WO2014068884A1 - Dispositif d'alimentation en énergie pour véhicule à freinage à récupération - Google Patents

Dispositif d'alimentation en énergie pour véhicule à freinage à récupération 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
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PCT/JP2013/006168
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English (en)
Japanese (ja)
Inventor
中島　薫
昭伸 常定
坂田　英樹
大隅　信幸
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三洋電機株式会社
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Priority to JP2014544244A priority Critical patent/JP6305930B2/ja
Publication of WO2014068884A1 publication Critical patent/WO2014068884A1/fr

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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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Secondary Cells (AREA)
  • Control Of Charge By Means Of Generators (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention améliore le rendement énergétique d'un véhicule grâce à la charge et à la décharge d'une batterie au nickel-métal-hydrure, qui est branchée en parallèle, sur une large plage de capacités résiduelles, tout en réduisant la détérioration d'une batterie au plomb-acide grâce à la charge et à la décharge de la batterie au plomb-acide sur une plage de tensions fixe. Un dispositif d'alimentation en énergie selon la présente invention est équipé : d'une batterie au plomb-acide (1) et d'une batterie au nickel-métal-hydrure (2), qui fournissent de l'énergie à l'équipement électrique (20) d'un véhicule; d'un interrupteur principal (3) qui est connecté entre la batterie au plomb-acide (1) et l'équipement électrique (20); d'un interrupteur auxiliaire (4) qui est connecté entre la batterie au nickel-métal-hydrure (2) et l'équipement électrique (20); et d'un circuit de commande (5) qui contrôle l'alimentation en puissance de fonctionnement, en provenance de la batterie au plomb-acide (1) et de la batterie au nickel-métal-hydrure (2), de l'équipement électrique (20) du véhicule. La batterie au nickel-métal-hydrure (2) est connectée à un alternateur (23) du véhicule par l'intermédiaire de l'interrupteur auxiliaire (4) et de l'interrupteur principal (3). Le circuit de commande (5) est équipé d'un circuit de détection de capacité résiduelle (12) et d'un circuit de commutation (11), et, en fonction de la capacité résiduelle de la batterie au nickel-métal-hydrure (2) qui est détectée par le circuit de détection de capacité résiduelle (12), active et désactive l'interrupteur auxiliaire (4) ainsi que l'interrupteur principal (3) par l'intermédiaire du circuit de commutation (11).
PCT/JP2013/006168 2012-10-29 2013-10-17 Dispositif d'alimentation en énergie pour véhicule à freinage à récupération WO2014068884A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2014544244A JP6305930B2 (ja) 2012-10-29 2013-10-17 回生制動する車両の電源装置

Applications Claiming Priority (2)

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JP2012238119 2012-10-29
JP2012-238119 2012-10-29

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104057869A (zh) * 2014-06-13 2014-09-24 沈阳德邦仪器有限公司 一种以燃料电池为生活动力和热源的房车
WO2017065161A1 (fr) * 2015-10-13 2017-04-20 株式会社デンソー Dispositif d'alimentation électrique et pile
JP2017077158A (ja) * 2015-10-13 2017-04-20 株式会社デンソー 電源装置及び電池ユニット
JP2018026349A (ja) * 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 デュアルバッテリハイブリッドエンジン駆動溶接機及びそれを制御する方法及びシステム
JP2019016571A (ja) * 2017-07-11 2019-01-31 株式会社日立製作所 複合蓄電システム

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Publication number Priority date Publication date Assignee Title
JP2011176958A (ja) * 2010-02-25 2011-09-08 Denso Corp 車載電源装置
JP2012130108A (ja) * 2010-12-13 2012-07-05 Denso Corp 電源装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005124275A (ja) * 2003-10-15 2005-05-12 Auto Network Gijutsu Kenkyusho:Kk 車載充電制御装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011176958A (ja) * 2010-02-25 2011-09-08 Denso Corp 車載電源装置
JP2012130108A (ja) * 2010-12-13 2012-07-05 Denso Corp 電源装置

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104057869A (zh) * 2014-06-13 2014-09-24 沈阳德邦仪器有限公司 一种以燃料电池为生活动力和热源的房车
WO2017065161A1 (fr) * 2015-10-13 2017-04-20 株式会社デンソー Dispositif d'alimentation électrique et pile
JP2017077158A (ja) * 2015-10-13 2017-04-20 株式会社デンソー 電源装置及び電池ユニット
CN108352714A (zh) * 2015-10-13 2018-07-31 株式会社电装 电源装置及电池单元
CN108352714B (zh) * 2015-10-13 2021-07-27 株式会社电装 电源装置及电池单元
JP2018026349A (ja) * 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 デュアルバッテリハイブリッドエンジン駆動溶接機及びそれを制御する方法及びシステム
JP2019016571A (ja) * 2017-07-11 2019-01-31 株式会社日立製作所 複合蓄電システム
JP7016628B2 (ja) 2017-07-11 2022-02-07 ビークルエナジージャパン株式会社 複合蓄電システム

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