JP2001313085A - Power source system for running vehicle - Google Patents
Power source system for running vehicleInfo
- Publication number
- JP2001313085A JP2001313085A JP2000128742A JP2000128742A JP2001313085A JP 2001313085 A JP2001313085 A JP 2001313085A JP 2000128742 A JP2000128742 A JP 2000128742A JP 2000128742 A JP2000128742 A JP 2000128742A JP 2001313085 A JP2001313085 A JP 2001313085A
- Authority
- JP
- Japan
- Prior art keywords
- secondary battery
- aqueous secondary
- battery group
- power supply
- supply system
- Prior art date
- Legal status (The legal status 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 status listed.)
- Abandoned
Links
Classifications
-
- 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
Landscapes
- Secondary Cells (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は自動車等に使用され
る走行車輌用電源システムに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power supply system for a traveling vehicle used for an automobile or the like.
【０００２】[0002]
【従来の技術】従来、自動車には１２Ｖ系鉛蓄電池が搭
載される電源システム（１４Ｖシステム）が用いられて
きた。該１４Ｖシステムでは、１２Ｖ系鉛蓄電池から自
動車のエンジンを始動する起動装置（スターターモー
タ）に電流を供給（放電）し、前記エンジンが始動した
後は、該エンジンの回転力によって作動する発電機から
１２Ｖ系鉛蓄電池に電流が常時供給される（充電）。と
ころが、自動車の減速時のエネルギーは、熱として消費
されていた。近年、１２Ｖ系鉛蓄電池に代って、３６Ｖ
系鉛蓄電池を搭載する新しい電源システム（４２Ｖシス
テム）が提案されている。該４２Ｖシステムでは、自動
車のエンジンを始動する車輌起動装置として、高出力な
モータジェネレータを使用することが可能になり、該モ
ータジェネレータにより、従来、熱として消費されてい
た自動車の減速時におけるエネルギーを、回生エネルギ
ーとして電気エネルギーに変換して３６Ｖ系鉛蓄電池に
電流を供給（充電）し、エネルギー効率を高め、自動車
の燃費向上を可能にしようとするものである。2. Description of the Related Art Conventionally, a power supply system (14V system) equipped with a 12V lead storage battery has been used in automobiles. In the 14V system, a current is supplied (discharged) to a starting device (starter motor) for starting an automobile engine from a 12V lead storage battery. After the engine is started, a generator operated by the rotational force of the engine is used. Current is constantly supplied (charged) to the 12V lead storage battery. However, the energy when the vehicle decelerated was consumed as heat. In recent years, instead of 12V lead-acid batteries, 36V
A new power supply system (42V system) equipped with a system lead storage battery has been proposed. In the 42V system, a high-output motor generator can be used as a vehicle starting device for starting an engine of the vehicle, and the motor generator can use the energy that is conventionally consumed as heat during deceleration of the vehicle. It is intended to convert (convert) electric energy into regenerative energy to supply (charge) current to a 36V-based lead-acid battery, thereby improving energy efficiency and improving fuel efficiency of automobiles.
【０００３】[0003]
【発明が解決しようとする課題】しかし、該４２Ｖシス
テムに使用されるモータジェネレータは、３〜４kWと高
出力であり、回生時の電流値は４０〜８０Ａ（２〜４Ｃ
Ａ相当）に達するが、従来の鉛蓄電池で、このような大
電流充電を受け入れることは難しい。即ち、鉛蓄電池
は、１ＣＡ以上になると、充電時の副反応である水の分
解反応が促進され、充電効率が落ちて電池の寿命に悪影
響を及ぼすためである。特に、エンジンルームへの搭載
（雰囲気温度６０℃）を前提とされる自動車においては
短寿命になる惧れがある。本発明は、自動車等の走行車
輌の減速時におけるエネルギーを、回生エネルギーとし
て充分に受け入れることができる走行車輌用電源システ
ムを提供することを目的とする。However, the motor generator used in the 42V system has a high output of 3 to 4 kW, and the current value during regeneration is 40 to 80 A (2 to 4 C).
A), but it is difficult for conventional lead-acid batteries to accept such high-current charging. That is, when the lead storage battery becomes 1 CA or more, the decomposition reaction of water, which is a side reaction at the time of charging, is promoted, and the charging efficiency is reduced, thereby adversely affecting the life of the battery. In particular, there is a possibility that the life of an automobile which is assumed to be mounted in an engine room (atmospheric temperature of 60 ° C.) may be short. SUMMARY OF THE INVENTION It is an object of the present invention to provide a power supply system for a traveling vehicle that can sufficiently accept energy during deceleration of a traveling vehicle such as an automobile as regenerative energy.
【０００４】[0004]
【発明が解決するための手段】本発明は、上記目的を達
成するためになされたもので、非水系二次電池群と水溶
液系二次電池群とを組み合わせた走行車輌用電源システ
ムであって、前記非水系二次電池群を充電する経路と、
前記水溶液系二次電池群を充電する経路とが異なり、前
記非水系二次電池群を充電する時の電流が、前記水溶液
系二次電池群を充電する時の電流より大きいことを特徴
とする。前記水溶液系二次電池群は、鉛蓄電池で構成さ
れていることが望ましく、鉛蓄電池として、３６Ｖ系制
御弁式鉛蓄電池を用いるのが望ましい。更に前記非水系
二次電池群は、リチウム二次電池で構成されていること
が望ましく、リチウム２次電池として、３６Ｖ系リチウ
ム二次電池を用いても良い。ここで、前記非水系二次電
池群と前記水溶液系二次電池群は並列に接続されてお
り、非水系二次電池群側に、ＤＣ／ＤＣコンバータを付
加して、前記水溶液系二次電池の電池電圧と合わせてお
り、また、前記非水系二次電池群と前記水溶液系二次電
池群のそれぞれの充電状態を個別に制御するコントロー
ラを備えていることが望ましい。更にまた、前記非水系
二次電池群又は前記水溶液系二次電池群は、車輌起動装
置に至る放電経路を有することができる。SUMMARY OF THE INVENTION The present invention has been made to achieve the above object, and is a power supply system for a traveling vehicle that combines a non-aqueous secondary battery group and an aqueous secondary battery group. A path for charging the non-aqueous secondary battery group,
A path for charging the aqueous secondary battery group is different, and a current for charging the non-aqueous secondary battery group is larger than a current for charging the aqueous secondary battery group. . The aqueous secondary battery group is preferably composed of a lead storage battery, and it is desirable to use a 36 V control valve type lead storage battery as the lead storage battery. Further, the non-aqueous secondary battery group is preferably composed of a lithium secondary battery, and a 36 V lithium secondary battery may be used as the lithium secondary battery. Here, the non-aqueous secondary battery group and the aqueous secondary battery group are connected in parallel, and a DC / DC converter is added to the non-aqueous secondary battery group side to form the aqueous secondary battery group. And a controller that individually controls the charge state of each of the non-aqueous secondary battery group and the aqueous secondary battery group. Furthermore, the non-aqueous secondary battery group or the aqueous secondary battery group may have a discharge path to a vehicle starting device.
【０００５】[0005]
【発明の実施の形態】以下、本発明を実施例に基づいて
更に詳細に説明するが、本発明は下記実施例に何ら限定
されるものではなく、その要旨を変更しない範囲におい
て、適宜変更して実施することができる。ここで、前記
非水系二次電池群又は前記水溶液系二次電池群とは、非
水系二次電池又は前記水溶液系二次電池のそれぞれ単電
池もしくは単電池を複数個結合した組電池を意味する。 〔非水系二次電池の説明〕本発明で使用する非水系二次
電池としては、いわゆるリチウム二次電池、特にリチウ
ムイオン二次電池が使用可能である。この電池は次のよ
うにして準備される。正極にはリチウムを含んだマンガ
ン酸化物、負極には活物質である炭素粉末を使用し、こ
の正、負極及びセパレータを用いて、捲回式の電極体を
作製し、円筒型電池缶に挿入する。これに電解液を注入
し、正極端子を兼ねる封口体にて密閉する。 〔水溶液系二次電池の説明〕本発明で使用する水溶液系
二次電池としては、いわゆる鉛蓄電池、特に制御弁式鉛
蓄電池を例示することができる。この電池は次のように
して準備される。正極には二酸化鉛、負極には海面状鉛
を使用し、正、負極及びガラス繊維セパレータを用い
て、積層した極板群を作製し、角型電槽内に挿入する。
これに制御弁を開放した蓋をつけ、電解液である希硫酸
を注入し、前記制御弁を取付けて電池を密閉化する。 〔走行車輌用電源システム１の構成〕コントローラ５付
きの非水系二次電池群１とコントローラ６付きの水溶液
系二次電池群２が並列に接続され、モータジェネレータ
３とＤＩＶ（電流分配器）４とを組み合わせた走行車輌
用電源システム１を図１に示す。図１中、非水系二次電
池群１にはリチウムイオン二次電池（３．６Ｖ−３．５
Ａｈ）が１０本直列で使用され、非水系二次電池群１の
電池電圧としては３６Ｖで、電池容量としては３．５Ａ
ｈ（５時間率放電容量）である。該非水系二次電池群１
の充電状態はコントローラ５によって常に制御されてい
る。また、水溶液系二次電池群２には、前記非水系二次
電池群１の電池容量３．５Ａｈより大きい電池容量１８
Ａｈ（５時間率放電容量）の１８セルからなる３６Ｖ系
制御弁式鉛蓄電池（３６Ｖ−１８Ａｈ）が使用され、該
水溶液系二次電池群２の充電状態はコントローラ６によ
って常に制御されている。このとき、該非水系二次電池
群１の回生能力が前記水溶液系二次電池群２より大きい
ため、該非水系二次電池群１への充電電流を前記水溶液
系二次電池群２への充電電流より大きくしている。 〔走行車輌用電源システム２の構成〕バッテリコントロ
ーラ５付きの非水系二次電池群１とコントローラ６付き
の水溶液系二次電池群２が並列に接続され、モータジェ
ネレータ３とＤＩＶ（電流分配器）４と非水系二次電池
１側に付加したＤＣ／ＤＣコンバータ７とを組み合わせ
た走行車輌用電源システム２を図２に示す。ＤＣ／ＤＣ
コンバータ７により、前記非水系二次電池群１側の電圧
を前記水溶液系二次電池群２の電池電圧と合せている。
図２中、非水系二次電池群１にはリチウムイオン二次電
池（３．６Ｖ−３．５Ａｈ）が1〜９本直列で使用さ
れ、非水系二次電池群１の電池電圧としては３．６×ｎ
Ｖ（ｎはリチウムイオン二次電池の本数）で、電池容量
としては３．５Ａｈ（５時間率放電容量）である。該非
水系二次電池群１の充電状態はバッテリコントローラ５
によって常に制御されている。また、水溶液系二次電池
群２には、前記非水系二次電池群１の電池容量３．５Ａ
ｈより大きい電池容量１８Ａｈ（５時間率放電容量）の
１８セルからなる３６Ｖ系制御弁式鉛蓄電池（３６Ｖ−
１８Ａｈ）が使用され、該水溶液系二次電池群２の充電
状態はコントローラ６によって常に制御されている。こ
のとき、該非水系二次電池群１の回生能力が前記水溶液
系二次電池群２より大きいため、該非水系二次電池群１
への充電電流を前記水溶液系二次電池群２への充電電流
より大きくしている。 〔走行車輌用電源システム１及び２の作動方法〕車輌起
動時においては、電池容量が非水系二次電池群１より大
きい水溶液系二次電池群２からの出力によって起動させ
る。一方、制動時に生じる回生エネルギーは、電気エネ
ルギーとして該水溶液系二次電池群２に一部が回生（充
電）されるが、より回生能力の大きい非水系二次電池群
１にも回生（充電）されるため、該非水系二次電池群１
への充電電流を前記水溶液系二次電池群２への充電電流
より大きくして、走行車輌用電源システム１及び２とし
てのエネルギー効率を高めている。BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the present invention will be described in more detail with reference to examples. However, the present invention is not limited to the following examples, and may be appropriately changed within the scope of the invention. Can be implemented. Here, the non-aqueous secondary battery group or the aqueous secondary battery group means a non-aqueous secondary battery or an aqueous secondary battery, or an assembled battery in which a plurality of single cells are combined, respectively. . [Description of Nonaqueous Secondary Battery] As the nonaqueous secondary battery used in the present invention, a so-called lithium secondary battery, particularly a lithium ion secondary battery, can be used. This battery is prepared as follows. A manganese oxide containing lithium is used for the positive electrode, and a carbon powder, which is an active material, is used for the negative electrode. Using the positive electrode, the negative electrode, and the separator, a wound electrode body is manufactured and inserted into a cylindrical battery can. I do. An electrolytic solution is injected into this, and the container is sealed with a sealing member also serving as a positive electrode terminal. [Description of Aqueous Solution Secondary Battery] As the aqueous solution secondary battery used in the present invention, a so-called lead storage battery, particularly a control valve type lead storage battery can be exemplified. This battery is prepared as follows. Using a positive electrode, a negative electrode, and a glass fiber separator, using lead dioxide for the positive electrode and sea-surface lead for the negative electrode, a laminated electrode group is prepared and inserted into a rectangular battery case.
A lid with an open control valve is attached thereto, dilute sulfuric acid as an electrolyte is injected, and the control valve is attached to seal the battery. [Structure of power supply system 1 for traveling vehicle] A non-aqueous secondary battery group 1 with a controller 5 and an aqueous secondary battery group 2 with a controller 6 are connected in parallel, and a motor generator 3 and a DIV (current distributor) 4 are connected. 1 is shown in FIG. 1. In FIG. 1, a non-aqueous secondary battery group 1 includes a lithium ion secondary battery (3.6 V-3.5).
Ah) are used in series, and the battery voltage of the non-aqueous secondary battery group 1 is 36 V and the battery capacity is 3.5 A
h (5 hour rate discharge capacity). The non-aqueous secondary battery group 1
Is always controlled by the controller 5. The aqueous secondary battery group 2 has a battery capacity 18 larger than the battery capacity 3.5 Ah of the non-aqueous secondary battery group 1.
A 36V-system control valve-type lead storage battery (36V-18Ah) comprising 18 cells of Ah (5 hour rate discharge capacity) is used, and the charge state of the aqueous secondary battery group 2 is constantly controlled by the controller 6. At this time, since the regenerative ability of the non-aqueous secondary battery group 1 is larger than that of the aqueous secondary battery group 2, the charging current to the non-aqueous secondary battery group 1 is changed to the charging current to the aqueous secondary battery group 2. Is larger. [Configuration of power supply system 2 for traveling vehicle] A non-aqueous secondary battery group 1 with a battery controller 5 and an aqueous secondary battery group 2 with a controller 6 are connected in parallel, and a motor generator 3 and a DIV (current distributor) are connected. FIG. 2 shows a power supply system 2 for a traveling vehicle in which a DC / DC converter 4 is combined with a DC / DC converter 7 added to the non-aqueous secondary battery 1. DC / DC
The voltage of the non-aqueous secondary battery group 1 is matched with the battery voltage of the aqueous secondary battery group 2 by the converter 7.
In FIG. 2, 1 to 9 lithium ion secondary batteries (3.6 V to 3.5 Ah) are used in series for the non-aqueous secondary battery group 1, and the battery voltage of the non-aqueous secondary battery group 1 is 3 .6 × n
V (n is the number of lithium ion secondary batteries), and the battery capacity is 3.5 Ah (5 hour rate discharge capacity). The state of charge of the non-aqueous secondary battery group 1 is determined by the battery controller 5
Is always controlled by The aqueous secondary battery group 2 has a battery capacity of 3.5 A of the non-aqueous secondary battery group 1.
h, a 36V-system controllable valve-type lead-acid battery (18Vh) having a battery capacity of 18Ah (5 hour discharge capacity) larger than 36h.
18Ah) is used, and the state of charge of the aqueous secondary battery group 2 is constantly controlled by the controller 6. At this time, since the regenerative ability of the non-aqueous secondary battery group 1 is greater than the aqueous secondary battery group 2, the non-aqueous secondary battery group 1
The charging current to the aqueous secondary battery group 2 is made larger than the charging current to the aqueous secondary battery group 2. [Method of operating the power supply systems 1 and 2 for the traveling vehicle] At the time of starting the vehicle, the vehicle is activated by the output from the aqueous secondary battery group 2 having a battery capacity larger than the non-aqueous secondary battery group 1. On the other hand, the regenerative energy generated during braking is partially regenerated (charged) as electric energy in the aqueous secondary battery group 2, but also regenerated (charged) in the non-aqueous secondary battery group 1 having a higher regenerative capacity. Therefore, the non-aqueous secondary battery group 1
The charging current to the battery group 2 is made larger than the charging current to the aqueous secondary battery group 2 to increase the energy efficiency of the power supply systems 1 and 2 for the traveling vehicle.
【０００６】[0006]
【実施例】上記走行車輌用電源システム１を本発明品１
とし、上記走行車輌用電源システム２で非水系二次電池
群１としてリチウムイオン二次電池（３．６Ｖ−３．５
Ａｈ）１本を用いたものを本発明品２として充電試験を
行った。比較例として、１８セルからなる３６Ｖ系制御
弁式鉛蓄電池（３６Ｖ−１８Ａｈ）のみを用いた従来提
案の電源システムについても充電試験を行った。図３に
は、本発明品１、本発明品２、比較例のそれぞれの５秒
目電池電圧と３６Ｖ系制御弁式鉛蓄電池を基準とした充
電率との関係を示す。本発明品１及び本発明品２は、リ
チウムイオン二次電池の回生能力が大きいために、充電
率が１２Ｃを超えても５秒目電池電圧は、４２Ｖ以下に
抑えられて３６Ｖ系制御弁式鉛蓄電池から水素発生しな
いため、充電が可能で走行車輌用電源システムとして回
生エネルギーを充分に受け入れることができる。一方、
比較例は、充電率が２Ｃを超えると５秒目電池電圧が４
７Ｖ以上となり、３６Ｖ系制御弁式鉛蓄電池から水素発
生して充電が不可能となった。従って、前記リチウムイ
オン二次電池への充電電流を前記３６Ｖ系制御弁式鉛蓄
電池への充電電流より大きくして、走行車輌用電源シス
テムとしてのエネルギー効率を高めることができる。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The above-mentioned power supply system 1 for a traveling vehicle is a
The lithium-ion secondary battery (3.6 V-3.5) is used as the non-aqueous secondary battery group 1 in the traveling vehicle power supply system 2.
Ah) A charging test was performed using one of the batteries as a product 2 of the present invention. As a comparative example, a charging test was also performed on a conventionally proposed power supply system using only a 36V-system control valve-type lead storage battery (36V-18Ah) composed of 18 cells. FIG. 3 shows the relationship between the battery voltage at the 5th second and the charging rate based on the 36V control valve type lead-acid battery of each of the product of the present invention 1, the product of the present invention 2, and the comparative example. The product 1 of the present invention and the product 2 of the present invention have a large regenerative ability of the lithium ion secondary battery. Therefore, even if the charging rate exceeds 12C, the battery voltage at the 5th second is suppressed to 42V or less, and the 36V control valve type is used. Since hydrogen is not generated from the lead storage battery, it can be charged and can sufficiently receive regenerative energy as a power supply system for a running vehicle. on the other hand,
In the comparative example, when the charging rate exceeds 2C, the battery voltage becomes 4 at 5 seconds.
The voltage became 7 V or more, and hydrogen was generated from the 36 V control valve type lead storage battery, and charging became impossible. Therefore, the charging current to the lithium ion secondary battery is made larger than the charging current to the 36V control valve type lead storage battery, so that the energy efficiency of the power supply system for a traveling vehicle can be improved.
【０００７】[0007]
【発明の効果】上述したように、本発明は、非水系二次
電池群と水溶液系二次電池群との効果的な組み合わせに
よって、自動車等の走行車輌の制動時におけるエネルギ
ーを回生エネルギーとして効率よく利用することがで
き、その工業的価値は極めて大きい。As described above, according to the present invention, by effectively combining a non-aqueous secondary battery group and an aqueous secondary battery group, energy during braking of a running vehicle such as an automobile is converted into regenerative energy. It can be used well and its industrial value is extremely large.
【図面の簡単な説明】[Brief description of the drawings]
【図１】本発明の走行車輌用電源システム１のブロック
図である。FIG. 1 is a block diagram of a traveling vehicle power supply system 1 of the present invention.
【図２】本発明の走行車輌用電源システム２のブロック
図である。FIG. 2 is a block diagram of a power supply system 2 for a traveling vehicle according to the present invention.
【図３】本発明の走行車輌用電源システムにおける５秒
目電池電圧と充電率との関係を示すグラフである。FIG. 3 is a graph showing a relationship between a battery voltage at 5 seconds and a charging rate in the traveling vehicle power supply system of the present invention.
１：非水系二次電池群、２：水溶液系二次電池群、３：
モータジェネレータ、４：ＤＩＶ（電流分配器）、５：
コントローラ、６：コントローラ、７：ＤＣ／ＤＣコン
バータ1: non-aqueous secondary battery group, 2: aqueous secondary battery group, 3:
Motor generator, 4: DIV (current distributor), 5:
Controller, 6: Controller, 7: DC / DC converter
───────────────────────────────────────────────────── フロントページの続き (72)発明者 平沢 今吉 東京都中央区日本橋本町２丁目８番７号 新神戸電機株式会社内 (72)発明者 森本 佳成 東京都中央区日本橋本町２丁目８番７号 新神戸電機株式会社内 Ｆターム(参考） 5H030 AA01 AA10 AS08 BB04 BB10 BB22 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Imayoshi Hirasawa 2-8-7 Nihonbashi Honcho, Chuo-ku, Tokyo Inside Shin-Kobe Electric Machinery Co., Ltd. (72) Yoshinari Morimoto 2--8 Nihonbashi Honcho, Chuo-ku, Tokyo No. 7 Shin Kobe Electric Co., Ltd. F term (reference) 5H030 AA01 AA10 AS08 BB04 BB10 BB22
Claims (9)
を組み合わせた走行車輌用電源システムであって、前記
非水系二次電池群を充電する経路と、前記水溶液系二次
電池群を充電する経路とが異なり、前記非水系二次電池
群を充電する時の電流が、前記水溶液系二次電池群を充
電する時の電流より大きいことを特徴とする走行車輌用
電源システム。1. A power supply system for a traveling vehicle in which a non-aqueous secondary battery group and an aqueous secondary battery group are combined, wherein a path for charging the non-aqueous secondary battery group and the aqueous secondary battery are provided. A power supply system for a traveling vehicle, wherein a current for charging the non-aqueous secondary battery group is different from a current for charging the aqueous secondary battery group, which is different from a path for charging the group.
成されていることを特徴とする請求項１記載の走行車輌
用電源システム。2. The power supply system for a traveling vehicle according to claim 1, wherein said aqueous secondary battery group is constituted by a lead storage battery.
池であることを特徴とする請求項２記載の走行車輌用電
源システム。3. The power supply system for a traveling vehicle according to claim 2, wherein said lead storage battery is a 36V control valve type lead storage battery.
池で構成されていることを特徴とする請求項１記載の走
行車輌用電源システム。4. The power supply system for a running vehicle according to claim 1, wherein said non-aqueous secondary battery group is constituted by a lithium secondary battery.
ム二次電池であることを特徴とする請求項４記載の走行
車輌用電源システム。5. The power supply system for a running vehicle according to claim 4, wherein said lithium secondary battery is a 36V lithium secondary battery.
電池群が並列に接続されていることを特徴とする請求項
１記載の走行車輌用電源システム。6. The power supply system for a traveling vehicle according to claim 1, wherein said non-aqueous secondary battery group and said aqueous secondary battery group are connected in parallel.
／ＤＣコンバータを付加して、前記水溶液系二次電池群
の電池電圧と合わせていることを特徴とする請求項６記
載の走行車輌用電源システム。7. The battery voltage of the non-aqueous secondary battery group is DC
The power supply system for a traveling vehicle according to claim 6, wherein a / DC converter is added so as to match the battery voltage of the aqueous secondary battery group.
電池群のそれぞれの充電状態を個別に制御するコントロ
ーラを備えたことを特徴とする請求項１，２，４，６，
７のうちいずれか１項記載の走行車輌用電源システム。8. A system according to claim 1, further comprising a controller for individually controlling a state of charge of each of said non-aqueous secondary battery group and said aqueous secondary battery group.
The power supply system for a traveling vehicle according to any one of claims 7 to 7.
次電池群は、車輌起動装置に至る放電経路を有すること
を特徴とする請求項１，２，４，６，７，８のうちいず
れか１項記載の走行車輌用電源システム。9. The battery according to claim 1, wherein the non-aqueous secondary battery group or the aqueous secondary battery group has a discharge path leading to a vehicle starting device. The power supply system for a traveling vehicle according to any one of the preceding claims.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000128742A JP2001313085A (en) | 2000-04-28 | 2000-04-28 | Power source system for running vehicle |
| US09/816,145 US6366055B1 (en) | 2000-03-30 | 2001-03-26 | Power supply system and state of charge estimating method |
| EP01108083A EP1138554B1 (en) | 2000-03-30 | 2001-03-29 | Power system and state of charge estimating method |
| DE60136237T DE60136237D1 (en) | 2000-03-30 | 2001-03-29 | Power system and method for providing the state of charge |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000128742A JP2001313085A (en) | 2000-04-28 | 2000-04-28 | Power source system for running vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2001313085A true JP2001313085A (en) | 2001-11-09 |
Family
ID=18638137
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000128742A Abandoned JP2001313085A (en) | 2000-03-30 | 2000-04-28 | Power source system for running vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2001313085A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004342580A (en) * | 2003-04-21 | 2004-12-02 | Makita Corp | Compound battery and battery pack |
| JPWO2017122631A1 (en) * | 2016-01-12 | 2018-10-25 | 日産自動車株式会社 | Power supply system and control method thereof |
-
2000
- 2000-04-28 JP JP2000128742A patent/JP2001313085A/en not_active Abandoned
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004342580A (en) * | 2003-04-21 | 2004-12-02 | Makita Corp | Compound battery and battery pack |
| JPWO2017122631A1 (en) * | 2016-01-12 | 2018-10-25 | 日産自動車株式会社 | Power supply system and control method thereof |
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