WO2014068884A1 - Regenerative braking vehicle power supply device - Google Patents

Regenerative braking vehicle power supply device Download PDF

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Publication number
WO2014068884A1
WO2014068884A1 PCT/JP2013/006168 JP2013006168W WO2014068884A1 WO 2014068884 A1 WO2014068884 A1 WO 2014068884A1 JP 2013006168 W JP2013006168 W JP 2013006168W WO 2014068884 A1 WO2014068884 A1 WO 2014068884A1
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WO
WIPO (PCT)
Prior art keywords
metal hydride
battery
remaining capacity
hydride battery
nickel metal
Prior art date
Application number
PCT/JP2013/006168
Other languages
French (fr)
Japanese (ja)
Inventor
中島　薫
昭伸 常定
坂田　英樹
大隅　信幸
Original Assignee
三洋電機株式会社
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Filing date
Publication date
Application filed by 三洋電機株式会社 filed Critical 三洋電機株式会社
Priority to JP2014544244A priority Critical patent/JP6305930B2/en
Publication of WO2014068884A1 publication Critical patent/WO2014068884A1/en

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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/06—Lead-acid accumulators
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/24—Alkaline accumulators
    • H01M10/30—Nickel accumulators
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/34—Gastight accumulators
    • H01M10/345—Gastight metal hydride accumulators
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H01M10/441—Methods for charging or discharging for several batteries or cells simultaneously or sequentially
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
    • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
    • H02P3/08—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a dc motor
    • H02P3/14—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a dc motor by regenerative braking
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • 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

Definitions

  • the present invention relates to a power supply device for a vehicle that improves the fuel efficiency by regenerative braking when the vehicle is decelerated, and in particular, by connecting a nickel metal hydride battery in parallel with a lead battery to improve the charging efficiency of regenerative power generation.
  • the present invention relates to a power supply device for a vehicle that achieves high fuel efficiency.
  • a vehicle that regeneratively brakes a vehicle to charge and brake the battery stores the kinetic energy of the traveling vehicle in the battery.
  • the alternator is driven by the energy of vehicle motion to charge the battery.
  • a vehicle is equipped with a lead battery having a rated voltage of 12V.
  • This lead battery can store regenerative power generated by an alternator.
  • the lead battery has a large internal resistance at the time of charging, that is, a charging resistance, there is a drawback that the regenerative power can not be charged efficiently.
  • the life of the lead battery is remarkably shortened by regenerative power generation and rapid charging each time the vehicle is braked.
  • These power supply devices have a lithium-ion secondary battery connected as a sub-battery in parallel with the lead battery.
  • a power supply device in which a sub battery is connected in parallel to a lead battery can improve the charging efficiency of regenerative power and improve fuel efficiency.
  • this power supply device connects a sub-battery in parallel with the lead battery and controls the charging of the alternator with the voltage of the lead battery, so that the sub-battery can be charged efficiently over a wide remaining capacity range and cannot be discharged. There is. This is because the voltage-discharge depth characteristics of the lead battery and the sub battery are different.
  • the alternator of the vehicle charges the lead battery by controlling the output so that the deterioration of the lead battery is reduced.
  • the lead battery has a characteristic that the life is remarkably reduced when it is discharged until the remaining capacity becomes low, so that the remaining capacity is controlled to be in the range of 80 to 100%. Specifically, since there is a correlation between the remaining capacity and the open circuit voltage, as a specific control, charge / discharge is controlled so that the open circuit voltage is in the range of 12.5 to 12.8V. Since the lead battery and the sub-battery are connected in parallel, when charging / discharging of the lead battery is controlled in such a narrow voltage range, the charging / discharging of the sub-battery is also used only in the narrow voltage range.
  • a lithium ion secondary battery or a nickel hydride secondary battery used as a sub-battery can be used with a relatively wide voltage range, but is limited to the voltage range of the lead battery. Therefore, charging and discharging are not efficiently performed. Further, since the lead battery is charged and discharged in a narrow voltage range, the alternator needs to be repeatedly charged. Since the alternator is driven by the engine of the vehicle, the fuel efficiency of the vehicle decreases if charging is repeated frequently.
  • the sub battery when the lead battery is overdischarged by the dark current of the vehicle in the stop state of the vehicle with the ignition switch turned off, the sub battery is also discharged together.
  • the power supply device that connects the sub battery in parallel with the lead battery not only the lead battery but also the sub battery may be over-discharged.
  • the power generation element of the nickel metal hydride secondary battery may be modified to deteriorate the battery characteristics, and may not be used as a sub battery.
  • the secondary battery uses a secondary battery that is more expensive than the lead battery, overdischarge of the sub battery has a large expense for replacing it, and it is important to prevent this as much as possible. This is because even if fuel efficiency is improved by the sub-battery, if a large amount of cost is required for the replacement, a total economic effect cannot be expected.
  • An important object of the present invention is to charge and discharge a lead-acid battery in a certain voltage range to reduce deterioration while charging and discharging a nickel-metal hydride battery connected in parallel with the lead battery in a wide remaining capacity range.
  • An object of the present invention is to provide a power supply device for regenerative braking that can improve efficiency and effectively prevent deterioration due to overdischarge of a nickel metal hydride battery and extend its life.
  • the power supply device for a vehicle for regenerative braking is connected to the alternator 23 of the vehicle, is connected to the lead battery 1 in parallel to the lead battery 1 for supplying operating power to the electrical equipment 20 of the vehicle, and the vehicle.
  • a sub switch 4 connected between them and a control circuit 5 for controlling the supply of operating power from the lead battery 1 and the nickel metal hydride battery 2 to the electrical equipment 20 of the vehicle are provided.
  • the nickel metal hydride battery 2 is connected to an alternator 23 of the vehicle via a sub switch 4 and a main switch 3.
  • the control circuit 5 includes a remaining capacity detection circuit 12 that detects the remaining capacity of the nickel metal hydride battery 2 and a switching circuit 11 that switches the sub switch 4 and the main switch 3 on and off.
  • the control circuit 5 controls the sub switch 4 and the main switch 3 to be turned on and off by the switching circuit 11 according to the remaining capacity of the nickel metal hydride battery 2 detected by the remaining capacity detection circuit 12.
  • the above power supply device charges and discharges a lead battery in a certain voltage range to reduce deterioration, and charges and discharges a nickel hydride battery connected in parallel with this in a wide remaining capacity range, thereby improving the fuel efficiency of the vehicle. Further, it is possible to improve the nickel-metal hydride battery, effectively preventing deterioration of the nickel-metal hydride battery due to overdischarge, and extending the life of the nickel-metal hydride battery. This is because the above power supply device connects the lead battery to the electrical equipment via the main switch, connects the nickel metal hydride battery to the electrical equipment via the sub switch, and connects the main switch and the sub switch to the rest of the nickel hydrogen battery.
  • the main switch is turned off and the sub switch is turned on so that the nickel metal hydride battery is disconnected from the lead battery and the operating power can be supplied to the electrical equipment from the nickel metal hydride battery alone. That is, in a state where the remaining capacity of the nickel metal hydride battery is sufficient, the operating power is not supplied from the lead battery to the electrical equipment, but the operating power is supplied only from the nickel metal hydride battery to the electrical equipment, and the discharge of the lead battery can be stopped. . In this state, the nickel-metal hydride battery is discharged and the voltage drops, but the lead battery is not discharged, so the voltage does not drop. Therefore, the voltage of the lead battery does not decrease while supplying operating power to the electrical equipment.
  • the alternator Since the alternator detects that the voltage of the lead battery is reduced and starts charging the lead battery, the alternator does not start charging when the voltage of the lead battery is not reduced. Therefore, in the above power supply device, the alternator does not frequently charge the lead battery while supplying operating power to the electrical equipment.
  • the nickel metal hydride battery is discharged and the remaining capacity gradually decreases, but is charged by regenerative braking of the vehicle.
  • the regenerative power is stored in both the lead battery and the nickel metal hydride battery.
  • the nickel metal hydride battery is connected in parallel with the lead battery in order to store regenerative power generation more efficiently. Therefore, the amount of electricity stored in the regenerative power is larger for nickel-metal hydride batteries than for lead batteries.
  • the energy of vehicle motion is converted into electrical energy and stored in a battery.
  • the energy of movement of a 1 ton vehicle traveling at 60 km / hour is considerably large at 40 Wh. If 50% of the kinetic energy can be stored in the battery, 20 Wh of power can be stored every time the vehicle stops once.
  • This electric power corresponds to electric power that allows an electrical device with power consumption of 20 W to be in an operating state for one hour. In other words, a vehicle whose power consumption is 20 W can be stopped once a hour at a speed of 60 km / hour, such as waiting for a signal, and the electrical equipment can be put into operation without being charged by an alternator. .
  • a vehicle that stops at a rate of 5 times per hour at the same speed has a regenerative braking charge power of 100 W, so that 100 W electrical equipment can be maintained in an operating state without being charged by an alternator. Therefore, in a vehicle that repeatedly stops frequently, such as when waiting for a signal, the electrical equipment can be held in an operating state with the power of regenerative braking, almost without being charged by an alternator.
  • the power generated by regenerative braking is greater than the power consumption of electrical equipment, that is, when the frequency of regenerative braking decreases and the remaining capacity of the nickel metal hydride battery falls below the set remaining capacity, the main switch is turned on. Charge from lead-acid battery. In this state, the lead battery charges the nickel metal hydride battery.
  • the alternator increases the charging current as the voltage of the lead battery is lower, the charging current of the alternator is larger in this state, and the lead battery is charged with high charging efficiency.
  • the alternator stops generating power. In this state, the nickel metal hydride battery is charged together with the lead battery and the remaining capacity increases, so the main switch is switched to the off state, and the electric power is supplied to the electrical equipment only from the nickel metal hydride battery again. With the above operation, the nickel metal hydride battery is efficiently charged and discharged in a wide remaining capacity range, and the lead battery is charged and discharged in a narrow voltage range.
  • the switching circuit 11 stores the main switch switching remaining capacity for switching the main switch 3 from the OFF state to the ON state when the remaining capacity of the nickel metal hydride battery 2 is reduced. And the switching circuit 11 can switch the main switch 3 to the ON state in a state where the remaining capacity of the nickel metal hydride battery 2 is less than or equal to the remaining capacity of the main switch.
  • the nickel metal hydride battery When the nickel metal hydride battery is discharged and the remaining capacity decreases to the main switch switching remaining capacity, the main power switch is turned on and charged from the lead battery. Therefore, the nickel-metal hydride battery can be prevented from being overcharged or approaching overcharge to prevent the nickel-metal hydride battery from deteriorating.
  • the switching circuit 11 switches the sub switch 4 from the on state to the off state when the remaining capacity of the nickel metal hydride battery 2 is reduced when the ignition switch 26 of the vehicle is off.
  • the switching circuit 11 switches the sub switch 4 from the on state to the off state and does not discharge the nickel metal hydride battery 2 It can be.
  • the above power supply device can prevent overcharge of the nickel metal hydride battery when the driver is not in use for a long period of time. This is because the nickel metal hydride battery can be prevented from being overdischarged by a slight dark current of the vehicle when the vehicle is not used. The vehicle consumes a small amount of dark current even when the ignition switch is off. If this dark current is continuously supplied from the nickel-metal hydride battery, the remaining capacity of the nickel-metal hydride battery gradually decreases. However, the above power supply device turns off the sub-switch when the remaining capacity of the nickel-metal hydride battery becomes smaller than the minimum remaining capacity. Since the discharge of the nickel metal hydride battery is stopped by switching to the above, it is possible to reliably prevent the over discharge of the nickel metal hydride battery and effectively prevent the deterioration due to the over discharge.
  • the switching circuit 11 stores the maximum remaining capacity for switching the sub switch 4 from the on state to the off state when the nickel metal hydride battery 2 is charged and the remaining capacity increases. 13, and the remaining capacity of the nickel metal hydride battery 2 is greater than or equal to the maximum remaining capacity, the switching circuit 11 can switch the sub switch 4 from on to off to stop the charging of the nickel metal hydride battery 2.
  • the sub switch is turned off to stop charging. Deterioration can be prevented.
  • the remaining capacity detection circuit 12 can detect the remaining capacity by calculating the charge / discharge current of the nickel metal hydride battery 2.
  • the power supply apparatus described above can accurately calculate the remaining capacity of the nickel metal hydride battery and switch the main switch and sub switch to more effectively prevent the deterioration of the nickel metal hydride battery.
  • the remaining capacity detection circuit 12 can detect the remaining capacity from the voltage of the nickel metal hydride battery 2.
  • the above power supply device can easily detect the remaining capacity of the nickel metal hydride battery 2.
  • the power supply device for a vehicle for regenerative braking is configured such that the lead battery 1 is connected to the starter motor 22 without passing through the main switch 3 and power is supplied to the starter motor 22, and the switching circuit 11 is connected to the main switch 3. Either or both of the sub switches 4 can be turned off to supply power to the starter motor 22 from the lead battery 1 alone.
  • the above power supply devices can stably supply operating power from the nickel metal hydride battery to the electrical equipment in a state where power is supplied to the starter motor. This is because the nickel metal hydride battery supplies a large current to the starter motor and does not drop in voltage.
  • FIG. 1 It is a block diagram which shows the state which mounts the power supply device concerning one Example of this invention in a vehicle. It is a figure which shows the state in which a switching circuit switches a sub switch and a main switch on and off.
  • the power supply device of the present invention is mounted on a vehicle that performs regenerative braking, and supplies power to electrical equipment and a starter motor.
  • the alternator is rotated by the energy of kinetics when decelerating to charge the lead battery and the nickel metal hydride battery.
  • the wheels rotate the engine, and the engine rotates the alternator.
  • regenerative braking can also be performed by rotating the alternator with wheels.
  • the rotational torque of the alternator decelerates by braking the vehicle via the engine.
  • the electric power generated by the alternator by regenerative braking increases in proportion to the energy of vehicle movement.
  • the kinetic energy of the vehicle increases in proportion to the product of the vehicle weight and the square of the speed.
  • a 1 ton vehicle traveling at 60 Km / hr has a kinetic energy of about 40 Wh. Assuming that 50% of the kinetic energy can charge lead batteries and nickel metal hydride batteries, a normal car running at 60 km / hour can store as much as 20 Wh each time it stops at a single signal. .
  • the conventional vehicle that does not perform regenerative braking and does not stop idling controls the output of the alternator so that the battery voltage is always a predetermined voltage, for example, 13.5V.
  • the output current of the alternator is the total current of the charging current of the battery and the consumption current of the electrical equipment in a state where the voltage of the battery is lowered.
  • the subsequent output of the alternator becomes the current consumption of the electrical equipment, and this state continues. Therefore, the output of the alternator becomes the current consumption of the electrical equipment in most time zones.
  • the rated output current of the alternator is set to be considerably large, for example, 100 A so that power can be supplied to all the electrical equipments simultaneously.
  • the probability of using all electrical equipment when the vehicle is running is very low. For example, when running the vehicle in the daytime without using an air conditioner, most of the electrical equipment is in the off state. In many cases, the current consumption is considerably reduced to 10 A or less. In this state, the output of the alternator is 1/10 or less of the rated output current. An alternator that is operated at such a light load has extremely low power generation efficiency, which causes a considerable deterioration in the fuel efficiency of the engine.
  • the above disadvantages are that regenerative braking and idling stop, and when the battery voltage drops to the charging start voltage, the alternator charges the battery, and when the voltage rises to the charging stop voltage, the alternator charges the battery. It can be solved by interrupting. This is because the alternator can improve the charging efficiency by charging the battery by increasing the output current.
  • the lead battery has a characteristic that it tends to deteriorate as the remaining capacity decreases and approaches overdischarge.
  • a lead battery has a remaining capacity of 80% with an open-circuit voltage of 12.5V, and a remaining capacity of almost 100% with an open-circuit voltage of 12.8V. Therefore, the open-circuit voltage is controlled within this voltage range. Thus, deterioration can be reduced. Therefore, the alternator of the vehicle sets the charging start voltage and the charging stop voltage in a narrow voltage range so that the open voltage range of the lead battery is within this voltage range.
  • This power supply device is connected to the alternator 23 of the vehicle and supplies operating power to the electrical equipment 20 of the vehicle, and is connected in parallel to the lead battery 1 and supplies operating power to the electrical equipment 20 of the vehicle.
  • the nickel metal hydride battery 2 is connected to the alternator 23 of the vehicle via the sub switch 4 and the main switch 3.
  • Lead battery 1 is a battery having a rated voltage of 12V.
  • the rated voltage of one cell of the lead battery 1 is 2V.
  • the 12V lead battery 1 has 6 cells connected in series.
  • the lead battery 1 can adjust the rated voltage by the number of cells connected in series. Therefore, the lead battery 1 having a rated voltage other than 12V can be used.
  • the lead battery 1 can also connect a 12V battery in series, and can set rated voltage to 24V, 36V, and 48V. Since the nickel metal hydride battery 2 is connected to the lead battery 1 without going through a DC / DC converter, the number connected in series is adjusted so that the rated voltage is equal to or approximately equal to the lead battery 1.
  • the nickel metal hydride battery 2 connected in parallel to the 12V lead battery 1 has 10 nickel metal hydride battery cells 2A connected in series to a rated voltage of 12V.
  • the nickel metal hydride battery 2 is always connected in parallel with the lead battery 1 and used only in a voltage range with a small remaining capacity, it is not efficiently charged and discharged.
  • the nickel metal hydride battery 2 is charged / discharged in a narrow voltage range of 12.5 V to 12.8 V, the remaining capacity changes only by 20% to 30%, which is 1/5 of the total capacity. Only ⁇ 1/3 is used for charging and discharging.
  • the nickel metal hydride battery 2 is discharged until the remaining capacity is reduced to 10%, and is not deteriorated even when charged to 80%.
  • the remaining capacity range is 20% to 80%.
  • the battery can be used in a state where the battery is charged and discharged in a wide remaining capacity range as much as 60% of the rated capacity and hardly deteriorates.
  • the power supply device of FIG. 1 includes a sub switch 4 that controls the charge and discharge of the nickel metal hydride battery 2, and the sub switch 4 with the remaining capacity of the nickel metal hydride battery 2. And a control circuit 5 that controls on / off.
  • Nickel metal hydride battery 2 efficiently stores the power generated by regenerative braking. In regenerative braking, the battery is charged with a large current in a very short time until the vehicle stops, so it is important how efficiently the battery can be charged.
  • the power supply device of FIG. 1 has a nickel metal hydride battery 2 connected in parallel to the lead battery 1 in order to efficiently store regenerative power.
  • the nickel metal hydride battery 2 has an extremely small charging resistance as compared with the lead battery 1 and is excellent in a large current charging characteristic. Therefore, the nickel metal hydride battery 2 is efficiently charged with a large current during regenerative braking.
  • the control circuit 5 turns on / off the sub switch 4 and the main switch 3 with the remaining capacity detection circuit 12 for detecting the remaining capacity of the nickel metal hydride battery 2 and the remaining capacity of the nickel metal hydride battery 2 detected by the remaining capacity detection circuit 12. And a switching circuit 11 for switching to.
  • the control circuit 5 controls the sub switch 4 and the main switch 3 to be turned on / off by the switching circuit 11 according to the remaining capacity of the nickel metal hydride battery 2 detected by the remaining capacity detection circuit 12.
  • the remaining capacity detection circuit 12 calculates the remaining capacity by integrating the current flowing through the nickel metal hydride battery 2. The remaining capacity is calculated by adding the integrated value of charging current and subtracting the integrated value of discharging current. The remaining capacity detection circuit 12 can also correct the remaining capacity calculated by the integrated value of the current with the voltage of the nickel metal hydride battery 2. Further, the remaining capacity detection circuit 12 can detect the remaining capacity only by the voltage regardless of the integrated value of the current. This is because the voltage of the nickel metal hydride battery 2 varies depending on the remaining capacity.
  • the control circuit 5 of FIG. 1 also includes a circuit that detects a battery state such as a voltage and temperature of the nickel metal hydride battery 2, and switches the sub switch 4 on and off depending on the battery state. For example, when the battery temperature is in an abnormal temperature range, the sub switch 4 is switched to an off state, and charging / discharging of the nickel metal hydride battery 2 is stopped.
  • the switching circuit 11 controls the sub switch 4 and the main switch 3 on and off with the remaining capacity of the nickel metal hydride battery 2 detected by the remaining capacity detection circuit 12.
  • FIG. 2 shows a state in which the switching circuit 11 switches the sub switch 4 and the main switch 3 on and off.
  • the switching circuit 11 turns the sub switch 4 on and the main switch 3 off.
  • the switching circuit 11 stores this main switch switching remaining capacity in the memory 13.
  • the memory 13 stores the main switch switching remaining capacity, for example, 20%.
  • the switching circuit 11 turns the sub switch 4 on and the main switch 3 off, and supplies operating power to the electrical equipment 20 from the nickel-metal hydride battery 2 alone. Supply. In this state, the lead battery 1 does not supply operating power to the electrical equipment 20. Therefore, the voltage of the lead battery 1 does not decrease in this state.
  • the main switch 3 is switched from the off state to the on state, and the nickel hydride battery 2 is switched to the sub switch. 4 and the main switch 3 are connected in parallel with the lead battery 1.
  • the nickel metal hydride battery 2 is charged from the lead battery 1.
  • the alternator 23 generates power and charges both the lead battery 1 and the nickel metal hydride battery 2.
  • both batteries are charged with the power generated by regenerative braking.
  • the switching circuit 11 When the nickel metal hydride battery 2 is charged by the alternator 23 and the remaining capacity of the nickel metal hydride battery 2 is larger than 20% of the remaining main switch switching capacity, the switching circuit 11 does not immediately switch the main switch 3 off.
  • the remaining capacity for switching off the main switch 3 can be provided with hysteresis.
  • switching circuit 11 may hold main switch 3 in the ON state until the remaining capacity of nickel-metal hydride battery 2 reaches a predetermined remaining capacity (for example, 50%).
  • the switching circuit 11 Since the nickel metal hydride battery 2 is connected to the lead battery 1 in order to efficiently store regenerative braking power, the switching circuit 11 turns on both the main switch 3 and the sub switch 4 in the regenerative braking state. In the regenerative braking, the alternator 23 does not cut off the output even if the voltage of the lead battery 1 rises to the charge stop voltage in order to efficiently store the generated power. Further, at the time of regenerative braking, the main switch 3 is kept in the on state regardless of the remaining capacity of the nickel metal hydride battery 2. During regenerative braking, the remaining capacity of either the lead battery 1 or the nickel metal hydride battery 2 exceeds the preset remaining capacity, or the voltage of the lead battery 1 or the nickel metal hydride battery 2 reaches the preset maximum voltage.
  • the voltage of the lead battery 1 may temporarily increase after regenerative braking, but after regenerative braking, the engine 21 that has stopped idling is restarted. Can be discharged to reduce the voltage.
  • the switching circuit 11 has a remaining capacity of the nickel metal hydride battery 2 in a state where the driver does not use the vehicle, that is, in an off state of the ignition switch 26 which is the main switch 3 of the vehicle.
  • the sub switch 4 is switched to the OFF state to prevent the nickel metal hydride battery 2 from being overdischarged.
  • the switching circuit 11 stores this minimum remaining capacity in the memory 13.
  • the minimum remaining capacity for switching the memory 13 is, for example, 10%. The minimum remaining capacity can be reduced and the timing for switching the sub switch 4 to the OFF state can be delayed. However, if it is too small, the nickel metal hydride battery 2 is deteriorated.
  • the optimum value is set in consideration of the supply time.
  • the nickel metal hydride battery 2 is discharged with a slight dark current in a state where the vehicle is not used. Although the dark current is an extremely small current of several mA or less, the nickel metal hydride battery 2 may be discharged over a long period of time to reduce the remaining capacity.
  • the switching circuit 11 that switches the sub switch 4 to the OFF state with the minimum remaining capacity can reliably prevent the nickel-metal hydride battery 2 from being deteriorated due to overdischarge.
  • the switching circuit 11 switches the sub switch 4 that is switched off when the ignition switch 26 is off to the on state when the ignition switch 26 is switched on so that the nickel metal hydride battery 2 can be charged. Since the main switch 3 is in an on state in which the remaining capacity of the nickel metal hydride battery 2 is smaller than the main switch switching remaining capacity, when the sub switch 4 is switched to the on state, the remaining capacity of the nickel metal hydride battery 2 is The lead battery 1 is charged up to the main switch switching remaining capacity.
  • the switching circuit 11 switches the sub switch 4 to the off state so that the nickel metal hydride battery 2 is overcharged. To prevent.
  • the switching circuit 11 stores this maximum remaining capacity in the memory 13. For example, when the remaining capacity of the nickel metal hydride battery 2 exceeds the maximum remaining capacity in a state where regenerative braking is performed, the switching circuit 11 can turn off the sub switch 4 to prevent overcharge.
  • the switching circuit 11 supplies power to the starter motor 22 from only the lead battery 1 with the main switch 3 turned off at the timing of supplying power to the starter motor 22 and starting the engine 21, and the nickel metal hydride battery 2. No power is supplied to the starter motor 22.
  • the voltage of the nickel metal hydride battery 2 does not decrease in a state where the engine 21 is started. Therefore, the nickel-metal hydride battery 2 is directly connected to the electrical equipment 20 without providing a voltage adjusting circuit such as a DC / DC converter between the nickel-metal hydride battery 2 and the electrical equipment 20, so that the electrical equipment 20 is stable. Operating power can be supplied.
  • the power supply device of the present invention is mounted on a vehicle for regenerative braking, and a nickel-metal hydride battery connected in parallel with a lead battery is charged and discharged within a certain voltage range to reduce deterioration while having a wide remaining capacity range. Charge and discharge can improve fuel efficiency.

Abstract

The present invention improves the fuel efficiency of a vehicle by charging and discharging a nickel metal hydride battery, which is connected in parallel, over a wide range of residual capacities, while reducing the deterioration of a lead acid battery by charging and discharging the lead acid battery over a fixed voltage range. A power supply device is provided with: a lead acid battery (1) and a nickel metal hydride battery (2), which supply power to electrical equipment (20) of a vehicle; a main switch (3) connected between the lead acid battery (1) and the electrical equipment (20); a sub-switch (4) connected between the nickel metal hydride battery (2) and the electrical equipment (20); and a control circuit (5) that controls the supply of operating power from the lead acid battery (1) and the nickel metal hydride battery (2) to the electrical equipment (20) of the vehicle. The nickel metal hydride battery (2) is connected to an alternator (23) of the vehicle via the sub-switch (4) and the main switch (3). The control circuit (5) is provided with a residual capacity detection circuit (12) and a switching circuit (11), and, according to the residual capacity of the nickel metal hydride battery (2) detected by the residual capacity detection circuit (12), switches the sub-switch (4) and the main switch (3) on and off via the switching circuit (11).

Description

回生制動する車両の電源装置Vehicle power supply for regenerative braking
　本発明は、車両の減速時に回生制動して燃費効率を改善する車両用の電源装置に関し、とくに、鉛バッテリと並列にニッケル水素電池を接続して、回生発電電力の充電効率を改善して優れた燃費効率を実現する車両用の電源装置に関する。 The present invention relates to a power supply device for a vehicle that improves the fuel efficiency by regenerative braking when the vehicle is decelerated, and in particular, by connecting a nickel metal hydride battery in parallel with a lead battery to improve the charging efficiency of regenerative power generation. The present invention relates to a power supply device for a vehicle that achieves high fuel efficiency.
　車両を回生制動してバッテリを充電して制動する車両は、走行している車両の運動のエネルギーをバッテリに蓄える。回生発電する車両は、減速するときに車両の運動のエネルギーでオルタネータを駆動してバッテリを充電する。ところで、車両は、スターターモータに電力を供給し、また種々の電装機器に電力を供給するために、定格電圧を１２Ｖとする鉛バッテリを搭載している。この鉛バッテリは、オルタネータで発電される回生発電電力を蓄えることはできる。ただ、鉛バッテリは、充電時の内部抵抗、すなわち充電抵抗が大きいので、回生発電電力を効率よく充電できない欠点がある。また、車両を制動する度に、頻繁に回生発電して急速充電されることで、鉛バッテリの寿命は著しく短くなる欠点がある。 A vehicle that regeneratively brakes a vehicle to charge and brake the battery stores the kinetic energy of the traveling vehicle in the battery. When a vehicle that regenerates power decelerates, the alternator is driven by the energy of vehicle motion to charge the battery. By the way, in order to supply electric power to a starter motor and to supply electric power to various electrical equipment, a vehicle is equipped with a lead battery having a rated voltage of 12V. This lead battery can store regenerative power generated by an alternator. However, since the lead battery has a large internal resistance at the time of charging, that is, a charging resistance, there is a drawback that the regenerative power can not be charged efficiently. In addition, there is a drawback that the life of the lead battery is remarkably shortened by regenerative power generation and rapid charging each time the vehicle is braked.
　この欠点を解消するために、鉛バッテリと並列にサブバッテリを接続する電源装置が開発されている。（特許文献１及び２参照） In order to eliminate this drawback, a power supply device that connects a sub battery in parallel with a lead battery has been developed. (See Patent Documents 1 and 2)
特開２０１１－２０８５９９号公報JP 2011-208599 A 特開２００３－２５４２０８号公報JP 2003-254208 A
　これ等の公報の電源装置は、鉛バッテリと並列にリチウムイオン二次電池をサブバッテリとして接続している。鉛バッテリにサブバッテリを並列に接続する電源装置は、回生発電電力の充電効率を改善して、燃費効率を改善できる。しかしながら、この電源装置は、鉛バッテリと並列にサブバッテリを接続して、鉛バッテリの電圧でオルタネータの充電を制御するので、サブバッテリを広い残容量の範囲で効率よく充電し、また放電できない欠点がある。それは、鉛バッテリとサブバッテリとの電圧－放電深度特性が異なるからである。車両のオルタネータは、鉛バッテリの劣化が少なくなるように出力をコントロールして、鉛バッテリを充電する。鉛バッテリは、残容量が低い状態となるまで放電されると著しく寿命が低下する特性があるため、残容量が８０～１００％の範囲となるように制御される。具体的には、残容量と開放電圧には相関関係があるため、具体的な制御としては開放電圧が１２．５～１２．８Ｖの範囲となるように充放電が制御される。鉛バッテリとサブバッテリは並列に接続されているため、鉛バッテリの充放電をこのように狭い電圧範囲でコントロールすると、サブバッテリの充放電も狭い電圧範囲でのみ使用されることとなる。従って、サブバッテリとして使用されるリチウムイオン二次電池やニッケル水素二次電池等は、鉛バッテリとは異なり、比較的広い範囲の電圧で使用できるにもかかわらず、鉛バッテリの電圧範囲に制限されることとなり、効率よく充放電されなくなる。また、鉛バッテリを狭い電圧範囲で充放電するので、オルタネータは頻繁に充電を繰り返す必要がある。オルタネータは、車両のエンジンで駆動されるので、頻繁に充電を繰り返すと、車両の燃費効率が低下する。 These power supply devices have a lithium-ion secondary battery connected as a sub-battery in parallel with the lead battery. A power supply device in which a sub battery is connected in parallel to a lead battery can improve the charging efficiency of regenerative power and improve fuel efficiency. However, this power supply device connects a sub-battery in parallel with the lead battery and controls the charging of the alternator with the voltage of the lead battery, so that the sub-battery can be charged efficiently over a wide remaining capacity range and cannot be discharged. There is. This is because the voltage-discharge depth characteristics of the lead battery and the sub battery are different. The alternator of the vehicle charges the lead battery by controlling the output so that the deterioration of the lead battery is reduced. The lead battery has a characteristic that the life is remarkably reduced when it is discharged until the remaining capacity becomes low, so that the remaining capacity is controlled to be in the range of 80 to 100%. Specifically, since there is a correlation between the remaining capacity and the open circuit voltage, as a specific control, charge / discharge is controlled so that the open circuit voltage is in the range of 12.5 to 12.8V. Since the lead battery and the sub-battery are connected in parallel, when charging / discharging of the lead battery is controlled in such a narrow voltage range, the charging / discharging of the sub-battery is also used only in the narrow voltage range. Therefore, unlike a lead battery, a lithium ion secondary battery or a nickel hydride secondary battery used as a sub-battery can be used with a relatively wide voltage range, but is limited to the voltage range of the lead battery. Therefore, charging and discharging are not efficiently performed. Further, since the lead battery is charged and discharged in a narrow voltage range, the alternator needs to be repeatedly charged. Since the alternator is driven by the engine of the vehicle, the fuel efficiency of the vehicle decreases if charging is repeated frequently.
　さらに、鉛バッテリと並列にサブバッテリを接続する電源装置は、イグニッションスイッチをオフ状態とする車両の停止状態において、車両の暗電流によって鉛バッテリが過放電されると、サブバッテリも一緒に放電される欠点がある。つまり、鉛バッテリと並列にサブバッテリを接続する電源装置は、鉛バッテリだけでなく、サブバッテリも過放電されるおそれがある。特に、ニッケル水素二次電池は、過放電されると、ニッケル水素二次電池の発電要素が変性して電池特性の劣化をまねき、サブバッテリとして使用できなくなるおそれがある。サブバッテリには、鉛バッテリに比較して高価な二次電池が使用されるので、サブバッテリの過放電は、これを交換するための出費が大きく、これを極力防止することが大切である。サブバッテリによって燃費効率が改善されても、その交換に多額の費用を必要とすれば、トータルでは経済的な効果は期待できないからである。 Further, in the power supply device in which the sub battery is connected in parallel with the lead battery, when the lead battery is overdischarged by the dark current of the vehicle in the stop state of the vehicle with the ignition switch turned off, the sub battery is also discharged together. There are disadvantages. That is, in the power supply device that connects the sub battery in parallel with the lead battery, not only the lead battery but also the sub battery may be over-discharged. In particular, if the nickel metal hydride secondary battery is overdischarged, the power generation element of the nickel metal hydride secondary battery may be modified to deteriorate the battery characteristics, and may not be used as a sub battery. Since the secondary battery uses a secondary battery that is more expensive than the lead battery, overdischarge of the sub battery has a large expense for replacing it, and it is important to prevent this as much as possible. This is because even if fuel efficiency is improved by the sub-battery, if a large amount of cost is required for the replacement, a total economic effect cannot be expected.
　本発明は、さらに以上の欠点を解決することを目的に開発されたものである。本発明の重要な目的は、鉛バッテリを一定の電圧範囲で充放電して劣化を少なくしながら、これと並列に接続するニッケル水素電池を広い残容量の範囲で充放電して、車両の燃費効率を改善し、さらにニッケル水素電池の過放電による劣化をも有効に防止してその寿命を長くできる回生制動する車両の電源装置を提供することにある。 The present invention was developed for the purpose of solving the above disadvantages. An important object of the present invention is to charge and discharge a lead-acid battery in a certain voltage range to reduce deterioration while charging and discharging a nickel-metal hydride battery connected in parallel with the lead battery in a wide remaining capacity range. An object of the present invention is to provide a power supply device for regenerative braking that can improve efficiency and effectively prevent deterioration due to overdischarge of a nickel metal hydride battery and extend its life.
課題を解決するための手段及び発明の効果Means for Solving the Problems and Effects of the Invention
　本発明の回生制動する車両の電源装置は、車両のオルタネータ２３に接続されると共に、車両の電装機器２０に動作電力を供給する鉛バッテリ１と、鉛バッテリ１に並列に接続されると共に、車両の電装機器２０に動作電力を供給するニッケル水素電池２と、鉛バッテリ１と車両の電装機器２０との間に接続してなるメインスイッチ３と、ニッケル水素電池２と車両の電装機器２０との間に接続してなるサブスイッチ４と、鉛バッテリ１及びニッケル水素電池２から車両の電装機器２０への動作電力の供給を制御する制御回路５とを備えている。ニッケル水素電池２は、サブスイッチ４とメインスイッチ３とを介して車両のオルタネータ２３に接続されている。制御回路５は、ニッケル水素電池２の残容量を検出する残容量検出回路１２と、サブスイッチ４とメインスイッチ３をオンオフに切り換える切換回路１１とを備えている。制御回路５は、残容量検出回路１２で検出するニッケル水素電池２の残容量によって、切換回路１１でもってサブスイッチ４とメインスイッチ３とをオンオフに制御している。 The power supply device for a vehicle for regenerative braking according to the present invention is connected to the alternator 23 of the vehicle, is connected to the lead battery 1 in parallel to the lead battery 1 for supplying operating power to the electrical equipment 20 of the vehicle, and the vehicle. A nickel-metal hydride battery 2 for supplying operating power to the electrical equipment 20, a main switch 3 connected between the lead battery 1 and the electrical equipment 20 for the vehicle, and the nickel-metal hydride battery 2 and the electrical equipment 20 for the vehicle. A sub switch 4 connected between them and a control circuit 5 for controlling the supply of operating power from the lead battery 1 and the nickel metal hydride battery 2 to the electrical equipment 20 of the vehicle are provided. The nickel metal hydride battery 2 is connected to an alternator 23 of the vehicle via a sub switch 4 and a main switch 3. The control circuit 5 includes a remaining capacity detection circuit 12 that detects the remaining capacity of the nickel metal hydride battery 2 and a switching circuit 11 that switches the sub switch 4 and the main switch 3 on and off. The control circuit 5 controls the sub switch 4 and the main switch 3 to be turned on and off by the switching circuit 11 according to the remaining capacity of the nickel metal hydride battery 2 detected by the remaining capacity detection circuit 12.
　以上の電源装置は、鉛バッテリを一定の電圧範囲で充放電して劣化を少なくしながら、これと並列に接続するニッケル水素電池を広い残容量の範囲で充放電して、車両の燃費効率を改善でき、しかもニッケル水素電池の過放電による劣化をも有効に防止して、ニッケル水素電池の寿命をも長くできる特徴がある。それは、以上の電源装置が、鉛バッテリをメインスイッチを介して電装機器に接続し、ニッケル水素電池をサブスイッチを介して電装機器に接続し、このメインスイッチとサブスイッチとをニッケル水素電池の残容量によってオンオフに制御するので、メインスイッチをオフ、サブスイッチをオンとして、ニッケル水素電池を鉛バッテリから切り離して、ニッケル水素電池のみから電装機器に動作電力を供給できるからである。すなわち、ニッケル水素電池の残容量が充分にある状態では、鉛バッテリから電装機器に動作電力を供給せず、ニッケル水素電池のみから電装機器に動作電力を供給して、鉛バッテリの放電を停止できる。この状態で、ニッケル水素電池は放電されて電圧は低下するが、鉛バッテリは放電されないので電圧は低下しない。したがって、電装機器に動作電力を供給しながら、鉛バッテリの電圧は低下しない。オルタネータは、鉛バッテリの電圧が低下することを検出して、鉛バッテリの充電を開始するので、鉛バッテリの電圧が低下しない状態では充電を開始しない。したがって、以上の電源装置は、電装機器に動作電力を供給しながら、オルタネータが頻繁に鉛バッテリを充電することはない。ニッケル水素電池は、放電されて残容量が次第に低下するが、車両の回生制動で充電される。回生発電電力は、鉛バッテリとニッケル水素電池の両方に蓄電される。とくに、ニッケル水素電池は回生発電電力をより効率よく蓄電するために鉛バッテリと並列に接続される。したがって、回生発電電力の蓄電量は、鉛バッテリよりもニッケル水素電池が大きくなる。回生制動は、車両の運動のエネルギーを電気エネルギーに変換してバッテリに蓄電する。たとえば、６０Ｋｍ／時で走行している１トンの車両の運動のエネルギーは４０Ｗｈと相当に大きい。仮に運動のエネルギーの５０％をバッテリに蓄電できるとれば、車両が１回停止するごとに、２０Ｗｈもの電力を蓄電できる。この電力は消費電力を２０Ｗとする電装機器を１時間動作状態にできる電力に相当する。すなわち、電装機器の消費電力を２０Ｗとする車両は、１時間に１回の割合で、６０Ｋｍ／時の速度から信号待ちなどで停止して、オルタネータで充電することなく電装機器を動作状態にできる。同じ速度で、１時間に５回の割合で停止する車両は、回生制動の充電電力が１００Ｗとなるので、１００Ｗの電装機器を、オルタネータで充電することなく動作状態に維持できる。したがって、信号待ちなどで頻繁に停止を繰り返す車両にあっては、ほとんどオルタネータで充電することなく、回生制動の電力で電装機器を動作状態に保持できる。回生制動による発電電力が、電装機器の消費電力よりも大きく、すなわち、回生制動する頻度が少なくなって、ニッケル水素電池の残容量が設定残容量よりも低下すると、メインスイッチをオン状態に切り換えて鉛バッテリから充電する。この状態で鉛バッテリはニッケル水素電池を充電する。ニッケル水素電池を充電すると鉛バッテリの電圧は低下するので、電圧の低下した鉛バッテリがオルタネータで充電される。ニッケル水素電池を充電した鉛バッテリは、電圧低下が大きくなる。オルタネータは、鉛バッテリの電圧が低いほど、充電電流を大きくするので、この状態でオルタネータの充電電流は大きく、高い充電効率で鉛バッテリを充電する。鉛バッテリが充電されて電圧が充電停止電圧まで上昇すると、オルタネータは発電を停止する。この状態で鉛バッテリと一緒にニッケル水素電池も充電されて残容量が大きくなるので、メインスイッチはオフ状態に切り換えられて、電装機器には再びニッケル水素電池のみから動作電力が供給される。以上の動作をして、ニッケル水素電池は、広い残容量範囲で効率よく充放電され、鉛バッテリは狭い電圧範囲で充放電される。 The above power supply device charges and discharges a lead battery in a certain voltage range to reduce deterioration, and charges and discharges a nickel hydride battery connected in parallel with this in a wide remaining capacity range, thereby improving the fuel efficiency of the vehicle. Further, it is possible to improve the nickel-metal hydride battery, effectively preventing deterioration of the nickel-metal hydride battery due to overdischarge, and extending the life of the nickel-metal hydride battery. This is because the above power supply device connects the lead battery to the electrical equipment via the main switch, connects the nickel metal hydride battery to the electrical equipment via the sub switch, and connects the main switch and the sub switch to the rest of the nickel hydrogen battery. This is because the main switch is turned off and the sub switch is turned on so that the nickel metal hydride battery is disconnected from the lead battery and the operating power can be supplied to the electrical equipment from the nickel metal hydride battery alone. That is, in a state where the remaining capacity of the nickel metal hydride battery is sufficient, the operating power is not supplied from the lead battery to the electrical equipment, but the operating power is supplied only from the nickel metal hydride battery to the electrical equipment, and the discharge of the lead battery can be stopped. . In this state, the nickel-metal hydride battery is discharged and the voltage drops, but the lead battery is not discharged, so the voltage does not drop. Therefore, the voltage of the lead battery does not decrease while supplying operating power to the electrical equipment. Since the alternator detects that the voltage of the lead battery is reduced and starts charging the lead battery, the alternator does not start charging when the voltage of the lead battery is not reduced. Therefore, in the above power supply device, the alternator does not frequently charge the lead battery while supplying operating power to the electrical equipment. The nickel metal hydride battery is discharged and the remaining capacity gradually decreases, but is charged by regenerative braking of the vehicle. The regenerative power is stored in both the lead battery and the nickel metal hydride battery. In particular, the nickel metal hydride battery is connected in parallel with the lead battery in order to store regenerative power generation more efficiently. Therefore, the amount of electricity stored in the regenerative power is larger for nickel-metal hydride batteries than for lead batteries. In regenerative braking, the energy of vehicle motion is converted into electrical energy and stored in a battery. For example, the energy of movement of a 1 ton vehicle traveling at 60 km / hour is considerably large at 40 Wh. If 50% of the kinetic energy can be stored in the battery, 20 Wh of power can be stored every time the vehicle stops once. This electric power corresponds to electric power that allows an electrical device with power consumption of 20 W to be in an operating state for one hour. In other words, a vehicle whose power consumption is 20 W can be stopped once a hour at a speed of 60 km / hour, such as waiting for a signal, and the electrical equipment can be put into operation without being charged by an alternator. . A vehicle that stops at a rate of 5 times per hour at the same speed has a regenerative braking charge power of 100 W, so that 100 W electrical equipment can be maintained in an operating state without being charged by an alternator. Therefore, in a vehicle that repeatedly stops frequently, such as when waiting for a signal, the electrical equipment can be held in an operating state with the power of regenerative braking, almost without being charged by an alternator. When the power generated by regenerative braking is greater than the power consumption of electrical equipment, that is, when the frequency of regenerative braking decreases and the remaining capacity of the nickel metal hydride battery falls below the set remaining capacity, the main switch is turned on. Charge from lead-acid battery. In this state, the lead battery charges the nickel metal hydride battery. When the nickel metal hydride battery is charged, the voltage of the lead battery is lowered, and the lead battery whose voltage is lowered is charged by the alternator. A lead battery charged with a nickel metal hydride battery has a large voltage drop. Since the alternator increases the charging current as the voltage of the lead battery is lower, the charging current of the alternator is larger in this state, and the lead battery is charged with high charging efficiency. When the lead battery is charged and the voltage rises to the charge stop voltage, the alternator stops generating power. In this state, the nickel metal hydride battery is charged together with the lead battery and the remaining capacity increases, so the main switch is switched to the off state, and the electric power is supplied to the electrical equipment only from the nickel metal hydride battery again. With the above operation, the nickel metal hydride battery is efficiently charged and discharged in a wide remaining capacity range, and the lead battery is charged and discharged in a narrow voltage range.
　本発明の回生制動する車両の電源装置は、切換回路１１が、ニッケル水素電池２の残容量が減少して、メインスイッチ３をオフ状態からオン状態に切り換えるメインスイッチ切換残容量を記憶するメモリ１３を備え、ニッケル水素電池２の残容量がメインスイッチ切換残容量以下になる状態で、切換回路１１がメインスイッチ３をオン状態に切り換えることができる。 In the power supply device for regenerative braking according to the present invention, the switching circuit 11 stores the main switch switching remaining capacity for switching the main switch 3 from the OFF state to the ON state when the remaining capacity of the nickel metal hydride battery 2 is reduced. And the switching circuit 11 can switch the main switch 3 to the ON state in a state where the remaining capacity of the nickel metal hydride battery 2 is less than or equal to the remaining capacity of the main switch.
　以上の電源装置は、ニッケル水素電池が放電されて残容量がメインスイッチ切換残容量まで低下すると、メインスイッチがオン状態に切り換えられて鉛バッテリから充電される。したがって、ニッケル水素電池が、過充電状態となり、あるいは過充電に近づくのを防止してニッケル水素電池の劣化を防止できる。 When the nickel metal hydride battery is discharged and the remaining capacity decreases to the main switch switching remaining capacity, the main power switch is turned on and charged from the lead battery. Therefore, the nickel-metal hydride battery can be prevented from being overcharged or approaching overcharge to prevent the nickel-metal hydride battery from deteriorating.
　本発明の回生制動する車両の電源装置は、切換回路１１が、車両のイグニッションスイッチ２６のオフ状態において、ニッケル水素電池２の残容量が減少して、サブスイッチ４をオン状態からオフ状態に切り換える最低残容量記憶するメモリ１３を備え、ニッケル水素電池２の残容量が最低残容量以下になると、切換回路１１がサブスイッチ４をオン状態からオフ状態に切り換えて、ニッケル水素電池２を放電しない状態とすることができる。 In the power supply device for regenerative braking of the present invention, the switching circuit 11 switches the sub switch 4 from the on state to the off state when the remaining capacity of the nickel metal hydride battery 2 is reduced when the ignition switch 26 of the vehicle is off. When the memory 13 for storing the minimum remaining capacity is provided, and the remaining capacity of the nickel metal hydride battery 2 is less than or equal to the minimum remaining capacity, the switching circuit 11 switches the sub switch 4 from the on state to the off state and does not discharge the nickel metal hydride battery 2 It can be.
　以上の電源装置は、ドライバーが長い期間、車両を使用しない状態において、ニッケル水素電池の過充電を防止できる。それは、車両を使用しない状態において、車両のわずかな暗電流によるニッケル水素電池の過放電を防止できるからである。車両は、イグニッションスイッチのオフ状態においてもわずかな暗電流を消費する。この暗電流をニッケル水素電池から供給し続けると、ニッケル水素電池の残容量は次第に低下するが、以上の電源装置は、ニッケル水素電池の残容量が最低残容量より小さくなると、サブスイッチをオフ状態に切り換えてニッケル水素電池の放電を停止するので、ニッケル水素電池の過放電を確実に防止して、過放電による劣化を有効に阻止できる。 The above power supply device can prevent overcharge of the nickel metal hydride battery when the driver is not in use for a long period of time. This is because the nickel metal hydride battery can be prevented from being overdischarged by a slight dark current of the vehicle when the vehicle is not used. The vehicle consumes a small amount of dark current even when the ignition switch is off. If this dark current is continuously supplied from the nickel-metal hydride battery, the remaining capacity of the nickel-metal hydride battery gradually decreases. However, the above power supply device turns off the sub-switch when the remaining capacity of the nickel-metal hydride battery becomes smaller than the minimum remaining capacity. Since the discharge of the nickel metal hydride battery is stopped by switching to the above, it is possible to reliably prevent the over discharge of the nickel metal hydride battery and effectively prevent the deterioration due to the over discharge.
　本発明の回生制動する車両の電源装置は、切換回路１１が、ニッケル水素電池２が充電されて残容量が増加して、サブスイッチ４をオン状態からオフ状態に切り換える最大残容量を記憶するメモリ１３を備え、ニッケル水素電池２の残容量が最大残容量以上となる状態で、切換回路１１がサブスイッチ４をオンからオフに切り換えてニッケル水素電池２の充電を停止することができる。 In the power supply device for regenerative braking of the present invention, the switching circuit 11 stores the maximum remaining capacity for switching the sub switch 4 from the on state to the off state when the nickel metal hydride battery 2 is charged and the remaining capacity increases. 13, and the remaining capacity of the nickel metal hydride battery 2 is greater than or equal to the maximum remaining capacity, the switching circuit 11 can switch the sub switch 4 from on to off to stop the charging of the nickel metal hydride battery 2.
　以上の電源装置は、ニッケル水素電池が回生制動などで充電されて、その残容量が最大残容量を越えると、サブスイッチをオフ状態に切り換えて充電を停止するので、ニッケル水素電池の過充電による劣化を防止できる。 In the above power supply device, if the nickel metal hydride battery is charged by regenerative braking or the like and the remaining capacity exceeds the maximum remaining capacity, the sub switch is turned off to stop charging. Deterioration can be prevented.
　本発明の回生制動する車両の電源装置は、残容量検出回路１２が、ニッケル水素電池２の充放電の電流を演算して残容量を検出することができる。
　以上の電源装置は、ニッケル水素電池の残容量を正確に演算して、メインスイッチやサブスイッチを切り換えして、ニッケル水素電池の劣化をより有効に防止できる。 In the power supply device for a vehicle that performs regenerative braking according to the present invention, the remaining capacity detection circuit 12 can detect the remaining capacity by calculating the charge / discharge current of the nickel metal hydride battery 2.
The power supply apparatus described above can accurately calculate the remaining capacity of the nickel metal hydride battery and switch the main switch and sub switch to more effectively prevent the deterioration of the nickel metal hydride battery.
　本発明の回生制動する車両の電源装置は、残容量検出回路１２が、ニッケル水素電池２の電圧から残容量を検出することができる。
　以上の電源装置は、簡単にニッケル水素電池２の残容量を検出できる。 In the power supply device for regenerative braking of the present invention, the remaining capacity detection circuit 12 can detect the remaining capacity from the voltage of the nickel metal hydride battery 2.
The above power supply device can easily detect the remaining capacity of the nickel metal hydride battery 2.
　本発明の回生制動する車両の電源装置は、鉛バッテリ１がメインスイッチ３を介することなくスターターモータ２２に接続されて、スターターモータ２２に電力を供給する状態で、切換回路１１がメインスイッチ３とサブスイッチ４の何れか又は両方をオフ状態として、鉛バッテリ１のみからスターターモータ２２に電力を供給することができる。 The power supply device for a vehicle for regenerative braking according to the present invention is configured such that the lead battery 1 is connected to the starter motor 22 without passing through the main switch 3 and power is supplied to the starter motor 22, and the switching circuit 11 is connected to the main switch 3. Either or both of the sub switches 4 can be turned off to supply power to the starter motor 22 from the lead battery 1 alone.
　以上の電源装置は、スターターモータに電力を供給する状態において、ニッケル水素電池から安定して電装機器に動作電力を供給できる。それは、ニッケル水素電池がスターターモータに大電流を供給して、電圧降下することがないからである。 The above power supply devices can stably supply operating power from the nickel metal hydride battery to the electrical equipment in a state where power is supplied to the starter motor. This is because the nickel metal hydride battery supplies a large current to the starter motor and does not drop in voltage.
本発明の一実施例にかかる電源装置を車両に搭載する状態を示すブロック図である。It is a block diagram which shows the state which mounts the power supply device concerning one Example of this invention in a vehicle. 切換回路がサブスイッチとメインスイッチをオンオフに切り換える状態を示す図である。It is a figure which shows the state in which a switching circuit switches a sub switch and a main switch on and off.
　以下、本発明の実施の形態を図面に基づいて説明する。ただし、以下に示す実施の形態は、本発明の技術思想を具体化するための回生制動する車両の電源装置を例示するものであって、本発明は電源装置を以下のものに特定しない。さらに、この明細書は、請求の範囲に示される部材を、実施の形態の部材に特定するものでは決してない。 Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the embodiment described below exemplifies a power supply device for a vehicle that performs regenerative braking to embody the technical idea of the present invention, and the present invention does not specify the power supply device as follows. Furthermore, this specification does not limit the members shown in the claims to the members of the embodiments.
　本発明の電源装置は、回生制動する車両に搭載されて、電装機器やスターターモータに電力を供給する。この車両は、減速するときの運動のエネルギーでオルタネータを回転して鉛バッテリとニッケル水素電池を充電する。回生制動状態において、車輪がエンジンを回転し、エンジンがオルタネータを回転する。ただ、車輪でオルタネータを回転して回生制動することもできる。オルタネータの回転トルクは、エンジンを介して車両を制動して減速する。オルタネータが回生制動して発電する電力は、車両の運動のエネルギーに比例して大きくなる。車両の運動のエネルギーは、車両の重量と速度の自乗の積に比例して大きくなる。たとえば、６０Ｋｍ／時で走行する１トンの車両は、約４０Ｗｈの運動のエネルギーを有する。運動のエネルギーの５０％で鉛バッテリとニッケル水素電池を充電できると仮定すれば、６０Ｋｍ／時で走行している普通車は、１回の信号待ちで停止する毎に、２０Ｗｈもの電力を蓄電できる。 The power supply device of the present invention is mounted on a vehicle that performs regenerative braking, and supplies power to electrical equipment and a starter motor. In this vehicle, the alternator is rotated by the energy of kinetics when decelerating to charge the lead battery and the nickel metal hydride battery. In the regenerative braking state, the wheels rotate the engine, and the engine rotates the alternator. However, regenerative braking can also be performed by rotating the alternator with wheels. The rotational torque of the alternator decelerates by braking the vehicle via the engine. The electric power generated by the alternator by regenerative braking increases in proportion to the energy of vehicle movement. The kinetic energy of the vehicle increases in proportion to the product of the vehicle weight and the square of the speed. For example, a 1 ton vehicle traveling at 60 Km / hr has a kinetic energy of about 40 Wh. Assuming that 50% of the kinetic energy can charge lead batteries and nickel metal hydride batteries, a normal car running at 60 km / hour can store as much as 20 Wh each time it stops at a single signal. .
　ところで、回生制動せず、またアイドリングストップもしない従来の車両は、バッテリ電圧を常に所定の電圧、たとえば、１３．５Ｖとするように、オルタネータの出力をコントロールしている。このオルタネータの出力電流は、バッテリの電圧が低下する状態では、バッテリの充電電流と電装機器の消費電流のトータル電流となる。ただ、バッテリは充電されて所定の電圧となるので、その後のオルタネータの出力は、電装機器の消費電流となり、この状態が継続する。したがって、オルタネータの出力は、ほとんどの時間帯において電装機器の消費電流となる。オルタネータの定格出力電流は、全ての電装機器に同時に電力を供給できるように、たとえば１００Ａと相当に大きく設定される。車両を走行させる状態で、全ての電装機器を使用する確率は極めて低く、たとえばエアコンを使用しないで昼間に車両を走行させる状態にあっては、ほとんどの電装機器がオフ状態にあるので、電装機器の消費電流は相当に小さくなって１０Ａ以下となることが多い。この状態で、オルタネータの出力は、定格出力電流の１／１０以下となる。このような軽負荷で運転されるオルタネータは、発電効率が極めて低く、エンジンの燃費効率を相当に悪化させる原因となる。 By the way, the conventional vehicle that does not perform regenerative braking and does not stop idling controls the output of the alternator so that the battery voltage is always a predetermined voltage, for example, 13.5V. The output current of the alternator is the total current of the charging current of the battery and the consumption current of the electrical equipment in a state where the voltage of the battery is lowered. However, since the battery is charged to a predetermined voltage, the subsequent output of the alternator becomes the current consumption of the electrical equipment, and this state continues. Therefore, the output of the alternator becomes the current consumption of the electrical equipment in most time zones. The rated output current of the alternator is set to be considerably large, for example, 100 A so that power can be supplied to all the electrical equipments simultaneously. The probability of using all electrical equipment when the vehicle is running is very low. For example, when running the vehicle in the daytime without using an air conditioner, most of the electrical equipment is in the off state. In many cases, the current consumption is considerably reduced to 10 A or less. In this state, the output of the alternator is 1/10 or less of the rated output current. An alternator that is operated at such a light load has extremely low power generation efficiency, which causes a considerable deterioration in the fuel efficiency of the engine.
　以上の欠点は、回生制動し、かつアイドリングストップすると共に、バッテリの電圧が充電開始電圧まで低下すると、オルタネータでバッテリを充電し、充電されて電圧が充電停止電圧まで上昇すると、オルタネータによるバッテリの充電を中断することで解消できる。オルタネータが、出力電流を大きくしてバッテリを充電することで、充電効率を改善できるからである。 The above disadvantages are that regenerative braking and idling stop, and when the battery voltage drops to the charging start voltage, the alternator charges the battery, and when the voltage rises to the charging stop voltage, the alternator charges the battery. It can be solved by interrupting. This is because the alternator can improve the charging efficiency by charging the battery by increasing the output current.
　ところで、鉛バッテリは、残容量が小さくなって過放電に近づくにしたがって劣化しやすい特性がある。この鉛バッテリは、劣化を少なくするために、充電開始電圧と充電停止電圧を、残容量を大きくする狭い範囲に設定する必要がある。たとえば、鉛バッテリは開放電圧を１２．５Ｖとする状態で残容量が８０％、開放電圧を１２．８Ｖとする状態で、残容量はほぼ１００％となるので、開放電圧をこの電圧範囲に制御して劣化を少なくできる。したがって、車両のオルタネータは、鉛バッテリの開放電圧範囲をこの電圧範囲とするように、充電開始電圧と充電停止電圧とを狭い電圧範囲に設定している。このように狭い電圧範囲で鉛バッテリを充放電する電源装置にあっても、鉛バッテリと並列にニッケル水素電池を接続することで、回生制動の発電電力を効率よく蓄電することはできる。しかしながら、この電源装置は、鉛バッテリを狭い電圧範囲で使用するために、これに並列に接続するニッケル水素電池を効率よく充放電できない欠点がある。 By the way, the lead battery has a characteristic that it tends to deteriorate as the remaining capacity decreases and approaches overdischarge. In this lead battery, in order to reduce deterioration, it is necessary to set the charge start voltage and the charge stop voltage within a narrow range in which the remaining capacity is increased. For example, a lead battery has a remaining capacity of 80% with an open-circuit voltage of 12.5V, and a remaining capacity of almost 100% with an open-circuit voltage of 12.8V. Therefore, the open-circuit voltage is controlled within this voltage range. Thus, deterioration can be reduced. Therefore, the alternator of the vehicle sets the charging start voltage and the charging stop voltage in a narrow voltage range so that the open voltage range of the lead battery is within this voltage range. Even in a power supply device that charges and discharges a lead battery in such a narrow voltage range, the power generated by regenerative braking can be efficiently stored by connecting a nickel metal hydride battery in parallel with the lead battery. However, since this power supply device uses a lead battery in a narrow voltage range, there is a drawback that the nickel metal hydride battery connected in parallel thereto cannot be efficiently charged and discharged.
　図１の電源装置は、鉛バッテリ１を狭い電圧範囲で充放電しながら、効率よくニッケル水素電池２を充放電して、車両の燃費効率をより改善できる。この電源装置は、車両のオルタネータ２３に接続され、かつ車両の電装機器２０に動作電力を供給する鉛バッテリ１と、鉛バッテリ１に並列に接続されると共に、車両の電装機器２０に動作電力を供給するニッケル水素電池２と、鉛バッテリ１と車両の電装機器２０との間に接続してなるメインスイッチ３と、ニッケル水素電池２と車両の電装機器２０との間に接続してなるサブスイッチ４と、鉛バッテリ１及びニッケル水素電池２から車両の電装機器２０への動作電力の供給を制御する制御回路５とを備える。ニッケル水素電池２は、サブスイッチ４とメインスイッチ３とを介して車両のオルタネータ２３に接続される。 1 can charge and discharge the nickel-metal hydride battery 2 efficiently while charging and discharging the lead battery 1 in a narrow voltage range, and can further improve the fuel efficiency of the vehicle. This power supply device is connected to the alternator 23 of the vehicle and supplies operating power to the electrical equipment 20 of the vehicle, and is connected in parallel to the lead battery 1 and supplies operating power to the electrical equipment 20 of the vehicle. The supplied nickel metal hydride battery 2, the main switch 3 connected between the lead battery 1 and the vehicle electrical equipment 20, and the sub switch connected between the nickel metal hydride battery 2 and the vehicle electrical equipment 20 4 and a control circuit 5 that controls the supply of operating power from the lead battery 1 and the nickel metal hydride battery 2 to the electrical equipment 20 of the vehicle. The nickel metal hydride battery 2 is connected to the alternator 23 of the vehicle via the sub switch 4 and the main switch 3.
　鉛バッテリ１は、定格電圧を１２Ｖとするバッテリである。鉛バッテリ１の１セルの定格電圧は２Ｖである。１２Ｖの鉛バッテリ１は６セルを直列に接続している。鉛バッテリ１は、直列に接続するセルの数で定格電圧を調整できる。したがって、鉛バッテリ１には、定格電圧を１２Ｖ以外とするものも使用できる。さらに鉛バッテリ１は、１２Ｖのバッテリを直列に接続して、定格電圧を２４Ｖ、３６Ｖ、４８Ｖとすることもできる。ニッケル水素電池２は、ＤＣ／ＤＣコンバータを介することなく鉛バッテリ１に接続されるので、直列に接続する個数を調整して、定格電圧を鉛バッテリ１に等しく、あるいはほぼ等しくする。 Lead battery 1 is a battery having a rated voltage of 12V. The rated voltage of one cell of the lead battery 1 is 2V. The 12V lead battery 1 has 6 cells connected in series. The lead battery 1 can adjust the rated voltage by the number of cells connected in series. Therefore, the lead battery 1 having a rated voltage other than 12V can be used. Furthermore, the lead battery 1 can also connect a 12V battery in series, and can set rated voltage to 24V, 36V, and 48V. Since the nickel metal hydride battery 2 is connected to the lead battery 1 without going through a DC / DC converter, the number connected in series is adjusted so that the rated voltage is equal to or approximately equal to the lead battery 1.
　１２Ｖの鉛バッテリ１に並列に接続されるニッケル水素電池２は、１０個のニッケル水素電池セル２Ａを直列に接続して定格電圧を１２Ｖとする。ニッケル水素電池２は、常に鉛バッテリ１と並列に接続されて、残容量の狭い電圧範囲でのみ使用されると、効率よく充放電されない。ニッケル水素電池２が、その開放電圧を１２．５Ｖ～１２．８Ｖとする狭い電圧範囲で充放電されると、その残容量は２０％～３０％しか変化せず、全体の容量の１／５～１／３しか充放電に使用されない。ニッケル水素電池２は、鉛バッテリ１と違って、残容量が１０％に低下するまで放電し、また８０％となるまで充電しても劣化は少なく、例えば残容量範囲を２０％～８０％と、定格容量の６０％もの広い残容量範囲で充放電してほとんど劣化しない状態で使用できる。ニッケル水素電池２の特性を生かしながら、充放電するために、図１の電源装置は、ニッケル水素電池２の充放電をコントロールするサブスイッチ４と、ニッケル水素電池２の残容量でサブスイッチ４をオンオフに制御する制御回路５とを備えている。 The nickel metal hydride battery 2 connected in parallel to the 12V lead battery 1 has 10 nickel metal hydride battery cells 2A connected in series to a rated voltage of 12V. When the nickel metal hydride battery 2 is always connected in parallel with the lead battery 1 and used only in a voltage range with a small remaining capacity, it is not efficiently charged and discharged. When the nickel metal hydride battery 2 is charged / discharged in a narrow voltage range of 12.5 V to 12.8 V, the remaining capacity changes only by 20% to 30%, which is 1/5 of the total capacity. Only ~ 1/3 is used for charging and discharging. Unlike the lead battery 1, the nickel metal hydride battery 2 is discharged until the remaining capacity is reduced to 10%, and is not deteriorated even when charged to 80%. For example, the remaining capacity range is 20% to 80%. The battery can be used in a state where the battery is charged and discharged in a wide remaining capacity range as much as 60% of the rated capacity and hardly deteriorates. In order to charge and discharge while taking advantage of the characteristics of the nickel metal hydride battery 2, the power supply device of FIG. 1 includes a sub switch 4 that controls the charge and discharge of the nickel metal hydride battery 2, and the sub switch 4 with the remaining capacity of the nickel metal hydride battery 2. And a control circuit 5 that controls on / off.
　ニッケル水素電池２は、回生制動の発電電力を効率よく蓄電する。回生制動は、車両が停止するまでの極めて短い時間において、バッテリを大きな電流で充電するので、いかに効率よくバッテリに充電できるかが大切である。図１の電源装置は、回生発電電力を効率よく蓄電するために、鉛バッテリ１と並列にニッケル水素電池２を接続している。ニッケル水素電池２は、鉛バッテリ１に比較して充電抵抗が極めて小さく、大電流の充電特性に優れるので、回生制動時の大電流で効率よく充電される。 Nickel metal hydride battery 2 efficiently stores the power generated by regenerative braking. In regenerative braking, the battery is charged with a large current in a very short time until the vehicle stops, so it is important how efficiently the battery can be charged. The power supply device of FIG. 1 has a nickel metal hydride battery 2 connected in parallel to the lead battery 1 in order to efficiently store regenerative power. The nickel metal hydride battery 2 has an extremely small charging resistance as compared with the lead battery 1 and is excellent in a large current charging characteristic. Therefore, the nickel metal hydride battery 2 is efficiently charged with a large current during regenerative braking.
　制御回路５は、ニッケル水素電池２の残容量を検出する残容量検出回路１２と、この残容量検出回路１２で検出されるニッケル水素電池２の残容量で、サブスイッチ４とメインスイッチ３をオンオフに切り換える切換回路１１とを備える。制御回路５は、残容量検出回路１２で検出するニッケル水素電池２の残容量によって、切換回路１１でもって、サブスイッチ４とメインスイッチ３とをオンオフに制御する。 The control circuit 5 turns on / off the sub switch 4 and the main switch 3 with the remaining capacity detection circuit 12 for detecting the remaining capacity of the nickel metal hydride battery 2 and the remaining capacity of the nickel metal hydride battery 2 detected by the remaining capacity detection circuit 12. And a switching circuit 11 for switching to. The control circuit 5 controls the sub switch 4 and the main switch 3 to be turned on / off by the switching circuit 11 according to the remaining capacity of the nickel metal hydride battery 2 detected by the remaining capacity detection circuit 12.
　残容量検出回路１２は、ニッケル水素電池２に流れる電流を積算して残容量を演算する。残容量は、充電電流の積算値を加算し、放電電流の積算値を減算して演算される。また、残容量検出回路１２は、電流の積算値で演算される残容量を、ニッケル水素電池２の電圧で補正することもできる。また、残容量検出回路１２は、電流の積算値によらず、電圧のみで残容量を検出することもできる。ニッケル水素電池２が残容量によって電圧が変化するからである。 The remaining capacity detection circuit 12 calculates the remaining capacity by integrating the current flowing through the nickel metal hydride battery 2. The remaining capacity is calculated by adding the integrated value of charging current and subtracting the integrated value of discharging current. The remaining capacity detection circuit 12 can also correct the remaining capacity calculated by the integrated value of the current with the voltage of the nickel metal hydride battery 2. Further, the remaining capacity detection circuit 12 can detect the remaining capacity only by the voltage regardless of the integrated value of the current. This is because the voltage of the nickel metal hydride battery 2 varies depending on the remaining capacity.
　図１の制御回路５は、ニッケル水素電池２の電流を検出するために、ニッケル水素電池２と直列に電流検出抵抗１４を接続している。残容量検出回路１２は、この電流検出抵抗の両端の電圧を差動アンプ（図示せず）で増幅して、ニッケル水素電池２の電流を検出し、検出する電流から残容量を演算する。さらに、図１の制御回路５は、ニッケル水素電池２の電圧や温度等の電池状態を検出する回路も備えており、電池状態によってもサブスイッチ４をオンオフに切り換える。たとえば、電池の温度が異常な温度範囲になると、サブスイッチ４をオフ状態に切り換えて、ニッケル水素電池２の充放電を停止する。 1 has a current detection resistor 14 connected in series with the nickel metal hydride battery 2 in order to detect the current of the nickel metal hydride battery 2. The remaining capacity detection circuit 12 amplifies the voltage across the current detection resistor with a differential amplifier (not shown), detects the current of the nickel metal hydride battery 2, and calculates the remaining capacity from the detected current. Further, the control circuit 5 of FIG. 1 also includes a circuit that detects a battery state such as a voltage and temperature of the nickel metal hydride battery 2, and switches the sub switch 4 on and off depending on the battery state. For example, when the battery temperature is in an abnormal temperature range, the sub switch 4 is switched to an off state, and charging / discharging of the nickel metal hydride battery 2 is stopped.
　切換回路１１は、残容量検出回路１２で検出されるニッケル水素電池２の残容量でサブスイッチ４とメインスイッチ３をオンオフに制御する。この切換回路１１がサブスイッチ４とメインスイッチ３とをオンオフに切り換える状態を図２に示している。切換回路１１は、ニッケル水素電池２の残容量がメインスイッチ切換残容量よりも大きい状態では、サブスイッチ４をオン状態として、メインスイッチ３をオフ状態とする。切換回路１１は、このメインスイッチ切換残容量をメモリ１３に記憶している。メモリ１３は、メインスイッチ切換残容量を、たとえば、２０％と記憶する。この切換回路１１は、ニッケル水素電池２の残容量が２０％よりも大きい状態では、サブスイッチ４をオン状態、メインスイッチ３をオフ状態として、ニッケル水素電池２のみから電装機器２０に動作電力を供給する。この状態において、鉛バッテリ１は電装機器２０に動作電力を供給しない。したがって、この状態で鉛バッテリ１の電圧は低下しない。 The switching circuit 11 controls the sub switch 4 and the main switch 3 on and off with the remaining capacity of the nickel metal hydride battery 2 detected by the remaining capacity detection circuit 12. FIG. 2 shows a state in which the switching circuit 11 switches the sub switch 4 and the main switch 3 on and off. When the remaining capacity of the nickel metal hydride battery 2 is larger than the main switch switching remaining capacity, the switching circuit 11 turns the sub switch 4 on and the main switch 3 off. The switching circuit 11 stores this main switch switching remaining capacity in the memory 13. The memory 13 stores the main switch switching remaining capacity, for example, 20%. When the remaining capacity of the nickel-metal hydride battery 2 is greater than 20%, the switching circuit 11 turns the sub switch 4 on and the main switch 3 off, and supplies operating power to the electrical equipment 20 from the nickel-metal hydride battery 2 alone. Supply. In this state, the lead battery 1 does not supply operating power to the electrical equipment 20. Therefore, the voltage of the lead battery 1 does not decrease in this state.
　ニッケル水素電池２が放電されて、ニッケル水素電池２の残容量がメインスイッチ切換残容量の２０％よりも小さくなると、メインスイッチ３をオフ状態からオン状態に切り換えて、ニッケル水素電池２をサブスイッチ４とメインスイッチ３を介して鉛バッテリ１と並列に接続する。この状態で、ニッケル水素電池２は鉛バッテリ１から充電される。鉛バッテリ１がニッケル水素電池２を充電して、電圧が低下すると、オルタネータ２３が発電して鉛バッテリ１とニッケル水素電池２の両方を充電する。また、鉛バッテリ１とニッケル水素電池２とが並列に接続される状態で、回生制動の発電電力で両方のバッテリが充電される。ニッケル水素電池２がオルタネータ２３で充電されて、ニッケル水素電池２の残容量がメインスイッチ切換残容量の２０％よりも大きくなる状態では、切換回路１１は、メインスイッチ３を直ちにオフに切り換えることなく、メインスイッチ３をオフに切り換える残容量にヒステリシスを持たせることができる。切換回路１１は、たとえば、ニッケル水素電池２の残容量が所定の残容量（たとえば５０％）になるまで、メインスイッチ３をオン状態に保持してもよい。 When the nickel metal hydride battery 2 is discharged and the remaining capacity of the nickel metal hydride battery 2 becomes smaller than 20% of the remaining main switch switching capacity, the main switch 3 is switched from the off state to the on state, and the nickel hydride battery 2 is switched to the sub switch. 4 and the main switch 3 are connected in parallel with the lead battery 1. In this state, the nickel metal hydride battery 2 is charged from the lead battery 1. When the lead battery 1 charges the nickel metal hydride battery 2 and the voltage drops, the alternator 23 generates power and charges both the lead battery 1 and the nickel metal hydride battery 2. In addition, in a state where the lead battery 1 and the nickel metal hydride battery 2 are connected in parallel, both batteries are charged with the power generated by regenerative braking. When the nickel metal hydride battery 2 is charged by the alternator 23 and the remaining capacity of the nickel metal hydride battery 2 is larger than 20% of the remaining main switch switching capacity, the switching circuit 11 does not immediately switch the main switch 3 off. The remaining capacity for switching off the main switch 3 can be provided with hysteresis. For example, switching circuit 11 may hold main switch 3 in the ON state until the remaining capacity of nickel-metal hydride battery 2 reaches a predetermined remaining capacity (for example, 50%).
　ニッケル水素電池２は、回生制動の蓄電を効率よくするために鉛バッテリ１に接続されるので、回生制動する状態で、切換回路１１はメインスイッチ３とサブスイッチ４の両方をオン状態とする。回生制動は、発電電力を効率よく蓄電するために、鉛バッテリ１の電圧が充電停止電圧まで上昇しても、オルタネータ２３は出力を遮断しない。また、回生制動時には、メインスイッチ３はニッケル水素電池２の残容量によらず、オン状態に保持される。回生制動時には、鉛バッテリ１とニッケル水素電池２の何れかの残容量が、あらかじめ設定している残容量を越え、あるいは鉛バッテリ１とニッケル水素電池２の電圧があらかじめ設定している最高電圧を越える状態で、オルタネータ２３による発電を停止する。このような制御は、回生制動後において、一時的に鉛バッテリ１の電圧が高くなることはあるが、回生制動の後は、アイドリングストップしたエンジン２１を再始動するので、スターターモータ２２に大電流を放電して、電圧を低下できる。 Since the nickel metal hydride battery 2 is connected to the lead battery 1 in order to efficiently store regenerative braking power, the switching circuit 11 turns on both the main switch 3 and the sub switch 4 in the regenerative braking state. In the regenerative braking, the alternator 23 does not cut off the output even if the voltage of the lead battery 1 rises to the charge stop voltage in order to efficiently store the generated power. Further, at the time of regenerative braking, the main switch 3 is kept in the on state regardless of the remaining capacity of the nickel metal hydride battery 2. During regenerative braking, the remaining capacity of either the lead battery 1 or the nickel metal hydride battery 2 exceeds the preset remaining capacity, or the voltage of the lead battery 1 or the nickel metal hydride battery 2 reaches the preset maximum voltage. In the state exceeding, power generation by the alternator 23 is stopped. In such a control, the voltage of the lead battery 1 may temporarily increase after regenerative braking, but after regenerative braking, the engine 21 that has stopped idling is restarted. Can be discharged to reduce the voltage.
　切換回路１１は、ニッケル水素電池２の過放電を防止するために、ドライバーが車両を使用しない状態、すなわち車両のメインスイッチ３であるイグニッションスイッチ２６のオフ状態で、ニッケル水素電池２の残容量が最低残容量よりも低下すると、サブスイッチ４をオフ状態に切り換えて、ニッケル水素電池２の過放電を防止する。切換回路１１は、この最低残容量をメモリ１３に記憶している。メモリ１３を切り換えする最低残容量は、たとえば１０％とする。最低残容量を小さくして、サブスイッチ４をオフ状態に切り換えるタイミングを遅らせることができるが、小さすぎるとニッケル水素電池２を劣化させるので、ニッケル水素電池２の劣化と、車両側に暗電流を供給する時間とを考慮して、最適値に設定される。車両が使用されない状態で、ニッケル水素電池２はわずかな暗電流で放電される。暗電流は数ｍＡ以下の極めて小さい電流であるが、長期間にわたってニッケル水素電池２を放電して残容量を低下させることがある。最低残容量でサブスイッチ４をオフ状態に切り換える切換回路１１は、ニッケル水素電池２の過放電による劣化を確実に防止できる。 In order to prevent overdischarge of the nickel metal hydride battery 2, the switching circuit 11 has a remaining capacity of the nickel metal hydride battery 2 in a state where the driver does not use the vehicle, that is, in an off state of the ignition switch 26 which is the main switch 3 of the vehicle. When it falls below the minimum remaining capacity, the sub switch 4 is switched to the OFF state to prevent the nickel metal hydride battery 2 from being overdischarged. The switching circuit 11 stores this minimum remaining capacity in the memory 13. The minimum remaining capacity for switching the memory 13 is, for example, 10%. The minimum remaining capacity can be reduced and the timing for switching the sub switch 4 to the OFF state can be delayed. However, if it is too small, the nickel metal hydride battery 2 is deteriorated. The optimum value is set in consideration of the supply time. The nickel metal hydride battery 2 is discharged with a slight dark current in a state where the vehicle is not used. Although the dark current is an extremely small current of several mA or less, the nickel metal hydride battery 2 may be discharged over a long period of time to reduce the remaining capacity. The switching circuit 11 that switches the sub switch 4 to the OFF state with the minimum remaining capacity can reliably prevent the nickel-metal hydride battery 2 from being deteriorated due to overdischarge.
　切換回路１１は、イグニッションスイッチ２６のオフ状態でオフに切り換えられたサブスイッチ４を、イグニッションスイッチ２６がオンに切り換えられる状態でオンに切り換えて、ニッケル水素電池２を充電できる状態とする。メインスイッチ３は、ニッケル水素電池２の残容量が、メインスイッチ切換残容量よりも小さい状態でオン状態にあるので、サブスイッチ４がオン状態に切り換えられると、ニッケル水素電池２の残容量は、鉛バッテリ１によって、メインスイッチ切換残容量まで充電される。 The switching circuit 11 switches the sub switch 4 that is switched off when the ignition switch 26 is off to the on state when the ignition switch 26 is switched on so that the nickel metal hydride battery 2 can be charged. Since the main switch 3 is in an on state in which the remaining capacity of the nickel metal hydride battery 2 is smaller than the main switch switching remaining capacity, when the sub switch 4 is switched to the on state, the remaining capacity of the nickel metal hydride battery 2 is The lead battery 1 is charged up to the main switch switching remaining capacity.
　また、切換回路１１は、図２に示すように、充電されるニッケル水素電池２の残容量が最大残容量を越えると、サブスイッチ４をオフ状態に切り換えて、ニッケル水素電池２の過充電を防止する。切換回路１１は、この最高残容量をメモリ１３に記憶している。この切換回路１１は、たとえば回生制動する状態で、ニッケル水素電池２の残容量が最大残容量を越えると、サブスイッチ４をオフ状態として、過充電を防止できる。 In addition, as shown in FIG. 2, when the remaining capacity of the nickel metal hydride battery 2 to be charged exceeds the maximum remaining capacity, the switching circuit 11 switches the sub switch 4 to the off state so that the nickel metal hydride battery 2 is overcharged. To prevent. The switching circuit 11 stores this maximum remaining capacity in the memory 13. For example, when the remaining capacity of the nickel metal hydride battery 2 exceeds the maximum remaining capacity in a state where regenerative braking is performed, the switching circuit 11 can turn off the sub switch 4 to prevent overcharge.
　切換回路１１は、スターターモータ２２に電力を供給してエンジン２１を始動するタイミングにおいては、メインスイッチ３をオフ状態として、鉛バッテリ１のみからスターターモータ２２に電力を供給して、ニッケル水素電池２からスターターモータ２２には電力を供給しない。この電源装置は、エンジン２１を始動する状態で、ニッケル水素電池２の電圧が低下しない。したがって、ニッケル水素電池２と電装機器２０との間にＤＣ／ＤＣコンバータなどの電圧調整回路を設けることなく、ニッケル水素電池２を直接に電装機器２０に接続して、電装機器２０に安定して動作電力を供給できる。 The switching circuit 11 supplies power to the starter motor 22 from only the lead battery 1 with the main switch 3 turned off at the timing of supplying power to the starter motor 22 and starting the engine 21, and the nickel metal hydride battery 2. No power is supplied to the starter motor 22. In the power supply device, the voltage of the nickel metal hydride battery 2 does not decrease in a state where the engine 21 is started. Therefore, the nickel-metal hydride battery 2 is directly connected to the electrical equipment 20 without providing a voltage adjusting circuit such as a DC / DC converter between the nickel-metal hydride battery 2 and the electrical equipment 20, so that the electrical equipment 20 is stable. Operating power can be supplied.
　本発明の電源装置は、回生制動する車両に搭載されて、鉛バッテリを一定の電圧範囲で充放電して劣化を少なくしながら、これと並列に接続するニッケル水素電池を広い残容量の範囲で充放電して燃費効率を改善できる。 The power supply device of the present invention is mounted on a vehicle for regenerative braking, and a nickel-metal hydride battery connected in parallel with a lead battery is charged and discharged within a certain voltage range to reduce deterioration while having a wide remaining capacity range. Charge and discharge can improve fuel efficiency.
　　１…鉛バッテリ
　　２…ニッケル水素電池　　　　　２Ａ…ニッケル水素電池セル
　　３…メインスイッチ
　　４…サブスイッチ
　　５…制御回路
　１１…切換回路
　１２…残容量検出回路
　１３…メモリ
　１４…電流検出抵抗
　２０…電装機器
　２１…エンジン
　２２…スターターモータ
　２３…オルタネータ
　２６…イグニッションスイッチ DESCRIPTION OF SYMBOLS 1 ... Lead battery 2 ... Nickel metal hydride battery 2A ... Nickel metal hydride battery cell 3 ... Main switch 4 ... Sub switch 5 ... Control circuit 11 ... Switching circuit 12 ... Remaining capacity detection circuit 13 ... Memory 14 ... Current detection resistor 20 ... Electrical equipment 21 ... Engine 22 ... Starter motor 23 ... Alternator 26 ... Ignition switch

Claims (7)

  1. 　車両のオルタネータに接続されると共に、車両の電装機器に動作電力を供給する鉛バッテリと、前記鉛バッテリに並列に接続されると共に、車両の電装機器に動作電力を供給するニッケル水素電池と、前記鉛バッテリを車両の電装機器との間に接続してなるメインスイッチと、前記ニッケル水素電池と車両の電装機器との間に接続してなるサブスイッチと、前記鉛バッテリ及び前記ニッケル水素電池から車両の電装機器への動作電力の供給を制御する制御回路とを備え、
    　前記ニッケル水素電池は前記サブスイッチと前記メインスイッチとを介して車両のオルタネータに接続され、
    　前記制御回路は、前記ニッケル水素電池の残容量を検出する残容量検出回路と、前記サブスイッチと前記メインスイッチをオンオフに切り換える切換回路とを含み、
    　前記制御回路が、前記残容量検出回路で検出するニッケル水素電池の残容量によって、前記切換回路でもって前記サブスイッチと前記メインスイッチとをオンオフに制御するようにしてなる回生制動する車両の電源装置。     A lead battery connected to the alternator of the vehicle and supplying operating power to the vehicle electrical equipment; a nickel metal hydride battery connected in parallel to the lead battery and supplying operating power to the vehicle electrical equipment; and A main switch formed by connecting a lead battery between the vehicle electrical equipment, a sub switch connected between the nickel metal hydride battery and the vehicle electrical equipment, and the lead battery and the nickel metal hydride battery. A control circuit for controlling the supply of operating power to the electrical equipment of
    The nickel metal hydride battery is connected to the alternator of the vehicle through the sub switch and the main switch,
    The control circuit includes a remaining capacity detection circuit that detects a remaining capacity of the nickel metal hydride battery, and a switching circuit that switches the sub switch and the main switch on and off.
    A power supply apparatus for regenerative braking in which the control circuit controls the sub switch and the main switch to be turned on and off by the switching circuit according to the remaining capacity of the nickel metal hydride battery detected by the remaining capacity detecting circuit. .
  2. 　前記切換回路が、前記ニッケル水素電池の残容量が減少して、前記メインスイッチをオフ状態からオン状態に切り換えるメインスイッチ切換残容量を記憶するメモリを備え、
    　前記切換回路が、前記ニッケル水素電池の残容量がメインスイッチ切換残容量以下になる状態では前記メインスイッチをオン状態に切り換えるようにしてなる請求項１に記載される回生制動する車両の電源装置。     The switching circuit includes a memory for storing a main switch switching remaining capacity for switching the main switch from an off state to an on state when a remaining capacity of the nickel metal hydride battery is reduced;
    The power supply apparatus for a vehicle for regenerative braking according to claim 1, wherein the switching circuit switches the main switch to an ON state in a state where the remaining capacity of the nickel metal hydride battery is equal to or less than the remaining capacity of the main switch switching.
  3. 　前記切換回路が、車両のイグニッションスイッチのオフ状態において、前記ニッケル水素電池の残容量が減少して、前記サブスイッチをオン状態からオフ状態に切り換える最低残容量記憶するメモリを備え、
    　前記切換回路が、前記ニッケル水素電池の残容量が最低残容量以下になると前記サブスイッチをオン状態からオフ状態に切り換えて、前記ニッケル水素電池を放電しない状態とする請求項１又は２に記載される回生制動する車両の電源装置。     The switching circuit includes a memory for storing a minimum remaining capacity for switching the sub switch from an on state to an off state when a remaining capacity of the nickel metal hydride battery is reduced in an off state of an ignition switch of a vehicle
    3. The switching circuit according to claim 1, wherein when the remaining capacity of the nickel-metal hydride battery is equal to or less than a minimum remaining capacity, the switching circuit switches the sub switch from an on state to an off state so as not to discharge the nickel-metal hydride battery. A power supply device for a vehicle that performs regenerative braking.
  4. 　前記切換回路が、前記ニッケル水素電池が充電されて残容量が増加して、前記サブスイッチをオン状態からオフ状態に切り換える最大残容量を記憶するメモリを備え、
    　前記切換回路が、前記ニッケル水素電池の残容量が最大残容量以上となる状態で、前記サブスイッチをオンからオフに切り換えてニッケル水素電池の充電を停止するようにしてなる請求項１に記載される回生制動する車両の電源装置。     The switching circuit includes a memory for storing a maximum remaining capacity for switching the sub switch from an on state to an off state when the nickel hydride battery is charged and the remaining capacity increases.
    2. The switching circuit according to claim 1, wherein the switching circuit is configured to stop charging of the nickel-metal hydride battery by switching the sub switch from on to off in a state where the remaining capacity of the nickel-metal hydride battery is greater than or equal to the maximum remaining capacity. A power supply device for a vehicle that performs regenerative braking.
  5. 　前記残容量検出回路が、前記ニッケル水素電池の充放電の電流を演算して残容量を検出する請求項１ないし４のいずれかに記載される回生制動する車両の電源装置。 The regenerative braking vehicle power supply device according to any one of claims 1 to 4, wherein the remaining capacity detection circuit detects a remaining capacity by calculating a charge / discharge current of the nickel metal hydride battery.
  6. 　前記残容量検出回路が、前記ニッケル水素電池の電圧から残容量を検出する請求項１ないし４のいずれかに記載される回生制動する車両の電源装置。 The regenerative braking vehicle power supply device according to any one of claims 1 to 4, wherein the remaining capacity detection circuit detects a remaining capacity from a voltage of the nickel metal hydride battery.
  7. 　前記鉛バッテリがメインスイッチを介することなくスターターモータに接続され、前記切換回路が、スターターモータに電力を切り換えする状態で、前記メインスイッチと前記サブスイッチの何れか又は両方をオフ状態として、鉛バッテリのみからスターターモータに電力を供給する請求項１ないし６のいずれかに記載される回生制動する車両の電源装置。 The lead battery is connected to the starter motor without going through the main switch, and the switching circuit switches the power to the starter motor, and either or both of the main switch and the sub switch are turned off, and the lead battery A power supply device for a vehicle for regenerative braking according to any one of claims 1 to 6, wherein electric power is supplied only to the starter motor.
PCT/JP2013/006168 2012-10-29 2013-10-17 Regenerative braking vehicle power supply device WO2014068884A1 (en)

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JP2017077158A (en) * 2015-10-13 2017-04-20 株式会社デンソー Power supply device and battery unit
JP2018026349A (en) * 2016-08-08 2018-02-15 リンカーン グローバル，インコーポレイテッド Dual battery hybrid engine drive welder and methods and systems of controlling the same
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CN104057869A (en) * 2014-06-13 2014-09-24 沈阳德邦仪器有限公司 Motorhome using fuel battery as life power and heat source
WO2017065161A1 (en) * 2015-10-13 2017-04-20 株式会社デンソー Power supply device and cell unit
JP2017077158A (en) * 2015-10-13 2017-04-20 株式会社デンソー Power supply device and battery unit
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CN108352714B (en) * 2015-10-13 2021-07-27 株式会社电装 Power supply device and battery unit
JP2018026349A (en) * 2016-08-08 2018-02-15 リンカーン グローバル，インコーポレイテッド Dual battery hybrid engine drive welder and methods and systems of controlling the same
JP2019016571A (en) * 2017-07-11 2019-01-31 株式会社日立製作所 Composite power storage system
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