the secondary battery level is low as in the past, it is only necessary to replace the charged standardized exchangeable secondary battery at the power station, so it takes a very short time. It is possible to run again.
[0010]
The charging method is to charge fairly by reading the input / output watt-hour meter and charging the substantial output power amount of the secondary battery, not the charged power amount or the fixed charge at the time of replacement. Specifically, a power station that replaces a used standardized exchangeable secondary battery with a charged standardized exchangeable secondary battery obtains the input energy from the output wattmeter of the used standardized exchangeable secondary battery. The subtracted value is read, and the user is charged a fee for exchanging the amount of electricity and replacing it. The input electric energy is the electric energy input (charged) by the regenerative brake of the electric vehicle or the household power supply, and the substantial output electric energy can be read by appropriately subtracting it from the output electric energy. Rather than simply subtracting the input power amount, set the efficiency factor calculated from the input / output efficiency of the standardized exchangeable secondary battery to each standardized exchangeable secondary battery and output the value multiplied by that value. Subtract from the amount of power. In other words, even if 10 kWh of power is input (charged), if the power that can actually be stored and output in the secondary battery is 8 kWh, the magnification is set to 0.8, and the input power is multiplied by that power to output power. Try to pull from. As a result, the power is actually converted to the power output by the standardized interchangeable secondary battery, so that there is no contradiction that the input power amount exceeds the output power amount, and it is possible to collect an appropriate power amount charge. .
[0011]
Moreover, the problem of the income gap and the recycling cost due to the difference in performance of the standardized replaceable secondary battery can be solved by having each power station company own the standardized replaceable secondary battery. The power station company owns a number of standardized exchangeable rechargeable batteries that are not problematic for operation, and manages them in-house. When replacing the standardized exchangeable secondary battery with its own charged one, the power station company charges only a substantial output power charge and a replacement fee. However, when the standardized exchangeable secondary battery of power station company A is replaced by power station company B, the charge for the amount of power output from the standardized exchangeable secondary battery is the power station company that charged it. In addition to paying company A, company B needs to transport standardized exchangeable secondary batteries to company A. Therefore, in this case, the power station company B charges a separate processing fee to the user. As a result, it is possible to properly handle fees associated with surcharge collection of electric energy charges and transportation charges of standardized exchangeable secondary battery bodies, while maintaining the versatility of standardized secondary batteries, while maintaining the versatility of standardized secondary batteries. Differentiating services can be done. In the present invention, the electric power station company can manage only the standardized exchangeable secondary battery of the company and operate it according to a very clear operational rule that it has operational responsibility. As a result, the above-mentioned problem of income divergence caused by the difference in performance of standardized exchangeable secondary batteries needs to be solved only within the power station vendors. Resulting in effective introduction and operation using market principles.
[0012]
In addition, a remote delivery electric vehicle or an electric vehicle whose battery has run out on the road is dealt with by a home delivery service vehicle of a standardized exchange type secondary battery. As shown in FIG. 6, this home delivery service vehicle has functions other than charging such as standardized replacement type secondary battery replacement, charge calculation, and charge collection. A plurality of chemical exchange type secondary batteries can be mounted on the vehicle. As a result, even when the battery runs out in a remote place or on the road, it is possible to respond quickly.
[0013]
【Example】
FIG. 1 shows an embodiment of the shape of a standardized exchange type secondary battery. The overall shape of the secondary battery is a shape based on a highly versatile rectangle, and has a shape 2 for preventing an error in the insertion direction. There are several types of sizes available, so you can choose a suitable one depending on the size of the electric vehicle. In addition, the position of the waste heat outlet of the secondary battery is also standardized in the shape standard, and it is specified in detail to maintain high versatility. The electrode is provided with an electric shock prevention shutter 3 in order to prevent electric shock and foreign matters, and is mechanically limited to be opened only when it is attached to an electric vehicle or into a measuring instrument. Moreover, the display window 4 which shows input-output electric energy and the frequency | count of charging is attached to the position where the standardized exchange type secondary battery is easy to see. In addition, the input / output watt-hour meter is sealed so that it can be visually confirmed from the outside, so that it cannot be illegally modified.
[0014]
FIG. 2 shows an embodiment of a standardized interchangeable secondary battery and an electric vehicle (passenger car) 5. An electric vehicle corresponding to a standardized exchange type secondary battery has a case for mounting the standardized exchange type secondary battery, and the standardized exchangeable secondary battery having a size corresponding to a travel distance or the like is mounted on the vehicle. The mounting method is based on the insertion method, and the structure is easy to replace.
[0015]
FIG. 3 shows an embodiment of a standardized interchangeable secondary battery and an electric vehicle (freight vehicle) 6. In the case of a large electric vehicle, there are multiple cases so that multiple standardized exchangeable secondary batteries can be mounted on the vehicle, and standardized exchange of size and number according to the purpose of use, weight, mileage, etc. of the vehicle It will be possible to mount an on-board secondary battery. The mounting method is based on the insertion method, and the structure is easy to replace.
[0016]
FIG. 4 shows an embodiment of a power station. As can be seen, the power station is provided with a display 7 for clearly indicating the power station, and a place 8 for waiting for replacement of the standardized exchangeable secondary battery or its order is secured. In addition, a standardized exchange type secondary battery charging facility and a fee payment place 9 and a power receiving facility 10 are provided. The vehicle 13 loaded with the standardized replaceable secondary battery with a small amount of remaining power enters the power station and pays the replacement fee for the used standardized replaceable secondary battery 11 to the charged standardized replaceable secondary battery 12. , Exit the power station as shown at 14.
[0017]
FIG. 5 shows an operation example of a power station and an electric vehicle. A freight car type electric vehicle 6 that uses a standardized exchangeable secondary battery with reduced power capacity charges a used standardized exchangeable secondary battery 11 at a power station 15 (referred to as point A) in a certain area. A replacement fee is paid to the standardized exchangeable secondary battery 12. Further, the standardized exchange type secondary battery is similarly exchanged at the power station 16 (point B) in another area. Similarly, the passenger car type electric vehicle 5 can exchange the standardized exchangeable secondary battery at the power station 16 at the point B, and can further move and exchange the standardized exchangeable secondary battery at the power station 15 at the point A. . In the electric power station, the same number of standardized exchangeable secondary batteries as the number of standardized exchangeable secondary batteries to be loaded is lowered. Therefore, even if a cargo-type electric vehicle 6 that requires a plurality of standardized exchangeable secondary batteries comes, one The total number of standardized interchangeable secondary batteries owned by the power station does not change even if the passenger car type electric vehicle 5 that can be completed is received. Therefore, it is only necessary to secure a standardized exchangeable secondary battery according to the number of visitors, and it is easy to manage systematically.
[0018]
FIG. 6 shows an embodiment of a standardized exchange type secondary battery home delivery service vehicle. The standardized exchange-type secondary battery delivery service vehicle 17 includes a space 18 for storing a plurality of standardized exchange-type secondary batteries with watt-hour meters, a device for adjusting the electricity charge, and exchange of standardized exchange-type secondary batteries. There are devices 20 and their storage space 19. When a user contacts the power station, he / she goes to the site with a charged standardized exchangeable secondary battery, replaces the secondary battery, and collects a charge from the user. The car body has a display 21 that clearly shows it, and can be exchanged by being stopped by another user during home delivery.
[0019]
【The invention's effect】
As described above, the standardized exchangeable secondary battery with watt-hour meter of the present invention can be easily detached from the electric vehicle body and replaced, so that the conventional secondary battery is integrated with an electric vehicle. Can solve the problem of charging time and mileage. In addition, since the electrical characteristics such as the overall shape and input / output voltage are standardized, it has versatility that can be used regardless of the vehicle type, and can solve the problem of recycling and the problem of production cost. In addition, by incorporating a watt-hour meter that manages the amount of input and output power in the secondary battery body, even when using a regenerative brake or charging by an individual using a household power source or a distributed power source, By subtracting the input power amount multiplied by the input / output efficiency from the output power amount, the power station will not be charged a double amount of electricity fee, and it will solve the problem of fee collection that was difficult in shared operation it can. In addition, by making the owner of the standardized exchangeable secondary battery with a watt hour meter the power station, it is possible to clarify the management method when the secondary battery is shared, which has been difficult until now, and to solve this problem I can do it. In addition, even when the power station company replaces the standardized exchangeable secondary battery of another company, the problem caused by this can be solved by taking a separate processing fee. Furthermore, the advantage that the power station owns standardized interchangeable secondary batteries is that many customers can be secured by having high-performance secondary batteries in-house. As a result, the principle of market competition can be introduced into the operation method of the present invention, which can contribute to the promotion of the popularization of electric vehicles. In addition, by providing the standard exchangeable secondary battery delivery service vehicle with the main functions of the power station other than charging, power can be supplied to remote electric vehicles or electric vehicles that have run out of battery on the road. It can provide the same service as a station and contribute to the promotion of the spread of electric vehicles.
[Brief description of the drawings]
FIG. 1 is a diagram showing a method of implementing a standardized exchange type secondary battery with a watt hour meter. (Example)
FIG. 2 is a diagram showing an implementation method of a standardized exchangeable secondary battery with an electric energy meter and an electric vehicle (passenger car).
FIG. 3 is a diagram showing an implementation method of a standardized exchangeable secondary battery with an electric energy meter and an electric vehicle (freight car).
FIG. 4 is a diagram illustrating a method of implementing a power station.
FIG. 5 is a diagram showing how to use the power station at different locations.
FIG. 6 is a diagram showing an implementation method of a delivery service vehicle for a standardized exchange type secondary battery with a watt hour meter.
[Explanation of symbols]
1 Standardized exchangeable secondary battery with watt-hour meter 2 Shape to prevent insertion direction error 3 Electrode with electric shock prevention shutter 4 Display window for input / output energy etc. 5 Electric vehicle (passenger car)
6 Electric vehicle (cargo)
7 Indicating the power station 8 A place to replace the standardized exchangeable secondary battery with watt hour meter or to wait for its turn 9 Charging facility for standardized exchangeable secondary battery with watt hour meter and payment place 10 Power Receiving Equipment 11 Standardized Exchangeable Secondary Battery with Used Energy Meter 12 Standardized Exchangeable Secondary Battery with Charged Energy Meter 13 Before Replacement with Standardized Exchangeable Secondary Battery with Charged Energy Meter Vehicle 14 of vehicle 15 after replacement with standardized exchangeable secondary battery with charged watt hour meter Power station 17 in a region different from power station 16 15 in a certain region of standardized exchangeable secondary battery with watt hour meter Delivery service vehicle 18 Space for storing a plurality of standardized replaceable secondary batteries with watt-hour meters 19 Exchange of a standardized replaceable secondary battery with a watt-hour meter as shown in FIG. Storage space for exchange device 20 Standardized exchangeable secondary battery exchange device with watt-hour meter 21 Standardized exchangeable secondary battery delivery device with watt-hour meter

Claims (3)

An output wattmeter and an input wattmeter with a reverse metering prevention function that is a secondary battery that is standardized in terms of overall characteristics and electrical characteristics such as input / output voltage and is interchangeably mounted in an electric vehicle. A secondary battery that can manage the amount of input and output power by incorporating each of the above. The power station for replacing the secondary battery according to claim 1, wherein the output power amount and the input power amount are read from each watt hour meter, and the input power amount is subtracted from the output power amount. , Means for collecting a charge for the substantial output energy of the secondary battery, means for collectively charging the secondary batteries, and charging used secondary batteries safely and quickly from an electric vehicle A power station with a means to replace a used secondary battery. The power station for replacing the secondary battery according to claim 1, wherein the output power amount and the input power amount are read from each watt hour meter, and the input power amount is subtracted from the output power amount. Means for collecting a charge for the substantial output electric energy of the secondary battery, means for replacing the used secondary battery from the electric vehicle with a recharged secondary battery safely and quickly, Standardized interchangeable secondary battery delivery service vehicle with means that can load multiple secondary batteries.

Images