WO2014038100A1 - 車両用のバッテリシステムとこれを搭載する車両 - Google Patents
車両用のバッテリシステムとこれを搭載する車両 Download PDFInfo
- Publication number
- WO2014038100A1 WO2014038100A1 PCT/JP2012/080909 JP2012080909W WO2014038100A1 WO 2014038100 A1 WO2014038100 A1 WO 2014038100A1 JP 2012080909 W JP2012080909 W JP 2012080909W WO 2014038100 A1 WO2014038100 A1 WO 2014038100A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- battery
- sub
- vehicle
- lead
- resistance
- Prior art date
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/14—Preventing excessive discharging
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/1423—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
-
- 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Definitions
- the present invention relates to a vehicle battery system in which a sub-battery is connected in parallel with a lead battery, and a vehicle equipped with this battery system.
- a conventional vehicle is equipped with a lead battery having a rated voltage of 12V as a battery for electrical equipment, and in a large vehicle, a battery having a rated voltage of 24V by connecting two 12V lead batteries in series. It is equipped with.
- the lead battery is charged by the alternator of the vehicle, and supplies power to the electrical equipment and starter motor of the vehicle.
- This lead battery is heavy and large, and it is necessary to always maintain a voltage close to full charge in order to reduce the deterioration and prolong the life, and the capacity that can be substantially charged and discharged with respect to the rated capacity is small. There are drawbacks.
- a sub-battery is connected via a DC / DC converter in parallel with a lead battery. Since this battery system connects sub-batteries in parallel via a DC / DC converter, there is a drawback that the circuit configuration is complicated and the component cost and manufacturing cost are high. In particular, when this battery system is mounted on an idling stop vehicle and both lead battery and sub-battery are charged with the power generated by regenerative braking, it is necessary to increase the current capacity of the DC / DC converter. There is a drawback that the component cost and the manufacturing cost of the DC / DC converter become remarkably expensive. This is because regenerative braking charges the battery system with a very large current of 100 A or more, although for a short time.
- a battery system in which the sub-battery is connected via a DC / DC converter has a drawback that it is difficult to efficiently charge the sub-battery with the power generated by regenerative braking. This is because the power loss of the DC / DC converter reduces the charging power of the sub-battery.
- a battery system for a vehicle in which a lead battery and a sub-battery are connected in parallel is mounted on a vehicle at an idling stop, and generated power in regenerative braking when the vehicle is braked with a brake, that is, regenerative generated power. Can be charged with.
- this battery system is also not compatible with the lead battery and the sub-battery, there is a disadvantage that the regenerative braking power generation can be efficiently charged and the fuel efficiency improvement effect due to regenerative braking cannot be fully expected. is there.
- An important object of the present invention is to provide a battery system for a vehicle that can prevent the deterioration of a lead battery and prolong its life while having a simple circuit configuration, and a vehicle equipped with the battery system.
- Another important object of the present invention is a battery system for a vehicle that can be efficiently charged with the generated power of the vehicle, and the charged power can be supplied to a load on the vehicle side to improve the fuel efficiency of the vehicle. It is in providing the vehicle which mounts.
- the vehicle battery system of the present invention is a vehicle battery system in which a sub-battery 2 is connected in parallel to a lead battery 1, and the charging resistance r2 of the sub-battery 2 is set to be higher than the charging resistance r1 of the lead battery 1. It is characterized by being made smaller.
- the above battery system has a feature that it can prolong the life by preventing the deterioration of the lead battery. This is because the charging resistance of the sub-battery connected in parallel with the lead battery is made smaller than the charging resistance of the lead battery.
- the charge current of the lead battery becomes smaller than the charge current of the sub battery, and the lead battery is not charged with a large current.
- the sub-battery charged with a larger current than the lead battery charges the lead battery after charging.
- the battery system may be charged with a large current by the power generated by regenerative braking, and is charged with a large current by increasing the output voltage of the alternator.
- the sub-battery In this state of charge, the sub-battery is charged with a larger current than the lead battery.
- a sub-battery charged with a large current has a larger charged capacity (Ah) than a lead battery.
- the sub-battery charged with a large charge capacity (Ah) slowly charges the lead battery over time after charging. That is, the sub-battery temporarily stores a large amount of charging power and then acts as a buffer that slowly charges the lead battery to prevent deterioration of the lead battery due to an excessive current.
- the battery system for a vehicle described above is efficiently charged with the power generated by the alternator, and the feature is that the charged power is supplied from both the lead battery and the sub-battery to the vehicle-side load to improve fuel efficiency. Realize. This is because the charging resistance of the sub-battery is made smaller than that of the lead battery and the sub-battery is efficiently charged with the generated power of the alternator.
- the sub battery that is efficiently charged with the power generated by the alternator slowly charges the lead battery after charging, and supplies power to the vehicle-side load from both the lead battery and the sub battery.
- a battery system with excellent charging efficiency consumes less fuel for power generation and can improve the fuel efficiency of the vehicle.
- the above charging characteristics are extremely important characteristics in an idling stop vehicle in which the battery system is charged with regenerative braking energy. This is because the battery system is efficiently charged with the power generated by regenerative braking. In regenerative braking, the battery system is charged with an extremely large current within a short time within several tens of seconds of braking the vehicle, but the lead battery is extremely low in efficiency of large current charging, and the sub-battery is efficiently charged. In particular, since the battery system of the present invention makes the charging resistance of the sub-battery smaller than that of the lead battery, the sub-battery can be efficiently charged with a large regenerative braking current.
- the above battery system realizes the effect of improving the fuel efficiency of the vehicle by generating power efficiently not only by regenerative braking but also by an alternator (alternator) driven by an engine.
- alternator alternator
- the engine has a characteristic that the fuel efficiency decreases at a light load close to idling. This is clear from the fact that the hybrid car is driven by a motor at a light load to improve fuel efficiency.
- the engine can increase the load, that is, increase the rotational torque of the alternator to improve fuel efficiency, and the alternator can increase the output and increase the power generation efficiency. Therefore, the fuel efficiency can be improved by increasing the output of the alternator and increasing the load of the engine that rotates the alternator.
- the lead battery has a characteristic that, for example, in a state where the output voltage is 14 V, the charging current does not increase and cannot be charged with a large current.
- the output voltage of the alternator is kept constant at 14V, the sub-battery can be charged with electric power several times that of the lead battery, so the output of the alternator is increased and the engine load is increased.
- the battery system can be charged efficiently in a short time. For this reason, even in a vehicle that does not regeneratively brake, the time for charging the battery system by driving the alternator with the engine is shortened, and the effect of improving the fuel efficiency of the vehicle is realized by increasing the short-time charging capacity. .
- the charging resistance r2 of the sub battery 2 is made smaller than the charging resistance r1 of the lead battery 1, and the discharging resistance R2 of the sub battery 2 is made larger than the discharging resistance R1 of the lead battery 1. be able to.
- the discharge resistance R2 of the sub-battery is made larger than the discharge resistance R1 of the lead battery, so that the discharge current of the sub-battery can be reduced in the discharge state. For this reason, the sub battery can be efficiently charged in the charged state, and the discharge load of the sub battery can be reduced in the discharged state to suppress the deterioration of the sub battery.
- the charging resistance ratio r2 / r1 between the charging resistance r2 of the sub battery 2 and the charging resistance r1 of the lead battery 1 is set to 0.4 or less, and the discharging resistance R2 of the sub battery 2 is set to a lead battery. 1 discharge resistance R1 can be made larger.
- the above battery system is characterized in that the life of the lead battery and the sub battery can be further extended.
- the lead battery can be charged with a larger current than the lead battery in the charged state and discharged with a large current in the discharged state by making the charging resistance of the sub battery less than 0.4 times the charged resistance of the lead battery. This is because the discharge current of the sub-battery can be reduced by increasing the discharge current of the battery.
- the discharge resistance ratio R2 / R1 between the discharge resistance R2 of the sub-battery 2 and the discharge resistance R1 of the lead battery 1 can be 2.4 or less.
- the above battery system has a feature that the life of the lead battery can be remarkably increased in an ideal state.
- the discharge resistance ratio R2 / R1 between the discharge resistance R2 of the sub-battery 2 and the discharge resistance R1 of the lead battery 1 can be set to 1.2 or more and 2.4 or less.
- the above battery system has a feature that the life of the lead battery can be remarkably increased in an ideal state.
- the vehicle battery system of the present invention can connect the lead battery 1 and the sub battery 2 in parallel without using a voltage conversion circuit.
- the battery system described above is characterized in that the lead battery and the sub-battery are connected in parallel without using a voltage conversion circuit, so that the circuit configuration can be simplified and made inexpensive.
- the lead battery 1 and the sub battery 2 can be directly connected by the lead wire 4.
- the lead battery and the sub battery are directly connected to each other in parallel by connecting them with each other in parallel, so that it is possible to charge both the lead battery and the sub battery very efficiently while simplifying the circuit configuration.
- the sub-battery 2 can be a nickel metal hydride battery 3.
- the sub-battery 2 can connect ten nickel-metal hydride batteries 3 in series.
- the battery system described above is characterized in that the rated voltage of the lead battery and the sub-battery can be set to 12 V, so that the lead battery and the sub-battery can be charged and discharged in a balanced manner.
- the sub-battery 2 can be a non-aqueous electrolyte secondary battery.
- the above battery system has a feature that the battery capacity (Ah) relative to the volume and weight of the sub-battery can be considerably increased as compared with the lead battery. Further, since the sub-battery is a non-aqueous electrolyte secondary battery, a feature that the sub-battery can be efficiently charged with a large amount of generated power is also realized.
- the battery system for a vehicle uses both the lead battery 1 and the sub battery 2 as a battery mounted on an idling stop vehicle, and charges both the lead battery 1 and the sub battery 2 with electric power of regenerative power generation of the vehicle. be able to.
- the above-described battery system for vehicles is characterized in that it is efficiently charged with the power generated by regenerative braking, and the fuel efficiency of the vehicle on which it is mounted can be improved. This is because the fuel system is charged efficiently, so that the engine consumes less fuel to charge it.
- the battery system mounted on the idling stop vehicle described above can secure a sufficient charging capacity for the sub-battery when the alternator is driven by generating power by making the charging resistance of the sub-battery smaller than that of the lead battery. It is possible to shorten the power generation drive time of the alternator and improve the vehicle fuel consumption performance.
- the discharge resistance R2 of the sub battery 2 is made larger than the discharge resistance R1 of the lead battery 1, and the battery capacity (Ah) of the sub battery 2 is set to the battery capacity (Ah) of the lead battery 1. ).
- the battery system described above has a feature that the life of the lead battery can be extended while the sub battery has a small capacity and is inexpensive.
- the battery capacity (Ah) of the sub-battery 2 can be set to 1/30 or more and 1/2 or less of the battery capacity (Ah) of the lead battery 1.
- the vehicle of the present invention is a vehicle having an idling stop function including an engine 7 for running the vehicle, an alternator 6 driven by the engine 7, and a battery system charged by the alternator 6.
- the structure described in any of the above is provided. Since the above vehicle can charge the battery system with a large current by the alternator, it is effective in improving the fuel efficiency of the vehicle. This is because the alternator can be operated in a region where the power generation efficiency is high, and the engine can also be operated in a region where the fuel consumption rate is small.
- the vehicle of the present invention has an idling stop function including an engine 7 for running the vehicle, an alternator 6 driven by the engine 7 and driven by regenerative braking of the vehicle, and a battery system charged by the alternator 6.
- a vehicle is provided with a configuration described in any of the above.
- the above vehicles can significantly improve the fuel efficiency of the vehicle by efficiently charging the sub-battery with the power generated by regenerative braking, and also can protect the lead battery from high-current charging and extend the life of the lead battery. There is.
- the vehicle battery system shown in FIG. 1 has a lead battery 1 and a sub-battery 2 connected in parallel.
- the lead battery 1 and the sub-battery 2 are directly connected by the lead wire 4 without going through a current adjustment circuit or the like. Therefore, the voltage of the lead battery 1 and the sub battery 2 is always the same voltage.
- the lead battery and the sub-battery can be connected in parallel via a switching element such as a relay or a semiconductor switching element, and can also be connected in parallel via a diode or the like.
- the lead battery 1 is a battery in which 6 cells are connected in series and the rated voltage is 12V. However, the present invention does not specify the rated voltage of the lead battery as 12V. Two lead batteries can be connected in series for a rated voltage of 24V, three lead batteries can be connected in series for 36V, and four lead batteries can be connected in series for 48V. Because. Conventional electrical equipment is designed to operate with a power supply voltage of 12V, but vehicles equipped with lead batteries of 24V to 48V are equipped with electrical equipment that operates with this voltage.
- the sub-battery 2 is a nickel metal hydride battery 3.
- a sub-battery 2 formed by connecting ten nickel metal hydride batteries 3 in series is connected in parallel to a lead battery 1 having a power supply voltage of 12V. Since the nickel metal hydride battery 3 has a power supply voltage of 1.2 V, it is set to the same voltage as the lead battery 1 by the number connected in series.
- all other secondary batteries such as non-aqueous electrolyte secondary batteries such as lithium ion secondary batteries and lithium polymer secondary batteries can be used as the sub-battery.
- the sub-battery 2 is connected in parallel with the lead battery 1 in order to prevent the deterioration of the lead battery 1 and improve the charge / discharge efficiency of the battery system.
- the sub battery 2 is connected in parallel with the lead battery 1 and has the same voltage. In this state, the current balance of charging / discharging between the sub battery 2 and the lead battery 1 is important. If the current balance is poor, the life of the lead battery 1 is shortened, the charging efficiency of the battery system is deteriorated, and the fuel efficiency of the vehicle is lowered.
- the lead battery 1 is mounted on an idling stop vehicle or is charged with a large current to shorten its life. By connecting the sub battery 2 to the lead battery 1 in parallel, the deterioration of the lead battery 1 can be prevented.
- each of the lead battery and the sub-battery has a different charging resistance and discharging resistance, and the current balance between the charging current and the discharging current varies depending on these parameters.
- the current balance between the lead battery 1 and the sub battery 2 is specified in an optimum state by controlling the charging resistance and discharging resistance of the sub battery 2.
- the charging resistance and discharging resistance of the sub-battery 2 are adjusted by the facing area between the positive electrode and the negative electrode.
- the sub-battery 2 can increase the opposing area of the electrodes to reduce the charging resistance and discharging resistance, and can reduce the opposing area to increase the charging resistance and discharging resistance.
- the battery system increases the charging current of the sub-battery 2 to improve the charging efficiency, and in the discharged state, the discharge resistance of the lead battery 1 is made smaller than the discharge resistance of the sub-battery 2 to The discharge current of the battery 1 is increased.
- the charging resistance ratio r2 / r1 of the charging resistance r2 of the sub-battery 2 and the charging resistance r1 of the lead battery 1 is preferably 0.4 or less. Further, the discharge resistance R2 of the sub-battery 2 is larger than the discharge resistance R1 of the lead battery 1, and the discharge resistance ratio R2 / R1 is preferably 1.2 or more and more preferably 2.4 or less.
- the sub-battery 2 having a large discharge resistance can have a smaller battery capacity (Ah) than the lead battery 1.
- the battery capacity (Ah) of the sub-battery 2 is, for example, 1/30 or more and 1/2 or less of the battery capacity (Ah) of the lead battery 1.
- the sub-battery 2 is an expensive secondary battery having a larger battery capacity (Ah) than the lead battery 1, such as a nickel-metal hydride battery 3 or a lithium ion secondary battery.
- the sub battery 2 can be made inexpensive by reducing the battery capacity (Ah).
- the sub-battery 2 having a small battery capacity (Ah) is prevented from overcharging and overdischarging itself while improving the charging efficiency of the battery system. This is because the lead battery 1 and the sub battery 2 are connected in parallel, and the voltages of both the batteries are equal. Therefore, by controlling the voltage of the battery system within a certain range, This is because charging and overdischarge are prevented.
- the battery system is generated by an alternator 6 mounted on the vehicle.
- the alternator 6 controls the output voltage by adjusting the current of the exciting coil.
- the output voltage of the alternator 6 is set to a voltage that can prevent overcharge and overdischarge of the battery system, for example, about 14V. Since the alternator 6 can increase the output voltage of the battery system to increase the charging current of the battery system, the idling stop vehicle can increase the output voltage of the alternator 6 and efficiently store the energy of regenerative braking in the battery system. . However, if the output voltage of the alternator 6 is increased to increase the charging current of the battery system and the regenerative braking generated power is efficiently stored in the battery system, the lead battery 1 is charged to a high voltage with a large current and deteriorates.
- the above battery system reduces the charging resistance of the sub-battery 2, thereby realizing high-efficiency charging of the battery system with a large short-time charging current generated by regenerative braking.
- the deterioration by the large current charge of the lead battery 1 is prevented.
- the sub-battery 2 charged with a large current of regenerative braking charges the lead battery 1 slowly over time and discharges itself.
- the sub-battery 2 discharged by charging the lead battery 1 is charged again with a large current, thereby improving the charging efficiency when the battery system is charged with a large current.
- the sub-battery 2 having a small battery capacity (Ah) has a discharge resistance larger than that of the lead battery 1, so that the discharge current is smaller than that of the lead battery 1 and the discharge load is reduced. .
- the battery system for vehicles has the following lead battery 1 and the nickel metal hydride battery 3 of the sub battery 2 connected in parallel.
- Lead battery 1 As the lead battery 1, a battery satisfying the following performance is used under the test conditions defined by the Battery Industry Association Standard (SBA S 0101). 5 hour rate capacity: 48Ah Rated cold cranking current: 320A Charge acceptance: 6.0A
- the sub battery 2 has ten nickel metal hydride batteries 3 connected in series.
- the nickel metal hydride battery 3 includes an electrode group consisting of a nickel positive electrode using nickel hydroxide as a main positive electrode active material, a hydrogen storage alloy negative electrode using a hydrogen storage alloy as a negative electrode active material, and a separator in an outer can together with an alkaline electrolyte. And use a battery with a capacity of 6.0 Ah.
- This nickel metal hydride battery 3 controls the opposing area of the electrodes to adjust the charging resistance and discharging resistance.
- the lead battery 1 and the nickel metal hydride battery 3 are adjusted to the following state, and then connected in parallel with the lead wire 4 to form a battery system.
- the lead battery 1 has a charging condition defined by the Battery Industry Association Standard (SBA S 0101), that is, a terminal voltage during charging measured every 15 minutes under a charging current of 0.2 It, or an electrolyte density converted to temperature of 3 Charge the battery continuously until it shows a certain value, and measure the open circuit voltage after standing at room temperature for 24 hours.
- SBA S 0101 Battery Industry Association Standard
- the nickel metal hydride battery 3 of the sub-battery 2 is charged to 110% of the battery capacity with a charging current of 1 It, then discharges a predetermined capacity at 1 It, and the open circuit voltage after standing at room temperature for 24 hours is the open circuit voltage of the lead battery 1 After confirming that the voltage is within 0.1 V, the lead battery 1 is connected in parallel.
- the discharge resistance of the lead battery 1 and the sub battery 2 is a value calculated by the following method.
- a battery system in which the lead battery 1 and the nickel metal hydride battery 3 of the sub-battery 2 are connected in parallel is discharged at 200 A for 10 seconds, and the open circuit voltage before the discharge is started and the voltage at the 10th second are measured.
- each current of the lead battery 1 and the nickel metal hydride battery 3 is measured using a current Hall sensor.
- the discharge resistance (R) of the lead battery 1 and the nickel metal hydride battery 3 is a battery voltage in a state in which no current flows before starting discharge, that is, an open circuit voltage (E0) of the battery and a 200A 10 second voltage (E1).
- the charging resistance of the lead battery 1 and the sub battery 2 is a value calculated by the following method.
- the battery system in which the lead battery 1 and the nickel metal hydride battery 3 of the sub-battery 2 are connected in parallel is charged at 100 A for 10 seconds, and the open circuit voltage before starting charging and the voltage at the 10th second are measured.
- the charging resistance (r) of the lead battery 1 and the nickel metal hydride battery 3 is a battery voltage in a state in which no current flows before starting charging, that is, an open circuit voltage (E0) of the battery and a 100A 10 second voltage (E2). From the voltage change (E2-E0) and the quotient [(E2-E0) / I] of the current (I) of each battery, it is calculated by the following equation.
- the charging resistance and discharging resistance of the nickel metal hydride battery used for the sub-battery are adjusted so that the charging resistance ratio r2 / r1 is 0.2 and the discharging resistance ratio R2 / R1 is 1.2. .
- the charging resistance and discharging resistance of the nickel metal hydride battery used for the sub-battery are adjusted so that the charging resistance ratio r2 / r1 is 0.3 and the discharging resistance ratio R2 / R1 is 1.7. .
- the charging resistance and discharging resistance of the nickel metal hydride battery used for the sub-battery are adjusted so that the charging resistance ratio r2 / r1 is 0.4 and the discharging resistance ratio R2 / R1 is 2.4. .
- the charging resistance and discharging resistance of the nickel metal hydride battery used for the sub-battery are adjusted so that the charging resistance ratio r2 / r1 is 0.4 and the discharging resistance ratio R2 / R1 is 2.6. .
- the charging resistance and discharging resistance of the nickel metal hydride battery used for the sub-battery are adjusted so that the charging resistance ratio r2 / r1 is 0.5 and the discharging resistance ratio R2 / R1 is 2.7. .
- a charge / discharge cycle is performed in the following idling stop life test. After a first discharge of 59.0 seconds ⁇ 0.2 seconds with a discharge current of 45 A ⁇ 1 A at an air temperature of 25 ° C. ⁇ 2 ° C. (wind speed of 2.0 m / s or less), 1.0 at a discharge current of 300 A ⁇ 1 A Second discharging in seconds ⁇ 0.2 seconds, and then charging for 60.0 seconds ⁇ 0.3 seconds at a charging voltage of 14.00 V ⁇ 0.03 V (limit current 100.0 A ⁇ 0.5 A) The battery is charged and discharged repeatedly.
- SBA S 0101 Battery Industry Association Standard
- the lifetime of the battery system is defined as the lifetime characteristic when the voltage of the battery system is confirmed to be less than 7.2 V of the final voltage in the second discharge.
- Table 1 as a reference example, the life characteristics of a single lead battery not connected to a sub-battery are measured, and the relative values with respect to the life characteristics of the lead battery are listed as the life characteristics of each battery.
- the discharge resistance R2 of the nickel metal hydride battery is made larger than the discharge resistance R1 of the lead battery, and the ratio (r2 / r1) between the charge resistance r1 of the lead battery and the charge resistance r2 of the nickel metal hydride battery is set to 0.
- the life characteristics were significantly improved to about 3 times that of the lead battery alone. In each battery system, the lead battery deteriorated and reached the end of its life.
- the battery system in which the ratio R2 / R1 of the discharge resistance R1 of the lead battery and the discharge resistance R2 of the nickel metal hydride battery is larger than 2.4 is 2.6 as a sub battery.
- the lifetime characteristics can only be improved by 130% and 30%. This is because the discharge resistance of the lead battery is not sufficiently reduced by the sub battery because the discharge resistance of the nickel metal hydride battery is too large.
- the measurement results in Table 1 show that in a battery system in which a sub battery is connected in parallel to a lead battery, the discharge resistance R2 of the sub battery is larger than the discharge resistance R1 of the lead battery, and the charge resistance r1 of the lead battery is By making the ratio (r2 / r1) of the charging resistance r2 of the sub-battery to be 0.4 or less, it becomes clear that the life characteristics can be drastically improved and the life can be greatly extended compared to the conventional case.
- the battery system described above can drastically improve the life characteristics by repeating charging with a large current as high as 100 A. Therefore, the battery system is mounted on an idling stop vehicle in which the lead battery 1 is extremely susceptible to deterioration. There is a feature that can significantly extend the life of the.
- the above battery system can efficiently store the energy generated by the regenerative braking and the stored power. Can be efficiently supplied to the electrical equipment 5 on the vehicle side. For this reason, the vehicle equipped with the above battery system realizes a feature that the fuel consumption efficiency can be considerably improved by significantly reducing the energy to be charged by driving the alternator 6 with the engine 7.
- the above battery system is not limited to regenerative braking of an idling stop vehicle, but also has a feature that fuel efficiency can be improved while significantly improving life characteristics even in a vehicle in which the alternator 6 is driven by the engine 7 and charged with a large current. is there.
- the alternator 6 of the vehicle stabilizes the output voltage to about 14 V, which is a constant voltage, in order to prevent the deterioration by charging the lead battery 1 with a constant voltage and to keep the supply voltage of the electrical equipment 5 constant. ing. Therefore, the current for the alternator 6 to charge the lead battery 1 is small and is not charged with a large current.
- the alternator 6 Even if a high-current alternator 6 having an output current of 100 A is mounted on the vehicle, the alternator 6 does not charge the lead battery 1 at 100 A, and the alternator 6 outputs power to supply electrical equipment 5. The current is increased.
- the fact that the alternator 6 can be charged with a large current of the battery system is effective in improving the fuel efficiency of the vehicle. This is because the alternator 6 can be operated in a region where the power generation efficiency is high, and the engine 7 can also be operated in a region where the fuel consumption rate is small. This is because the alternator 6 has low power generation efficiency at light loads, and the engine 7 has a high fuel consumption rate at light loads.
- the sub-battery 2 is the nickel metal hydride battery 3, but the lithium ion secondary battery and the lithium polymer battery can also be charged and discharged in the same manner as the nickel metal hydride battery by controlling the opposing area of the electrodes.
- the resistance to the optimum value the life characteristics of the lead battery can be improved, and the charging and discharging efficiency of regenerative braking and alternator can be improved.
- the battery system for a vehicle of the present invention improves the life characteristics of the battery system while efficiently charging with generated power to improve the fuel efficiency of the vehicle, and is therefore ideal for idling stop vehicles that charge the battery system by regenerative braking. It is.
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Control Of Charge By Means Of Generators (AREA)
- Secondary Cells (AREA)
- Connection Of Batteries Or Terminals (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
(特許文献1参照)
また、本発明の他の大切な目的は、車両の発電電力で効率よく充電して、充電された電力を車両側の負荷に供給して車両の燃費効率を改善できる車両用のバッテリシステムとこれを搭載する車両を提供することにある。
以上のバッテリシステムは、サブバッテリの放電抵抗R2を鉛バッテリの放電抵抗R1よりも大きくするので、放電状態においては、サブバッテリの放電電流を鉛バッテリの放電電流を小さくできる。このため、充電状態ではサブバッテリを効率よく充電し、放電状態ではサブバッテリの放電負荷を少なくして、サブバッテリの劣化を抑制できる。
以上のバッテリシステムは、鉛バッテリとサブバッテリの寿命をさらに長くできる特徴がある。それは、サブバッテリの充電抵抗を鉛バッテリの充電抵抗の0.4倍以下とすることで、充電状態ではサブバッテリを鉛バッテリよりも大電流で充電して、放電状態では大電流で放電できる鉛バッテリの放電電流を大きくして、サブバッテリの放電電流を小さくできるからである。
以上のバッテリシステムは、鉛バッテリの寿命を理想的な状態で著しく長くできる特徴がある。
以上のバッテリシステムは、鉛バッテリの寿命を理想的な状態で著しく長くできる特徴がある。
以上のバッテリシステムは、電圧変換回路を使用することなく鉛バッテリとサブバッテリとを並列に接続するので、回路構成を簡単にして安価にできる特徴がある。
以上のバッテリシステムは、鉛バッテリとサブバッテリとをリード線で直接に接続して互いに並列に接続するので、回路構成を最も簡単にしながら、鉛バッテリとサブバッテリの両方を極めて効率良く充電でき、また放電できる特徴がある。
以上のバッテリシステムは、鉛バッテリとサブバッテリの定格電圧を12Vにできるので、鉛バッテリとサブバッテリとをバランスよく充放電できる特徴がある。
以上のバッテリシステムは、サブバッテリの容積と重量に対する電池容量(Ah)を鉛バッテリに比較して相当に大きくできる特徴がある。また、サブバッテリを非水系電解液二次電池とするので、大電流の発電電力でサブバッテリを効率よく充電できる特徴も実現する。
以上の車両用のバッテリシステムは、回生制動の発電電力で効率よく充電されて、これを搭載する車両の燃費を改善できる特徴がある。それは、バッテリシステムが効率よく充電される特徴によって、これを充電するためにエンジンが消費する燃料を少なくできるからである。とくに、以上のアイドリングストップの車両に搭載されるバッテリシステムは、サブバッテリの充電抵抗を鉛バッテリの充電抵抗よりも小さくすることで、オルタネータの発電駆動時にはサブバッテリに十分な充電容量を確保できるので、オルタネータの発電駆動時間を短縮して、車両燃費性能の改善が可能となる。
以上のバッテリシステムは、サブバッテリを小容量として安価にしながら、鉛バッテリの寿命を長くできる特徴がある。
以上の車両は、オルタネータによりバッテリシステムを大電流で充電できるので、車両の燃費効率を改善することに有効である。それは、オルタネータを高い発電効率の領域で運転し、かつエンジンも燃料消費率の小さい領域で運転できるからである。
以上の車両は、回生制動の発電電力でサブバッテリを効率よく充電することで、車両の燃費を相当に改善でき、しかも鉛バッテリを大電流充電から保護して、鉛バッテリの寿命を長くできる特徴がある。
ド線4で直接に接続される。したがって、鉛バッテリ1とサブバッテリ2の電圧は常に同じ電圧となる。ただし、本発明のバッテリシステムは、鉛バッテリとサブバッテリとをリレーや半導体スイッチング素子などのスイッチング素子を介して並列に接続し、ダイオード等を介して並列に接続することもできる。
車両用のバッテリシステムは、以下の鉛バッテリ1とサブバッテリ2のニッケル水素電池3を並列に接続している。
鉛バッテリ1には、電池工業会規格(SBA S 0101)で定める試験条件で、以下の性能を満たすバッテリを使用する。
5時間率容量 :48Ah
定格コールドクランキング電流:320A
充電受入性 :6.0A
サブバッテリ2は、10個のニッケル水素電池3を直列に接続している。ニッケル水素電池3は、水酸化ニッケルを主正極活物質とするニッケル正極と、水素吸蔵合金を負極活物質とする水素吸蔵合金負極とセパレータとからなる電極群を、アルカリ電解液と共に外装缶内に入れて、容量を6.0Ahとする電池を使用する。このニッケル水素電池3は、電極の対向面積をコントロールして、充電抵抗と放電抵抗を調整している。
鉛バッテリ1とサブバッテリ2のニッケル水素電池3とを並列接続したバッテリシステムを、200Aで10秒間の放電を行い、放電を開始する前の開回路電圧と、10秒目の電圧を測定する。このとき、電流ホールセンサを用いて、鉛バッテリ1とニッケル水素電池3の各電流を測定する。
鉛バッテリ1とニッケル水素電池3の放電抵抗(R)は、放電を開始する前の電流を流さない状態のバッテリ電圧、すなわちバッテリの開回路電圧(E0)と、200A10秒目電圧(E1)の電圧変化(E0-E1)と、各バッテリの電流(I)の商[(E0-E1)/I]から以下の式で算出する。各バッテリの放電抵抗(R)は電流(I)に反比例するので、鉛バッテリ1とニッケル水素電池3は、放電電流が異なる値となって、放電抵抗が異なる抵抗値となる。放電抵抗は、放電電流に反比例するので、放電電流の小さいニッケル水素電池は、放電抵抗が鉛バッテリより大きくなる。
R=(E0-E1)/I
鉛バッテリ1とサブバッテリ2のニッケル水素電池3とを並列接続したバッテリシステムを、100Aで10秒間の充電を行い、充電を開始する前の開回路電圧と、10秒目の電圧を測定する。
鉛バッテリ1とニッケル水素電池3の充電抵抗(r)は、充電を開始する前の電流を流さない状態のバッテリ電圧、すなわちバッテリの開回路電圧(E0)と、100A10秒目電圧(E2)の電圧変化(E2-E0)と、各バッテリの電流(I)の商[(E2-E0)/I]から以下の式で算出する。各バッテリの充電抵抗(r)は電流(I)に反比例するので、鉛バッテリ1とニッケル水素電池3は、充電電流が異なる値となって、充電抵抗が異なる抵抗値となる。充電抵抗は、充電電流に反比例するので、充電電流の大きいニッケル水素電池3は、充電抵抗が鉛バッテリ1より小さくなる。
r=(E2-E0)/I
ステムは、鉛バッテリが劣化して寿命に到達する。
バッテリシステムの寿命は、バッテリシステムの電圧が第2の放電において、最終電圧の7.2V未満を確認した時のサイクル数を寿命特性とする。表1において、参考例として、サブバッテリを接続しない鉛バッテリ単体の寿命特性を計測し、この鉛バッテリ単体の寿命特性に対する相対値を各バッテリの寿命特性として記載している。
ことを明らかとする。
また、サブバッテリ2の充電抵抗を小さくして、車両の回生制動における回生発電電力で極めて効率よく充電できるので、以上のバッテリシステムは、回生制動で発生するエネルギーを効率よく蓄え、また蓄えた電力を効率よく車両側の電装器機5に供給できる。このため、以上のバッテリシステムを搭載する車両は、エンジン7でオルタネータ6を駆動して充電するエネルギーを相当に少なくして、燃費効率を相当に改善できる特徴を実現する。
2…サブバッテリ
3…ニッケル水素電池
4…リード線
5…電装器機
6…オルタネータ
7…エンジン
Claims (15)
- 鉛バッテリにサブバッテリを並列に接続してなる車両用のバッテリシステムであって、
前記サブバッテリの充電抵抗r2を鉛バッテリの充電抵抗r1よりも小さくしてなることを特徴とする車両用のバッテリシステム。 - 前記サブバッテリの充電抵抗r2が、鉛バッテリの充電抵抗r1よりも小さく、かつ前記サブバッテリの放電抵抗R2が、前記鉛バッテリの放電抵抗R1よりも大きい請求項1に記載される車両用のバッテリシステム。
- 前記サブバッテリの充電抵抗r2と、前記鉛バッテリの充電抵抗r1の充電抵抗比率r2/r1を0.4以下とし、
前記サブバッテリの放電抵抗R2を、前記鉛バッテリの放電抵抗R1よりも大きくしてなる請求項1又は2に記載される車両用のバッテリシステム。 - 前記サブバッテリの放電抵抗R2と、前記鉛バッテリの放電抵抗R1の放電抵抗比率R2/R1が2.4以下である請求項2又は3に記載される車両用のバッテリシステム。
- 前記サブバッテリの放電抵抗R2と、前記鉛バッテリの放電抵抗R1の放電抵抗比率R2/R1が1.2以上かつ2.4以下である請求項2又は3に記載される車両用のバッテリシステム。
- 前記鉛バッテリと前記サブバッテリとが電圧変換回路を介することなく並列に接続されてなる請求項1から5のいずれかに記載される車両用のバッテリシステム。
- 前記鉛バッテリと前記サブバッテリとがリード線で直接に接続されてなる請求項6に記載される車両用のバッテリシステム。
- 前記サブバッテリがニッケル水素電池である請求項1から7のいずれかに記載される車両用のバッテリシステム。
- 前記サブバッテリが10個のニッケル水素電池を直列に接続してなる請求項8に記載される車両用のバッテリシステム。
- 前記サブバッテリが非水系電解液二次電池である請求項1から7のいずれかに記載される車両用のバッテリシステム。
- 前記鉛バッテリと前記サブバッテリとが、アイドリングストップの車両に搭載されるバッテリであって、車両の回生発電の電力で前記鉛バッテリと前記サブバッテリの両方が充電されるようにしてなる請求項1から10のいずれかに記載される車両用のバッテリシステム。
- 前記サブバッテリの放電抵抗R2が、前記鉛バッテリの放電抵抗R1よりも大きく、かつ、前記サブバッテリの電池容量(Ah)が前記鉛バッテリの電池容量(Ah)よりも小さい請求項1から11のいずれかに記載される車両用のバッテリシステム。
- 前記サブバッテリの電池容量(Ah)が前記鉛バッテリの電池容量(Ah)の1/30以上であって、1/2以下である請求項1から12のいずれかに記載される車両用のバッテリシステム。
- 車両を走行させるエンジンと、このエンジンで駆動されるオルタネータと、このオルタネータで充電されるバッテリシステムとを備えるアイドリングストップ機能の車両であって、
前記バッテリシステムが、請求項1から13のいずれかに記載される構成を備えることを特徴とする車両。 - 車両を走行させるエンジンと、このエンジンで駆動され、かつ車両の回生制動で駆動されるオルタネータと、このオルタネータで充電されるバッテリシステムとを備えるアイドリングストップ機能の車両であって、
前記バッテリシステムが、請求項1から13のいずれかに記載される構成を備えることを特徴とする車両。
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US14/408,566 US9533595B2 (en) | 2012-09-05 | 2012-11-29 | Vehicular battery system and vehicle equipped with same |
JP2014534150A JP6073901B2 (ja) | 2012-09-05 | 2012-11-29 | 車両用のバッテリシステムとこれを搭載する車両 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2012195250 | 2012-09-05 | ||
JP2012-195250 | 2012-09-05 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2014038100A1 true WO2014038100A1 (ja) | 2014-03-13 |
Family
ID=50236742
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2012/080909 WO2014038100A1 (ja) | 2012-09-05 | 2012-11-29 | 車両用のバッテリシステムとこれを搭載する車両 |
Country Status (3)
Country | Link |
---|---|
US (1) | US9533595B2 (ja) |
JP (1) | JP6073901B2 (ja) |
WO (1) | WO2014038100A1 (ja) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2016080222A1 (ja) * | 2014-11-17 | 2016-05-26 | 株式会社村田製作所 | 車載用電池及び車載用電源装置 |
CN107107772A (zh) * | 2014-09-30 | 2017-08-29 | 江森自控科技公司 | 电池系统的双稳态继电器控制 |
JP7488282B2 (ja) | 2019-05-24 | 2024-05-21 | エイヴィエル リスト ゲーエムベーハー | 車両用バッテリ装置 |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2016211924A (ja) * | 2015-05-01 | 2016-12-15 | カルソニックカンセイ株式会社 | 二次電池の充電率算出装置、及び蓄電池システム |
JP6540565B2 (ja) * | 2016-03-16 | 2019-07-10 | 株式会社オートネットワーク技術研究所 | 車両用電源供給システム、車両用駆動システム |
DE212017000119U1 (de) * | 2016-04-28 | 2018-11-30 | Koki Holdings Co., Ltd. | Stromversorgungsvorrichtung und elektrisches Gerät |
US10243243B2 (en) * | 2016-06-30 | 2019-03-26 | Lenovo (Beijing) Co., Ltd. | Battery and charging method |
JP7120062B2 (ja) * | 2019-02-07 | 2022-08-17 | トヨタ自動車株式会社 | 組電池の充放電制御装置および組電池の充放電制御方法 |
JP2023027996A (ja) * | 2021-08-18 | 2023-03-03 | 矢崎総業株式会社 | 電源制御装置、電源装置、及び電源制御方法 |
Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH09247850A (ja) * | 1996-03-13 | 1997-09-19 | Fuji Heavy Ind Ltd | 電気二重層コンデンサを用いた車両用電源装置 |
JP2001090828A (ja) * | 1999-09-24 | 2001-04-03 | Hitachi Ltd | 自動変速機用電動油圧ポンプ制御装置および方法 |
JP2003219575A (ja) * | 2002-01-23 | 2003-07-31 | Shin Kobe Electric Mach Co Ltd | 電源システム |
JP2010004627A (ja) * | 2008-06-19 | 2010-01-07 | Toyota Motor Corp | 充電システム及び充電方法 |
JP2011027077A (ja) * | 2009-07-29 | 2011-02-10 | Mazda Motor Corp | エンジンの制御方法及び制御装置 |
JP2011176958A (ja) * | 2010-02-25 | 2011-09-08 | Denso Corp | 車載電源装置 |
JP2011198549A (ja) * | 2010-03-18 | 2011-10-06 | Kawasaki Heavy Ind Ltd | ニッケル水素電池のフロート充電システム |
JP2012152003A (ja) * | 2011-01-19 | 2012-08-09 | Toyota Motor Corp | 車両の電源装置 |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2007046508A (ja) | 2005-08-08 | 2007-02-22 | Fujitsu Ten Ltd | アイドルストップ制御装置およびアイドルストップ制御方法 |
TWI376081B (en) * | 2008-12-08 | 2012-11-01 | Green Solution Tech Co Ltd | The battery charging controller and battery balance charging controller |
JP5597310B2 (ja) * | 2011-07-27 | 2014-10-01 | 三菱電機株式会社 | 二次電池の充電制御装置及び充電制御方法 |
-
2012
- 2012-11-29 WO PCT/JP2012/080909 patent/WO2014038100A1/ja active Application Filing
- 2012-11-29 JP JP2014534150A patent/JP6073901B2/ja active Active
- 2012-11-29 US US14/408,566 patent/US9533595B2/en active Active
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH09247850A (ja) * | 1996-03-13 | 1997-09-19 | Fuji Heavy Ind Ltd | 電気二重層コンデンサを用いた車両用電源装置 |
JP2001090828A (ja) * | 1999-09-24 | 2001-04-03 | Hitachi Ltd | 自動変速機用電動油圧ポンプ制御装置および方法 |
JP2003219575A (ja) * | 2002-01-23 | 2003-07-31 | Shin Kobe Electric Mach Co Ltd | 電源システム |
JP2010004627A (ja) * | 2008-06-19 | 2010-01-07 | Toyota Motor Corp | 充電システム及び充電方法 |
JP2011027077A (ja) * | 2009-07-29 | 2011-02-10 | Mazda Motor Corp | エンジンの制御方法及び制御装置 |
JP2011176958A (ja) * | 2010-02-25 | 2011-09-08 | Denso Corp | 車載電源装置 |
JP2011198549A (ja) * | 2010-03-18 | 2011-10-06 | Kawasaki Heavy Ind Ltd | ニッケル水素電池のフロート充電システム |
JP2012152003A (ja) * | 2011-01-19 | 2012-08-09 | Toyota Motor Corp | 車両の電源装置 |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN107107772A (zh) * | 2014-09-30 | 2017-08-29 | 江森自控科技公司 | 电池系统的双稳态继电器控制 |
US11190026B2 (en) | 2014-09-30 | 2021-11-30 | Cps Technology Holdings Llc | Battery system to be deployed in a vehicle having a first battery and a second battery, battery control unit to be deployed in a battery system of a vehicle, and method related to the same |
WO2016080222A1 (ja) * | 2014-11-17 | 2016-05-26 | 株式会社村田製作所 | 車載用電池及び車載用電源装置 |
JPWO2016080222A1 (ja) * | 2014-11-17 | 2017-07-20 | 株式会社村田製作所 | 車載用電池及び車載用電源装置 |
JP7488282B2 (ja) | 2019-05-24 | 2024-05-21 | エイヴィエル リスト ゲーエムベーハー | 車両用バッテリ装置 |
Also Published As
Publication number | Publication date |
---|---|
JP6073901B2 (ja) | 2017-02-01 |
JPWO2014038100A1 (ja) | 2016-08-08 |
US20150321575A1 (en) | 2015-11-12 |
US9533595B2 (en) | 2017-01-03 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP6073901B2 (ja) | 車両用のバッテリシステムとこれを搭載する車両 | |
KR101397023B1 (ko) | 배터리 팩 및 배터리 팩의 제어 방법 | |
US9754732B2 (en) | Energy storage arrangement | |
US11594777B2 (en) | Dual energy storage system and starter battery module | |
JP5262027B2 (ja) | 組電池、及び電池システム | |
JP2008523558A (ja) | 電池/キャパシタエネルギ貯蔵システムを持つ、ハイブリッド燃料電池システム | |
US20120286591A1 (en) | Power supply device | |
JP6368948B2 (ja) | 蓄電システム、移動機構、搬送機構、車両及び自動車 | |
US20120098501A1 (en) | Efficient lead acid battery charging | |
EA034486B1 (ru) | Не содержащая свинца пусковая аккумуляторная батарея, способ работы и ее использования, в частности для двигателей внутреннего сгорания и автомобильного транспорта | |
JP6460254B2 (ja) | 蓄電パック | |
TWI750087B (zh) | 智慧能量存儲系統 | |
WO2014068884A1 (ja) | 回生制動する車両の電源装置 | |
US10833352B2 (en) | Vehicle having a lithium-ion battery | |
JP6750316B2 (ja) | 車両用電源システムおよび自動車 | |
EP2381524B1 (en) | Lead acid battery | |
WO2014038099A1 (ja) | 車両用のバッテリシステムとこれを搭載する車両 | |
Crouch | Battery technology for automotive applications | |
Bhardwaj et al. | Lead acid battery with thin metal film (TMF®) technology for high power applications | |
JP5409424B2 (ja) | 電源装置 | |
CN1531132A (zh) | 密封型镍-金属氢化物蓄电池以及具有这种蓄电池的混合电动车辆 | |
WO2016080222A1 (ja) | 車載用電池及び車載用電源装置 | |
JP2003219575A (ja) | 電源システム | |
US20220006300A1 (en) | Electrical energy store, device and method for operating an electrical energy store |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 12884257 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14408566 Country of ref document: US |
|
ENP | Entry into the national phase |
Ref document number: 2014534150 Country of ref document: JP Kind code of ref document: A |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 12884257 Country of ref document: EP Kind code of ref document: A1 |