WO2020017034A1 - Système de charge de corps mobile électrique - Google Patents

Système de charge de corps mobile électrique Download PDF

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Publication number
WO2020017034A1
WO2020017034A1 PCT/JP2018/027323 JP2018027323W WO2020017034A1 WO 2020017034 A1 WO2020017034 A1 WO 2020017034A1 JP 2018027323 W JP2018027323 W JP 2018027323W WO 2020017034 A1 WO2020017034 A1 WO 2020017034A1
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WO
WIPO (PCT)
Prior art keywords
electric vehicle
pressure
secondary battery
battery
resistant container
Prior art date
Application number
PCT/JP2018/027323
Other languages
English (en)
Japanese (ja)
Inventor
壽 塚本
Original Assignee
Ｃｏｎｎｅｘｘ Ｓｙｓｔｅｍｓ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ｃｏｎｎｅｘｘ Ｓｙｓｔｅｍｓ株式会社 filed Critical Ｃｏｎｎｅｘｘ Ｓｙｓｔｅｍｓ株式会社
Priority to PCT/JP2018/027323 priority Critical patent/WO2020017034A1/fr
Priority to JP2020530850A priority patent/JP6842226B2/ja
Publication of WO2020017034A1 publication Critical patent/WO2020017034A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/36—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles by positioning the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/80—Exchanging energy storage elements, e.g. removable batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to an electric vehicle charging system that enables a long-distance operation of an electric vehicle using a composite battery in which different types of batteries are connected in parallel.
  • Patent Literature 1 discloses a new transportation system including a battery exchange device for an electric vehicle and an electric vehicle.
  • the secondary battery of the electric vehicle must have energy performance to reliably achieve the required traveling distance of the electric vehicle, and power performance sufficient for the electric vehicle to have sufficient acceleration and regenerative power absorption. Can be In general, there is a trade-off between energy performance and power performance. Therefore, a secondary battery for an electric vehicle is a high-energy secondary battery having excellent energy performance and a high-output secondary battery having excellent power performance.
  • the secondary battery is appropriately balanced. For example, in order to run an electric bus having a total vehicle weight of 16 tons for 200 km, energy of 250 kWh and power of 200 kW are required.
  • the total weight of a rechargeable battery with an energy of 250 kWh is as much as 1.2 tons, no matter how the two are balanced, and it is necessary to travel long distances between cities in countries and regions where the railway network is underdeveloped.
  • the replacement time of the secondary battery of the electric vehicle is long since the secondary battery for 1.2 tons must be replaced every time the vehicle travels 200 km.
  • the present invention has been made in view of such a conventional problem, and an object of the present invention is to provide a power supply for a secondary battery of an electric vehicle in a short time without using a large-scale external power supply facility. It is an object of the present invention to provide an electric vehicle charging system capable of restoring an electric vehicle. Another object of the present invention, in addition to the above objects, is to use a composite battery more safely than conventional ones, extend the life of the composite battery, and configure a compact, lightweight, larger capacity composite battery. It is an object of the present invention to provide an electric vehicle charging system that can perform the charging.
  • the present inventor has conducted intensive studies to achieve the above object.
  • the energy of the secondary battery mounted on the electric bus was set to 70 kWh, and 10 kWh of the 70 kWh energy was charged and discharged by 10 C or more.
  • the remaining 60 kWh is constituted by a high-energy secondary battery capable of charging and discharging at 2 C or more with an energy density of 250 Wh / kg or more, the total weight is about 340 kg.
  • the charging power of the secondary battery of the electric vehicle can be recovered in a short time because the power consumption can be reduced.
  • a new problem has arisen in that a large-scale external power supply must be used to rapidly charge a high-output secondary battery.
  • the present inventor uses a large-scale external power supply facility by using the discharge power of an unreplaced spare high-energy secondary battery when rapidly charging a high-output secondary battery. I found that there was no need to do it.
  • the present inventor when rapidly charging a high-output secondary battery, by using the power of the grid or power generation device in addition to the discharge power of the unreplaced spare high-energy secondary battery, The inventors have found that the charging power of the secondary battery of the electric vehicle can be recovered in a short time, and have reached the present invention.
  • the present invention provides a freely movable electric moving body including a composite battery that is charged and then discharged by electric power from an external power supply and a motor that generates a moving power with the electric power discharged from the composite battery.
  • a composite battery recovery device for recovering the charge power of the composite battery consumed by the movement of the moving object, wherein the composite battery has a high weight energy density, a low weight output density, and a large capacity.
  • a high-power secondary battery having a low weight energy density, a high weight output density, and a small capacity are connected in parallel, and the composite battery recovery device is connected to an external power supply and uses the power of the external power supply.
  • the charging device is further configured to rapidly charge the high-output secondary battery, which has consumed the charging power by the electric vehicle, with the power including the power of the grid or the power generating device constituting the external power supply.
  • the electric vehicle further includes a protective wall installed at both ends in the width direction of the rearmost wall of the electric vehicle, a non-combustible pressure-resistant container for storing the composite battery inside the electric vehicle, and a pressure-resistant container.
  • the pressure reducing means is opened when the pressure inside the pressure resistant vessel becomes higher than a predetermined value, and discharges the gas inside the pressure resistant vessel to above or below the electric moving body, thereby providing protection. It is preferable that the wall discharges the ejected matter from the composite battery stored in the pressure-resistant container to the rear, above, or below the electric vehicle when the door is open.
  • the electric vehicle further includes a non-flammable pressure-resistant container housing the composite battery inside the electric vehicle, and a side wall of the electric vehicle for exchanging the high-energy secondary battery of the composite battery housed in the pressure-resistant container.
  • An opening / closing door installed in the pressure-resistant container, and a pressure-reducing means provided in the middle of a through-hole penetrating the vehicle body from the wall surface of the pressure-resistant container to the outer surface of the electric vehicle, and the pressure-reducing means reduces pressure inside the pressure-resistant container. It is preferable to open when the pressure becomes higher than a predetermined value and discharge the gas inside the pressure-resistant container above or below the electric vehicle.
  • the electric vehicle is further used to replace a non-combustible pressure-resistant container fixed to the side wall of the electric vehicle to accommodate the composite battery and a high-energy secondary battery of the composite battery housed in the pressure-resistant container.
  • An opening / closing door installed on the side wall of the pressure-resistant container, and a pressure reducing means installed in the middle of a through hole penetrating the wall of the pressure-resistant container, wherein the pressure inside the pressure-resistant container is higher than a predetermined value. It is preferable to open when the pressure rises and discharge the gas inside the pressure-resistant container above or below the electric vehicle.
  • the pressure vessel is provided with a cooling means that operates when the temperature inside the pressure vessel becomes higher than a predetermined value to cool the gas inside the pressure vessel.
  • the pressure vessel is preferably provided with a ventilator that opens when the temperature inside the pressure vessel becomes higher than a predetermined value and replaces the gas inside the pressure vessel with the outside air.
  • a high-energy secondary battery is a lithium-ion secondary battery
  • a high-output secondary battery is a lithium-ion secondary battery having a negative electrode active material using a material different from that of the high-energy secondary battery.
  • the high energy secondary battery is an air battery using air as an active material
  • the high output secondary battery is preferably a lithium ion secondary battery.
  • the present invention it is possible to recover the charging power of the secondary battery of the electric vehicle in a short time without using a large-scale external power supply facility. Further, according to the present invention, in addition to the above effects, it is possible to safely use a composite battery equal to or more than the conventional one, extend the life of the composite battery, and configure a small, lightweight, and large-capacity composite battery. Can be.
  • FIG. 2 is a partially enlarged side view of the electric vehicle shown in FIG. 1.
  • FIG. 2 is a plan view showing a state in which an opening / closing door of the electric vehicle shown in FIG. 1 is slightly opened.
  • FIG. 2 is a perspective view which shows the composite battery recovery apparatus of FIG.
  • FIG. 2 is a side view showing a procedure for taking out a high-energy secondary battery from the electric vehicle shown in FIG. 1.
  • FIG. 2 is a side view showing a procedure for taking out a high-energy secondary battery from the electric vehicle shown in FIG. 1.
  • FIG. 2 is a side view showing a procedure for taking out a high-energy secondary battery from the electric vehicle shown in FIG. 1.
  • FIG. 1 is a side view showing a procedure for taking out a high-energy secondary battery from the electric vehicle shown in FIG. 1.
  • FIG. 2 is a side view showing a procedure for taking out a high-energy secondary battery from the electric vehicle shown in FIG. 1. It is a side view which shows typically the lamination state of the single battery element of a lithium ion secondary battery. It is a side view which shows the lamination state of the single cell element of an air battery typically. It is a side view which shows the lamination state of the single cell element of an air battery typically.
  • FIG. 6 is a partially enlarged side view of a first modification of the electric vehicle and the composite battery recovery device that constitute the electric vehicle charging system of the present invention. It is a side view of the modification 2 of the electric vehicle which comprises the electric vehicle charging system of this invention. It is a bottom view of the modification 2 of the electric vehicle of FIG. 9A. It is a side view of the modification 3 of the electric vehicle which constitutes the electric vehicle charging system of the present invention. It is a bottom view of the modification 3 of the electric vehicle of FIG. 10A.
  • FIG. 1 is a block diagram showing an electric vehicle charging system according to the present invention.
  • the electric vehicle charging system 10 of the present invention includes the electric vehicle 20 that can move freely and the composite battery recovery device 50.
  • the electric vehicle 20 includes a composite battery 22 and a motor 24.
  • the composite battery 22 is discharged after being charged by the power from the external power supply 70, and the motor 24 is driven by the power discharged from the composite battery 22 for motive power. Generate.
  • the composite battery recovery device 50 recovers the charging power of the composite battery 22 consumed by the movement of the electric vehicle 20.
  • the composite battery 22 is configured by connecting a high-energy secondary battery 22he and a high-output secondary battery 22hp in parallel, and the high-energy secondary battery 22he has a high weight energy density and a low weight output density,
  • the high capacity secondary battery 22hp with a large capacity has a low weight energy density, a high weight output density, and a small capacity.
  • the composite battery recovery device 50 includes a plurality of spare high energy secondary batteries 52, an exchange device 54, and a charging device 56.
  • the spare high-energy secondary battery 52 is connected to the external power supply 70 and is charged by the power of the external power supply 70.
  • the exchange device 54 exchanges the high-energy secondary battery 22he that has consumed the charging power in the electric vehicle 20 with a spare high-energy secondary battery 52a.
  • the charging device 56 rapidly charges the high-output secondary battery 22hp that has consumed the charging power in the electric vehicle 20 with power including the discharge power of the remaining spare high-energy secondary batteries 52b to 52n.
  • the electric vehicle 20 in order to increase the movable distance of the electric vehicle 20, the electric vehicle 20 is preliminarily combined with the electric power discharged from the fully charged composite battery 22 so as to be movable.
  • the battery recovery device 50 is installed.
  • the composite battery recovery device 50 includes a plurality of spare high-energy secondary batteries 52 charged with the power of the external power supply 70, an exchange device 54, and a charging device 56.
  • the replacement device 54 is mounted on the electric vehicle 20.
  • the high-energy secondary battery 22he of the composite battery 22 is replaced with a spare high-energy secondary battery 52a, and the charging device 56 is a high-output secondary battery of the composite battery 22 mounted on the electric vehicle 20.
  • the secondary battery 22hp is rapidly charged with power including the discharge power of the remaining unreplaced spare high-energy secondary batteries 52b to 52n.
  • the replacement device 54 replaces the spare high-energy type secondary batteries 52a and 52b with the charging device 56.
  • the electric vehicle charging system of the present invention can recover the charging power of the secondary battery of the electric vehicle in a short time without using a large-scale external power supply facility.
  • the electric vehicle 20 further includes an inverter 26, a load 28, and a discharge circuit 30.
  • the inverter 26 is connected between the composite battery 22 and the motor 24, converts the power discharged from the composite battery 22 into power, and outputs the converted power to the motor 24.
  • the load 28 is supplied with electric power discharged from the composite battery 22, and includes a headlight, a fog lamp, a blinker, a wiper, a radiator fan, a starter motor, an air conditioner, and the like.
  • the operating voltage of the load 28 may be the same as that of the composite battery 22, for example, 24V, or may be different from that of the composite battery 22, for example, 12V or 48V. And a DC / DC converter is installed between them.
  • the discharge circuit 30 is connected between the middle of the wiring connecting the inverter 26 and the load 28 and the composite battery 22, and supplies discharge power to the inverter 26 and the load 28 at a predetermined voltage and current.
  • the electric vehicle 20 is not limited to an electric bus, but may be a general electric car, electric truck, or the like.
  • a lead storage battery may be additionally provided in the composite battery 22, and the charging device may be configured to charge the lead storage battery with power including the discharge power of the spare high-energy secondary battery 52.
  • a lead-acid battery is additionally installed in each of the composite battery 22 and the exchange device 54 so that the exchange device replaces the lead-acid battery in the composite battery 22 with a spare lead-acid battery in the exchange device 54. You may comprise.
  • the charging device 56 includes a power transmitting unit 56a and a power receiving unit 56b.
  • the power transmitting means 56a is, for example, a power transmitting coil
  • the power receiving means 56b is, for example, a power receiving coil. If the power transmitting coil and the power receiving coil are used, the charging device 56 can rapidly charge the high-output secondary battery 22hp in a non-contact manner by magnetic field resonance.
  • the composite battery recovery device 50 further includes a bidirectional power converter 58 and a discharge circuit 60.
  • the bidirectional power converter 58 is connected between the external power supply 70 and the standby high-energy secondary battery 52, and performs a predetermined high-energy operation at a predetermined voltage and current so as to perform constant-current charging and constant-voltage charging.
  • the charging power is supplied to the secondary battery 52 and the discharging power is supplied to the grid 72 at a predetermined voltage and current to level the grid 72.
  • the discharge circuit 60 is connected between the spare high-energy secondary battery 52 and the charging device 56, and supplies discharging power to the charging device 56 at a predetermined voltage and current.
  • the charging device 56 configuring the composite battery recovery device 50 of the electric vehicle charging system 10 further converts the high-power secondary battery 22hp that has consumed the charging power in the electric vehicle 20 into a grid 72 or an external power supply 70. Rapid charging may be performed with power including the power of the power generating device 74. That is, when rapidly charging the high-power secondary battery 22hp of the composite battery 22 mounted on the electric vehicle 20, only the discharge power of the remaining unexchanged spare high-energy secondary batteries 52b to 52n is used. May be used, but in addition, the electric power of the grid 72 or the power generation device 74 may be used.
  • the composite battery recovery device 50 may further include a wire 64 connecting the connection point 62 in the wire connecting the external power supply 70 and the bidirectional power converter 58 to the charging device 56.
  • the wiring 64 is not provided, only the discharging power of the spare high-energy secondary battery 52 is supplied to the charging device 56, and the power of the grid 72 or the power generating device 74 constituting the external power source 70 is supplied to the charging device 56.
  • the wiring 64 is not supplied, not only the discharge power of the spare high-energy type secondary battery 52 but also the power of the grid 72 or the power generation device 74 constituting the external power supply 70 is supplied to the charging device 56.
  • the grid 72 refers to a power grid in a factory, a building, or a commercial facility, as well as a public transmission and distribution network to which power from a power plant is supplied.
  • the power generation device 74 means a power source directly connected to the composite battery recovery device 50 without passing through a power transmission and distribution network, and includes a generator using a gaseous fuel, a liquid fuel, or a solid fuel, a solar power generation device, Including power generation equipment. With such a configuration, the electric vehicle charging system of the present invention can recover the charging power of the secondary battery of the electric vehicle in a shorter time.
  • FIG. 2 is a partially enlarged side view of the electric vehicle shown in FIG. 1
  • FIG. 3 is a plan view showing a state in which the opening / closing door of the electric vehicle shown in FIG. 1 is slightly opened.
  • the electric vehicle 20 may further include a protective wall 32, a non-combustible pressure-resistant container 34, an opening / closing door 36, and a pressure reducing means 38.
  • the protection wall 32 is installed at both ends in the width direction of the rearmost wall of the electric vehicle 20.
  • the pressure-resistant container 34 houses the composite battery 22 inside the electric vehicle 20.
  • the opening / closing door 36 is installed between the protective walls 32 to replace the high-energy secondary battery 22he of the composite battery 22 housed in the pressure-resistant container 34.
  • the decompression means 38 is provided in the middle of a through hole 40 penetrating the vehicle body from the wall surface of the pressure-resistant container 34 to the outer surface of the electric vehicle 20.
  • the pressure reducing means 38 is opened when the pressure inside the pressure vessel 34 becomes higher than a predetermined value, and discharges the gas inside the pressure vessel 34 above or below the electric vehicle 20.
  • the protection wall 32 discharges the ejected matter from the composite battery 22 stored in the pressure-resistant container 34 to the rear, above, or below the electric vehicle 20 when the door 36 is open.
  • a protection wall 32 is provided at both ends in the width direction of the rearmost wall of the electric vehicle 20.
  • the protection wall 32 is formed by opening and closing a door 36 provided between the protection walls 32.
  • a pressure reducing means 38 is provided in the middle of a through hole 40 penetrating the vehicle body from the wall surface of the pressure vessel 34 to the outer surface of the electric vehicle 20, and the pressure reducing means 38 controls the pressure inside the pressure vessel 34 to a predetermined value. When it is higher than the value, it opens to discharge the gas inside the pressure-resistant container 34 to the left, right, front, or rear of the electric vehicle 20 where there may be a person, and in the example shown in the drawing, upward. I do.
  • the pressure reducing means 38 may be, for example, a pressure reducing device in which a pressure sensor and an electromagnetic valve are electrically connected. However, if an electrical failure occurs, the pressure reducing means 38 may not operate. Those that open automatically at a mechanically set pressure are preferred.
  • the left, right, front, rear, upper, and lower directions are directions in which the electric vehicle 20 standing on the road surface and moving on the road surface is viewed in the moving direction. With such a configuration, the electric vehicle charging system of the present invention can safely use the composite battery.
  • the pressure-resistant container 34 includes a slide table 34t.
  • the slide table 34t uses a motor to move the high-energy secondary battery 22he stored in the pressure-resistant container 34 from the storage position to the rear of the electric vehicle 20 and The electric vehicle 20 is moved to the storage position from behind.
  • the pressure-resistant container 34 may be integrated with the vehicle body of the electric vehicle 20 such as an engine room, or may be a separate component from the vehicle body.
  • the pressure vessel 34 does not have to have perfect sealing, but when the pressure inside the pressure vessel 34 becomes higher than the atmospheric pressure and the gas inside the pressure vessel 34 leaks little by little, It is preferable that the electric vehicle 20 leaks above or below the unoccupied electric vehicle 20, but it is not preferable that the electric vehicle 20 leaks in other directions.
  • the shape, size, and thickness of the protection wall 32 are particularly limited as long as the direction in which the ejected matter from the composite battery 22 stored in the pressure-resistant container 34 can be discharged to the rear, above, or below the electric vehicle 20. Not a target.
  • the shape, size, and thickness of the pressure-resistant container 34 are not particularly limited as long as the high-energy secondary battery 22he and the high-output secondary battery 22hp can be accommodated.
  • the shape, size and thickness of the slide table 34t are not particularly limited as long as the high energy type secondary battery 22he can be placed and moved from the storage position in the pressure-resistant container 34 to the transfer position of the exchange device 54. .
  • the shape, size, and thickness of the opening / closing door 36 are particularly limited as long as the opening of the pressure-resistant container 34 having a size through which the slide table 34t on which the high-energy type secondary battery 22he is mounted can pass can be closed. is not.
  • the shape and size of the through hole 40 are not particularly limited as long as the gas inside the pressure-resistant container 34 can be discharged.
  • the material of the protective wall 32, the pressure container 34, the slide table 34t, and the opening / closing door 36 is not particularly limited as long as it is nonflammable or has both flame retardancy and tensile strength. Or a synthetic resin or a metal such as iron or aluminum.
  • the power receiving means 56b is disposed at a position facing the lower road surface of the pressure-resistant container 34 of the electric vehicle 20 or another portion of the vehicle body.
  • the power transmitting means 56a simultaneously transmits the high-power secondary battery 22hp to the remaining spare high battery while the exchange device 54 replaces the high-energy secondary battery 22he with the spare high-energy secondary battery 52a.
  • the electric vehicle 20 is disposed at a position on the road surface facing the power receiving means 56b of the electric vehicle 20 during the replacement of the secondary battery so that the battery can be rapidly charged with the electric power including the discharge power of the energy type secondary batteries 52b to 52n.
  • the pressure vessel 34 may include a cooling unit 42.
  • the cooling means 42 operates when the temperature inside the pressure vessel 34 becomes higher than a predetermined value, and cools the gas inside the pressure vessel 34.
  • the cooling unit 42 is, for example, an air conditioner such as a cooling fan or an air conditioner
  • the temperature sensor 44 detects the temperature inside the pressure-resistant container 34
  • the control unit 46 compares the temperature with a predetermined value, When the temperature becomes higher than a predetermined value, the cooling fan or the air conditioner is operated.
  • the control unit 46 may be a control unit of the electric vehicle 20 or a control unit of the cooling unit 42. With such a configuration, the electric vehicle charging system of the present invention can extend the life of the composite battery.
  • the pressure-resistant container 34 may include a ventilation unit 48.
  • the ventilator 48 opens when the temperature inside the pressure-resistant container 34 becomes higher than a predetermined value, and replaces the gas inside the pressure-resistant container 34 with the outside air.
  • the ventilation means 48 is, for example, a ventilation duct installed in the middle of a through-hole 48 a penetrating the vehicle body from the wall surface of the pressure-resistant container 34 to the outer surface of the electric vehicle 20.
  • the control unit 46 compares the temperature with a predetermined value, and opens the ventilation duct when the temperature becomes higher than the predetermined value.
  • the control unit 46 may be a control unit of the electric vehicle 20 or a control unit of the ventilation unit 48. With such a configuration, the electric vehicle charging system of the present invention can extend the life of the composite battery.
  • FIG. 4 is a perspective view showing the composite battery recovery device of FIG.
  • the exchange device 54 has the same function as an automatic warehouse installed in a manufacturing factory, and includes a stocker 54s and a lifting arm 54a.
  • the stocker 54s stores the spare high-energy secondary battery 52, for example, has an eight-stage storage in the vertical direction, and the elevating arm 54a uses a motor to operate the spare high-energy secondary battery. 52 is moved in the vertical direction 54v from the height of the storage in each stage to the transfer position of the height of the slide table 34t of the pressure-resistant container 34.
  • the lifting arm 54a or the storage at each stage is provided with a horizontal moving mechanism, and the horizontal moving mechanism uses a motor to move the spare high energy type secondary battery 52 from the storage at each stage to the lifting arm 54a. To the horizontal direction 54h.
  • the shape, length, and thickness of the lifting arm 54a are not particularly limited as long as the spare high-energy secondary battery 52 can be placed and moved from the height of the storage at each stage to the transfer position.
  • the material of the lifting arm 54a is not particularly limited as long as the material has both nonflammability or flame retardancy and tensile strength, and may be a synthetic resin such as a polyamide resin or a phenol resin, or a metal such as iron or aluminum. good.
  • 5A to 5D are side views showing a procedure for taking out the high energy type secondary battery from the electric vehicle shown in FIG.
  • the electric vehicle 20 is moved backward in a direction perpendicular to the front of the composite battery recovery device 50, and the power receiving unit 56b of the electric vehicle 20 faces the power transmitting unit 56a arranged on the road surface.
  • the electric vehicle 20 is stopped at the position.
  • rapid charging of the high-output secondary battery 22hp is started and, as shown in FIG. 20, and then, as shown in FIG. 5C, the opening / closing door 36 is moved above the electric vehicle 20, and then, as shown in FIG. 5D, the high energy
  • the secondary battery 22he is moved to the transfer position of the exchange device 54.
  • the high-energy secondary battery 22he placed on the lifting arm 54a at the transfer position is moved to the height of an empty storage, and stored in the empty storage using a horizontal movement mechanism.
  • the spare high-energy secondary battery 52a stored in the storage of the stocker 54s is moved to the storage position in the pressure-resistant container 34 and stored in the reverse procedure to the above procedure.
  • the rapid charging of the high-output secondary battery 22hp is terminated, and the high-energy secondary battery 22he stored in the storage,
  • the spare high energy secondary batteries 52b and 52n used for quick charging of the secondary battery 22hp are fully charged.
  • FIG. 6 is a side view schematically illustrating a stacked state of single cell elements of a lithium ion secondary battery
  • FIGS. 7A and 7B are side views schematically illustrating a stacked state of single cell elements of an air battery. is there.
  • the high energy secondary battery 22he is a lithium ion secondary battery
  • the high power secondary battery 22hp is a lithium ion secondary battery having a negative electrode active material using a material different from that of the high energy secondary battery 22he.
  • both the high energy type secondary battery 22he and the high energy type secondary battery 22he are lithium ion secondary batteries, and may have negative electrode active materials using different materials.
  • the electric vehicle charging system of the present invention can constitute a small and lightweight composite battery.
  • the single cell of the lithium ion secondary battery may have a cylindrical shape.
  • the cylindrical shape include a 18650 type having a diameter of 18 mm and a length of 65 mm, a 21700 type having a diameter of 21 mm and a length of 70 mm, and a 26650 type having a diameter of 26 mm and a length of 65 mm.
  • a single cell of a lithium ion secondary battery is formed by laminating a resin base material, a metal intermediate base material such as aluminum or stainless steel, and a resin sealant material on at least a part of an exterior material.
  • the laminate shape used for the above may be used.
  • the unit cell of the lithium ion secondary battery may have a rectangular shape using a plate material obtained by processing aluminum or stainless steel by deep drawing or the like as at least a part of the exterior material.
  • the positive electrode active material used for the single cell of these cylindrical, laminated and prismatic lithium ion secondary batteries is not particularly limited.
  • lithium iron phosphate, lithium cobalt oxide, lithium manganese oxide, lithium nickel Cobalt manganese oxide (NMC, also called ternary), lithium nickel cobalt aluminum oxide (also called NCA), and the like can be given.
  • the negative electrode active material used in a single cell of a cylindrical, laminated, or prismatic lithium ion secondary battery is not particularly limited, for example, low crystalline carbon such as soft carbon or hard carbon, graphite, lithium titanate. And the like.
  • the negative electrode element 82 of the unit cell element 80 of the lithium ion secondary battery includes a negative electrode current collector 82t that is a part of the negative electrode foil 82a, and negative electrodes formed on both sides of a portion other than the negative electrode current collector 82t of the negative electrode foil 82a.
  • a positive electrode element 84 of the unit cell element 80 is formed on both sides of a portion other than the positive electrode current collector 84t of the positive electrode foil 84a and the positive electrode current collector 84t which is a part of the positive electrode foil 84a.
  • Positive electrode active material 84b is formed on both sides of a portion other than the positive electrode current collector 84t of the positive electrode foil 84a and the positive electrode current collector 84t which is a part of the positive electrode foil 84a.
  • Lithium ions stored in the negative electrode element 82 from the positive electrode element 84 through the separator 86 during charging move to the positive electrode element 84 through the separator 86 from the negative electrode element 82 during discharging, and are combined with electrons in the positive electrode element 84.
  • a current flows from the positive electrode element 84 to the negative electrode element 82 via an external load.
  • the negative electrode element 82 and the positive electrode element 84 are alternately stacked with the separator 86 interposed therebetween, and the negative electrode element 82 having the negative electrode active material 82b formed on one or both sides of the negative electrode foil 82a is disposed at both ends in the stacking direction. At one end in the stacking direction, a positive electrode element 84 having a positive electrode active material 84b formed on one or both sides of a positive electrode foil 84a may be arranged.
  • the unit cell element 80 may have a structure in which a negative electrode element 82, a separator 86, and a positive electrode element 84 having a large aspect ratio are stacked in this order and wound in a roll shape.
  • the separator 86 can be integrated with one of the negative electrode element 82 and the positive electrode element 84, for example, by coating one of the negative electrode active material 82b and the positive electrode active material 84b. .
  • the high energy secondary battery 22he is an air battery using air as an active material
  • the high output secondary battery 22hp may be a lithium ion secondary battery.
  • the air battery 90 in FIG. 7A includes a positive electrode layer 92 having a porous structure, a negative electrode layer 94, and an electrolyte holding layer 96 for holding an organic electrolyte between the positive electrode layer 92 and the negative electrode layer 94.
  • Oxygen present therein passes through the porous structure of the positive electrode active material and chemically reacts with metal ions of the negative electrode active material, so that current flows from the positive electrode layer 92 to the negative electrode layer 94 via an external load.
  • the positive electrode layer 92 includes, for example, a catalyst, a conductive catalyst carrier, and a binder that binds the catalyst, and may have a porous structure.
  • the catalyst include platinum (Pt), ruthenium (Ru), iridium (Ir), rhodium (Rh), palladium (Pd), osmium (Os), tungsten (W), lead (Pb), and iron (Fe).
  • Metals such as chromium (Cr), cobalt (Co), nickel (Ni), manganese (Mn), vanadium (V), molybdenum (Mo), gallium (Ga), aluminum (Al), and alloys thereof can do.
  • the conductive catalyst carrier for example, carbon particles made of carbon black, activated carbon, coke, natural graphite, artificial graphite, or the like can be used.
  • the binder for example, a fluorine-based resin or an olefin-based resin can be used.
  • the negative electrode layer 94 can be formed of a negative electrode active material.
  • the negative electrode active material include lithium (Li), zinc (Zn), iron (Fe), aluminum (Al), and magnesium (Mg). , Manganese (Mn), silicon (Si), titanium (Ti), chromium (Cr), vanadium (V), and the like, and alloys containing these can be used.
  • an aqueous solution or a non-aqueous solution of potassium chloride, sodium chloride, potassium hydroxide, or the like can be used as the electrolyte held in the electrolyte holding layer 96.
  • the fuel cell 100 in FIG. 7B is included in an air cell in terms of classification, and includes an electrode assembly 102, a negative electrode fuel substance body 104, a heater (not shown), and a sealed container 106.
  • the electrode composite 102 includes an airtight solid electrolyte member 102a, a positive electrode 102b (also referred to as an air electrode or a cathode), and a negative electrode 102c (also referred to as a fuel electrode or an anode).
  • the closed container 106 includes the solid electrolyte member 102a or the negative electrode 102c as a part of the wall surface, and seals the negative electrode fuel substance member 104.
  • the solid electrolyte member 102a conducts oxygen ions
  • the positive electrode 102b reduces oxygen in the air to oxygen ions
  • the negative electrode 102c oxidizes hydrogen gas to water vapor.
  • the anode fuel substance 104 is, for example, iron particles, reacts with water vapor to generate hydrogen gas, and turns itself into an oxide. Due to the reaction at the time of the discharge, a current flows from the positive electrode 102b to the negative electrode 102c through the positive electrode lead wire 102p, the load, and the negative electrode lead wire 102n in this order.
  • the heater is for heating and maintaining the solid electrolyte member 102a and the anode fuel material member 104 at a predetermined temperature or higher.
  • the predetermined temperature is, for example, a temperature required to execute a conduction reaction of oxygen ions in the solid electrolyte member 102a or an oxidation-reduction reaction between iron particles and hydrogen gas at a constant rate, and is about
  • the temperature is preferably 400 ° C. or higher.
  • the electric vehicle charging system of the present invention is basically configured as described above. With such a configuration, the electric vehicle charging system of the present invention can recover the charging power of the secondary battery of the electric vehicle in a short time without using a large-scale external power supply facility, Further, it is possible to safely use the composite battery, extend the life of the composite battery, and configure a small, lightweight, and large-capacity composite battery as compared with the related art.
  • FIG. 8 is a partially enlarged side view of a first modification of the electric vehicle and the composite battery recovery device that constitute the electric vehicle charging system of the present invention.
  • the electric vehicle 110 includes the composite battery 22, and may further include a nonflammable pressure-resistant container 34, an opening / closing door 36, and a pressure reducing unit 38.
  • the decompression means 38 is provided in the middle of a through-hole 112 penetrating the vehicle body from the wall surface of the pressure-resistant container 34 to the outer surface of the electric vehicle 110.
  • the composite battery recovery device 120 according to the first modification of the present invention includes a charging device 122.
  • the electric vehicle 110 has the same configuration as the electric vehicle 20 except that the direction of discharging gas inside the pressure-resistant container 34 is different from that of the through-hole 40 with respect to the electric vehicle 20.
  • the recovery device 120 has the same configuration as the composite battery recovery device 50 except that the power transmission / reception method includes a charging device 122 different from the charging device 56. Omitted.
  • the through-hole 112 penetrates the vehicle body from the wall surface of the pressure-resistant container 34 to the outer surface of the electric vehicle 110, and a pressure reducing means 38 is provided in the middle of the through-hole 112.
  • the charging device 122 includes a power transmitting unit 122a and a power receiving unit 122b.
  • the power transmitting unit 122a is, for example, a charging plug
  • the power receiving unit 122b is, for example, a receptacle.
  • the charging device 122 can rapidly charge the high-output secondary battery 22hp by energization.
  • the power receiving unit 122b is arranged on the lower side surface of the pressure-resistant container 34 of the electric vehicle 20 or on the side surface of another part of the vehicle body.
  • the shape and size of the through hole 112 are not particularly limited as long as the gas inside the pressure-resistant container 34 can be discharged.
  • the first modification of the electric vehicle constituting the electric vehicle charging system of the present invention is basically configured as described above. With such a configuration, the electric vehicle charging system of the present invention can recover the charging power of the secondary battery of the electric vehicle in a short time without using a large-scale external power supply facility, Further, it is possible to safely use the composite battery, extend the life of the composite battery, and configure a small, lightweight, and large-capacity composite battery as compared with the related art.
  • FIG. 9A is a side view of a second modification of the electric vehicle constituting the electric vehicle charging system of the present invention
  • FIG. 9B is a bottom view of the second modification of the electric vehicle of FIG. 9A.
  • the electric vehicle 130 includes the composite battery 22, and may further include a nonflammable pressure-resistant container 132, an opening / closing door 134, and a pressure reducing unit 38.
  • the pressure reducing means 38 is provided in the middle of a through hole 40 penetrating the vehicle body from the wall surface of the pressure-resistant container 132 to the outer surface of the electric vehicle 130.
  • the electric vehicle 130 has the same configuration as the electric vehicle 20 except that the installation location has a pressure-resistant container 132 different from the pressure-resistant container 34, and the installation location has an opening / closing door 134 different from the opening / closing door 36. Therefore, description of the same components will be omitted.
  • the electric vehicle 130 is, for example, a bus that has no door on the driver's seat side and has only a passenger door on the passenger seat side. Between the front wheel and the rear wheel of the electric vehicle 130, a pressure-resistant container 132 that penetrates the vehicle body from the left to the right of the electric vehicle 130 is installed.
  • the secondary battery 22hp may be stored, and the high-energy type secondary battery 22he may be stored on the driver's seat side.
  • the exchanging device 54 is located immediately beside the driver's seat side of the electric vehicle 130, so that the ejected matter from the composite battery 22 stored in the pressure-resistant container 132 is discharged to the driver's seat side of the electric vehicle 130.
  • a pressure reducing means 38 is provided in the middle of the through hole 40 penetrating the vehicle body from the wall surface of the pressure-resistant container 132 to the outer surface of the electric vehicle 130, and the pressure reducing means 38 controls the pressure inside the pressure-resistant container 132 to a predetermined value. When it becomes higher than the value, it opens to discharge the gas inside the pressure-resistant container 132 to the left, right, forward or rear of the electric vehicle 130 where there may be a person. I do.
  • the side of the entry / exit door is left and the driver's seat side is right
  • the entrance / exit door side is right, driver's side. Is on the left.
  • the pressure-resistant container 132 includes a slide table 132t.
  • the slide table 132t uses a motor to move the high-energy secondary battery 22he stored in the pressure-resistant container 132 from the storage position to the driver seat side of the electric vehicle 130.
  • the electric vehicle 130 is moved to the storage position from the side and from the driver's seat side of the electric vehicle 130.
  • the pressure-resistant container 132 may be integrated with the vehicle body of the electric vehicle 130 like an engine room, or may be a separate component from the vehicle body.
  • the pressure vessel 132 does not have to have perfect sealing, but when the pressure inside the pressure vessel 132 becomes higher than the atmospheric pressure and the gas inside the pressure vessel 132 leaks little by little, It is preferable that the electric vehicle 130 leaks above or below the unoccupied electric vehicle 130, but does not leak in any other direction. Since the high-output secondary battery 22hp does not need to be moved for replacement, the high-output secondary battery 22hp may be stored at a position other than the entrance door side of the electric vehicle 130 without being placed on the slide table 132t.
  • the shape, size, and thickness of the pressure-resistant container 132 are not particularly limited as long as the high-energy secondary battery 22he and the high-output secondary battery 22hp can be accommodated.
  • the shape, size, and thickness of the slide table 132t are not particularly limited as long as the high-energy secondary battery 22he can be placed and moved from the storage position in the pressure-resistant container 132 to the transfer position of the exchange device 54.
  • the shape, size, and thickness of the opening / closing door 134 are particularly limited as long as the opening of the pressure-resistant container 132 having a size through which the slide table 132t on which the high-energy secondary battery 22he is mounted can pass can be closed. is not.
  • the shape and size of the through hole 40 are not particularly limited as long as the gas inside the pressure-resistant container 132 can be discharged.
  • the materials of the pressure-resistant container 132, the slide table 132t, and the opening / closing door 134 are not particularly limited as long as they are nonflammable or flame-retardant and have a tensile strength, and may be a synthetic resin such as a polyamide resin or a phenol resin. , Iron, aluminum and other metals.
  • the second modification of the electric vehicle constituting the electric vehicle charging system of the present invention is basically configured as described above. With such a configuration, the electric vehicle charging system of the present invention can recover the charging power of the secondary battery of the electric vehicle in a short time without using a large-scale external power supply facility, Further, it is possible to safely use the composite battery, extend the life of the composite battery, and configure a small, lightweight, and large-capacity composite battery as compared with the related art.
  • FIG. 10A is a side view of Modification 3 of the electric vehicle constituting the electric vehicle charging system of the present invention
  • FIG. 10B is a bottom view of Modification 3 of the electric vehicle of FIG. 10A.
  • the electric vehicle 140 may include the composite battery 22, and may further include a nonflammable pressure-resistant container 142, an opening / closing door 144, and the pressure reducing unit 38.
  • the pressure reducing means 38 is provided in the middle of the through hole 40 penetrating the wall of the pressure-resistant container 142.
  • the electric vehicle 140 has the same configuration as the electric vehicle 20 except that the installation location has a pressure-resistant container 142 different from the pressure-resistant container 34 and the installation location has an opening / closing door 144 different from the opening / closing door 36. Therefore, description of the same components will be omitted.
  • the electric vehicle 140 is, for example, a truck having doors on both the driver's seat side and the passenger's seat side. Between the front wheel and the rear wheel of the electric vehicle 140, two pressure-resistant containers 142 are fixed to the left and right side walls of the vehicle of the electric vehicle 140, for example, on the passenger seat side of the electric vehicle 140. May store a high-output secondary battery 22hp, and a high-energy secondary battery 22he may be stored on the driver's seat side.
  • the exchanging device 54 is located immediately beside the driver's seat side of the electric vehicle 140, so that the ejected matter from the composite battery 22 stored in the pressure-resistant container 142 is discharged to the driver's seat side of the electric vehicle 140. It is unlikely that direct human injury to non-drivers will occur if the vehicle is discharged to the side.
  • a pressure reducing means 38 is provided in the middle of the through hole 40 penetrating the wall of the pressure resistant container 142.
  • the pressure reducing means 38 is opened when the pressure inside the pressure resistant container 142 becomes higher than a predetermined value.
  • the gas inside the container 142 is discharged to the left of the electric vehicle 140 where there may be a person, not to the right, nor to the front or the rear, but to the upper part where there is no person in the illustrated example.
  • the side of the passenger seat is on the left and the driver's seat is right
  • the passenger's seat is on the right, driver's side. Is on the left.
  • the pressure vessel 142 does not have to have complete sealing, but when the pressure inside the pressure vessel 142 becomes higher than the atmospheric pressure and the gas inside the pressure vessel 142 leaks little by little, It is preferable that the electric vehicle 140 leaks above or below the unoccupied electric vehicle 140, but it is not preferable that the electric vehicle 140 leaks in other directions. Since the high-output secondary battery 22hp does not need to be moved for replacement, it may be stored at a position other than the passenger seat side of the electric vehicle 140 without being placed on the slide table 142t.
  • the shape, size, and thickness of the pressure-resistant container 142 are not particularly limited as long as the high-energy secondary battery 22he and the high-output secondary battery 22hp can be accommodated.
  • the shape, size, and thickness of the slide table 142t are not particularly limited as long as the high-energy secondary battery 22he can be placed and moved from the storage position in the pressure-resistant container 142 to the transfer position of the exchange device 54.
  • the shape, size, and thickness of the opening / closing door 144 are particularly limited as long as the opening of the pressure-resistant container 142 having a size through which the slide table 142t on which the high-energy type secondary battery 22he is mounted can pass can be closed. is not.
  • the shape and size of the through-hole 40 are not particularly limited as long as the gas inside the pressure-resistant container 142 can be discharged.
  • the material of the pressure-resistant container 142, the slide table 142t, and the opening / closing door 144 is not particularly limited as long as it is nonflammable or flame-retardant and has a tensile strength, and may be a synthetic resin such as a polyamide resin or a phenol resin. , Iron, aluminum and other metals.
  • the third modification of the electric vehicle constituting the electric vehicle charging system of the present invention is basically configured as described above. With such a configuration, the electric vehicle charging system of the present invention can recover the charging power of the secondary battery of the electric vehicle in a short time without using a large-scale external power supply facility, Further, it is possible to safely use the composite battery, extend the life of the composite battery, and configure a small, lightweight, and large-capacity composite battery as compared with the related art.
  • the electric vehicle charging system of the present invention has the effect of being able to recover the charging power of the secondary battery of the electric vehicle in a short time without using a large-scale external power supply facility.
  • the composite battery is industrially useful because it has the effects of safely using the composite battery, extending the life of the composite battery, and forming a small, lightweight, and large-capacity composite battery.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Secondary Cells (AREA)
  • Battery Mounting, Suspending (AREA)

Abstract

L'invention concerne un système de charge de corps mobile électrique avec lequel il est possible de restaurer la puissance pour charger une batterie secondaire d'un corps mobile électrique en une courte durée sans utiliser d'équipement de source de puissance externe à grande échelle. Un système de charge de corps mobile électrique (10) comprend un corps mobile électrique (20) qui peut se déplacer librement et un dispositif de restauration de batterie composite (50). Le corps mobile électrique (20) est doté d'une batterie composite (22) et la batterie composite (22) est configurée à partir d'une connexion parallèle d'une batterie secondaire à haute énergie (22he) et d'une batterie secondaire à haut rendement (22hp). Le dispositif de restauration de batterie composite (50) est doté d'une batterie secondaire à haute énergie de secours (52), d'un dispositif de remplacement (54) et d'un dispositif de charge (56). La batterie secondaire à haute énergie de secours (52) est chargée par une puissance provenant d'une source de puissance externe (70). Le dispositif de remplacement (54) remplace la batterie secondaire à haute énergie (22he) dont la puissance chargée a été consommée par le corps mobile électrique (20) avec une batterie secondaire à haute énergie de secours (52a). Le dispositif de charge (56) charge rapidement la batterie secondaire à haut rendement (22hp) dont la puissance chargée a été consommée par le corps mobile électrique (20), la puissance incluant la puissance déchargée par les batteries secondaires à haute énergie de secours restantes (52b-52n).
PCT/JP2018/027323 2018-07-20 2018-07-20 Système de charge de corps mobile électrique WO2020017034A1 (fr)

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PCT/JP2018/027323 WO2020017034A1 (fr) 2018-07-20 2018-07-20 Système de charge de corps mobile électrique
JP2020530850A JP6842226B2 (ja) 2018-07-20 2018-07-20 電動移動体充電システム

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WO2021214949A1 (fr) * 2020-04-23 2021-10-28 ヤマハ発動機株式会社 Système de production de substrat et véhicule à déplacement autonome associé
WO2023074561A1 (fr) * 2021-10-25 2023-05-04 Ｃｏｎｎｅｘｘ Ｓｙｓｔｅｍｓ株式会社 Batterie composite et système de batterie composite pourvu de celle-ci

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JP2012034554A (ja) * 2009-08-21 2012-02-16 Jfe Engineering Corp 急速充電装置
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JP2014035825A (ja) * 2012-08-07 2014-02-24 Toyota Motor Corp 電池管理システムおよび電池の交換方法
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WO2021214949A1 (fr) * 2020-04-23 2021-10-28 ヤマハ発動機株式会社 Système de production de substrat et véhicule à déplacement autonome associé
JPWO2021214949A1 (fr) * 2020-04-23 2021-10-28
JP7344373B2 (ja) 2020-04-23 2023-09-13 ヤマハ発動機株式会社 基板製造システムおよびその自律走行車
WO2023074561A1 (fr) * 2021-10-25 2023-05-04 Ｃｏｎｎｅｘｘ Ｓｙｓｔｅｍｓ株式会社 Batterie composite et système de batterie composite pourvu de celle-ci
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