WO2022269832A1 - Discharge control circuit - Google Patents
Discharge control circuit Download PDFInfo
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- WO2022269832A1 WO2022269832A1 PCT/JP2021/023856 JP2021023856W WO2022269832A1 WO 2022269832 A1 WO2022269832 A1 WO 2022269832A1 JP 2021023856 W JP2021023856 W JP 2021023856W WO 2022269832 A1 WO2022269832 A1 WO 2022269832A1
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- discharge
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- battery module
- control circuit
- discharge control
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- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 claims description 14
- 229910001416 lithium ion Inorganic materials 0.000 claims description 14
- 238000007599 discharging Methods 0.000 abstract 1
- 238000000034 method Methods 0.000 description 9
- 238000004891 communication Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000002159 abnormal effect Effects 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
- H02H3/08—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current
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- 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
Definitions
- the present invention relates to a discharge control circuit.
- lithium ion secondary batteries with high energy density are often used as battery power sources for driving motors.
- Electric vehicles have a motor drive system that requires a large current to drive heavy objects, and the discharge current during the discharge of the lithium-ion secondary battery is the cause of the risk of ignition due to variations in the driving of the electric vehicle. Therefore, it is important to avoid the risk of ignition by appropriate discharge control.
- the present invention has been made in view of such a background, and aims to provide a technique capable of performing appropriate discharge control.
- the main invention of the present invention for solving the above problems is a discharge control circuit, which has a battery cell group and an energization interrupting element for outputting or stopping the discharge output of the battery cell group, and supplies power to a load.
- the discharge current from the battery module exceeds a current threshold determined according to the voltage or temperature of the battery module, the current cut-off element is used to discharge the battery module group. Stop output.
- FIG. 1 is a circuit block diagram showing an outline of a configuration of a battery module 2 according to this embodiment;
- FIG. 1 is a circuit block diagram showing an outline of a configuration of a discharge control circuit 100 according to this embodiment;
- FIG. FIG. 5 is a graph showing an outline of the safety characteristics of the discharge control circuit 100 according to the present embodiment during overcurrent discharge of the lithium-ion secondary battery.
- 1 is a circuit block diagram showing an outline of a configuration of a discharge control circuit charge 101 according to this embodiment;
- FIG. 3 is a flow chart showing an outline of control of the main controller 12 of the discharge control circuit 101 according to the present embodiment;
- FIG. FIG. 4 is a graph showing an outline of safety characteristics of the discharge control circuit 101 according to the present embodiment during overcurrent discharge of the lithium-ion secondary battery.
- the battery module 2 includes a high-voltage rated battery cell group 1H in which a plurality of lithium-ion secondary battery cells are connected in series, and an FET 4 as an energization interrupting element for outputting or stopping the discharge output. connect to terminal 5 through
- the module controller 3 detects the voltage of the battery cell group 1H or the current of the battery cell group 1H, that is, the voltage appearing across the shunt resistor 6, and turns on or off the FET 4 according to the detection result. Controls output or stop of discharge output from terminal 5 .
- a discharge control circuit 100 connects a plurality of battery modules 2 in series to form a battery module group 2, and applies the output voltage of the battery module group 2 to a load 9 via a fuse 8.
- the load 9 is, for example, a motor drive circuit including an electric vehicle motor (not shown) and an inverter.
- lithium ion secondary batteries may ignite due to abnormal heat generation inside the battery cell if the discharge continues for a predetermined time or longer at a current value exceeding a predetermined value.
- the relationship, that is, the safety characteristic is a solid line 1 drawn as a generally downwardly convex curve with respect to two axes consisting of a current value axis and a time axis.
- the current value is relatively small, such as the current value Ix in FIG.
- the lithium-ion secondary battery may ignite first without the fuse element blowing in the area, and further, due to variations in charging before the start of overcurrent discharge or variations in remaining capacity between battery cells in the battery module.
- an overcharged state that is, an overvoltage state, or when the temperature of the battery module during discharge is high, as shown by the solid line 2
- the characteristic shifts to shorten the time until ignition as a whole.
- the issue of safety design matching which has and avoids said ignition to varying safety characteristics for said various conditions, is important.
- the discharge control circuit 101 has the same configuration as the discharge circuit 100 without the fuse 8, and the main controller 12 communicates with the battery modules 2 using the insulated communication signal 3 to perform the battery
- the information in the module 2 is acquired, and the FET 4 in the battery module 2 is instructed to be turned on or off as necessary according to the flowchart shown later.
- Step 1 the main controller 12 of the discharge circuit 101 detects whether the load 9 is being driven.
- the driving of the load 9 is detected by a method in which the main controller 12 detects the state of the load 9 using communication (not shown), or a method in which the discharge current of the battery module 2 is detected using the insulating communication signal 3. Also good. If it is determined in Step 1 that the load 9 is not being driven, that is, the electric vehicle is stopped or has been charged, the process proceeds to Step 2, where the voltage of the battery cell group 1H in the battery module 2 is detected.
- Step 4 When it is determined that the voltage of at least one lithium-ion secondary battery cell in the battery cell group 1H of any one battery module 2 out of the battery module 2 groups has exceeded a predetermined value, the process proceeds to Step 4, where the overcurrent determination threshold is set to trip. While the characteristic B is selected, if it is determined that the voltage of one of the lithium ion secondary battery cells in the two groups of battery modules does not exceed a predetermined value, the process proceeds to Step 5, and the trip characteristic A is used as the overcurrent determination threshold. Select and store, and return to Step1.
- Step 1 after selecting the trip characteristic A or B as the overcurrent determination threshold, it is detected whether or not the load 9 is being driven.
- the process proceeds to Step 6, measures the discharge current value of the battery module 22, and proceeds to Step 7.
- Step 7 the temperature of the battery cell group 1H of the battery module 2 is detected, and when it is determined that the temperature of the battery cell group 1H exceeds a predetermined value, the process proceeds to Step 8, and the trip characteristic C is set as the overcurrent determination threshold.
- the process proceeds to Step 9, and the trip characteristic B is selected as the overcurrent determination threshold.
- the trip characteristics B and C are the two-dot chain line B and the two-dot chain line C that draw downward convex curves with respect to the two axes of the current value axis and the time axis shown in the graph of FIG.
- the ignition characteristics of the lithium-ion secondary battery shown correspond to the fact that the time to ignition is shortened according to the temperature of the battery cell.
- Step 10 it is detected whether or not the discharge current and discharge time of the battery module 2 exceed the trip characteristics B or C selected in the previous Step.
- the FETs 4 of all the battery modules 2 are turned off to stop the output of the battery module 2 group.
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Secondary Cells (AREA)
Abstract
[Problem] To make it possible to appropriately control electrical discharging. [Solution] A discharge control circuit comprising a battery cell group and a current applying/interrupting element that outputs or stops electrical discharge output of the battery cell group, the circuit being connected to battery modules for supplying power to a load, and the current applying/interrupting element being used to stop electrical discharge output of the battery module group in cases in which the discharge current from the battery modules exceeds a current threshold value determined in accordance with the voltage or temperature of the battery modules.
Description
本発明は、放電制御回路に関する。
The present invention relates to a discharge control circuit.
近年、地球環境への配慮から、内燃機関すなわちエンジンで駆動するエンジン駆動式自動車がモータで駆動する電気自動車に置き換わりつつある。特に、モータを駆動するための電池電源にエネルギー密度の高いリチウムイオン二次電池が多く使用されている。
In recent years, in consideration of the global environment, internal combustion engines, that is, engine-driven vehicles are being replaced by motor-driven electric vehicles. In particular, lithium ion secondary batteries with high energy density are often used as battery power sources for driving motors.
電気自動車は重量物を駆動するために大電流を要するモータ駆動システムを有する特性上、電気自動車の駆動中のばらつき等によりリチウムイオン二次電池の放電中にその放電電流が前記発火リスクの原因となる過電流領域に入る可能性が少なからずあるため、適切な放電制御により発火リスクを回避することが重要な課題である。
Electric vehicles have a motor drive system that requires a large current to drive heavy objects, and the discharge current during the discharge of the lithium-ion secondary battery is the cause of the risk of ignition due to variations in the driving of the electric vehicle. Therefore, it is important to avoid the risk of ignition by appropriate discharge control.
本発明はこのような背景を鑑みてなされたものであり、適切な放電制御を行うことができる技術を提供することを目的とする。
The present invention has been made in view of such a background, and aims to provide a technique capable of performing appropriate discharge control.
上記課題を解決するための本発明の主たる発明は、放電制御回路であって、電池セル群と前記電池セル群の放電出力を出力または停止する通電遮断素子とを有し、負荷へ電力を供給する電池モジュールと接続され、前記電池モジュールからの放電電流が、前記電池モジュールの電圧または温度に応じて決定される電流閾値を超えた場合に、前記通電遮断素子を用いて前記電池モジュール群の放電出力を停止する。
The main invention of the present invention for solving the above problems is a discharge control circuit, which has a battery cell group and an energization interrupting element for outputting or stopping the discharge output of the battery cell group, and supplies power to a load. When the discharge current from the battery module exceeds a current threshold determined according to the voltage or temperature of the battery module, the current cut-off element is used to discharge the battery module group. Stop output.
その他本願が開示する課題やその解決方法については、発明の実施形態の欄及び図面により明らかにされる。
Other problems disclosed by the present application and their solutions will be clarified in the section of the embodiment of the invention and the drawings.
本発明によれば、適切な放電制御を行うことができる。
According to the present invention, appropriate discharge control can be performed.
図１に示すように、電池モジュール２は、複数のリチウムイオン二次電池セルが直列接続された高電圧定格の電池セル群１Ｈを、その放電出力を出力または停止する通電遮断素子としてのＦＥＴ４を介して端子５に接続する。モジュールコントローラ３は、電池セル群１Ｈの電圧、または、電池セル群１Ｈの電流、すなわち、シャント抵抗６の両端に現れる電圧を検知して、その検知結果に応じてＦＥＴ４をオンまたはオフに操作し端子５からの放電出力の出力または停止を制御する。
As shown in FIG. 1, the battery module 2 includes a high-voltage rated battery cell group 1H in which a plurality of lithium-ion secondary battery cells are connected in series, and an FET 4 as an energization interrupting element for outputting or stopping the discharge output. connect to terminal 5 through The module controller 3 detects the voltage of the battery cell group 1H or the current of the battery cell group 1H, that is, the voltage appearing across the shunt resistor 6, and turns on or off the FET 4 according to the detection result. Controls output or stop of discharge output from terminal 5 .
図２に示すように、放電制御回路１００は、複数の電池モジュール２を直列接続して電池モジュール２群を構成し、前記電池モジュール２群の出力電圧をヒューズ８を介して負荷９へ印加する。前記負荷９は、例えば、図示しない電気自動車のモータおよびインバータを備えるモータ駆動回路である。
As shown in FIG. 2, a discharge control circuit 100 connects a plurality of battery modules 2 in series to form a battery module group 2, and applies the output voltage of the battery module group 2 to a load 9 via a fuse 8. . The load 9 is, for example, a motor drive circuit including an electric vehicle motor (not shown) and an inverter.
図３に示すように、リチウムイオン二次電池は、過電流放電時に、所定値を超える電流値で所定時間以上放電を継続すると電池セル内部の異常発熱に起因して発火に至ることがある。前記電流値が相対的に小さいほど過電流放電開始から発火に至るまでの時間は相対的に長くなる特性を有し、その過電流の電流値と前記放電開始から発火に至るまでの時間との関係すなわち安全特性は、電流値軸と時間軸で成る２軸に対して概ね下に凸の曲線で描かれる実線１となる。
As shown in FIG. 3, during overcurrent discharge, lithium ion secondary batteries may ignite due to abnormal heat generation inside the battery cell if the discharge continues for a predetermined time or longer at a current value exceeding a predetermined value. The smaller the current value, the longer the time from the start of overcurrent discharge to ignition. The relationship, that is, the safety characteristic, is a solid line 1 drawn as a generally downwardly convex curve with respect to two axes consisting of a current value axis and a time axis.
リチウムイオン二次電池の過電流放電による発火を防ぐ目的として放電経路にヒューズを介する例があるが、特に、前記ヒューズのトリップ特性、すなわち、通電電流値と通電開始からヒューズエレメントの溶断に至るまでの時間との関係は点線２で示すような特性の物もあり、前記リチウムイオン二次電池と前記ヒューズとの組み合わせ次第では、例えば、図３における電流値Ｉｘのような電流値の比較的小さい領域でヒューズエレメントが溶断することなくリチウムイオン二次電池が先に発火することがあり、さらには、過電流放電開始前の充電時のばらつきまたは電池モジュール内の電池セル間の残容量ばらつきに伴う過充電状態すなわち過電圧状態の場合、または、放電時の前記電池モジュールの温度が高い場合は、実線２に示すように前記発火に至るまでの時間が全体的に短くなる方向にシフトする特性をも有し、前記様々な条件に対して変化する安全特性に対して前記発火を回避する安全設計マッチングの課題が重要である。
In order to prevent ignition due to overcurrent discharge of a lithium ion secondary battery, there is an example in which a fuse is used in the discharge path. The relationship between time and time is shown by the dotted line 2. Depending on the combination of the lithium ion secondary battery and the fuse, for example, the current value is relatively small, such as the current value Ix in FIG. The lithium-ion secondary battery may ignite first without the fuse element blowing in the area, and further, due to variations in charging before the start of overcurrent discharge or variations in remaining capacity between battery cells in the battery module. In the case of an overcharged state, that is, an overvoltage state, or when the temperature of the battery module during discharge is high, as shown by the solid line 2, the characteristic shifts to shorten the time until ignition as a whole. The issue of safety design matching, which has and avoids said ignition to varying safety characteristics for said various conditions, is important.
図４に示すように、放電制御回路１０１は、前記放電回路１００のヒューズ８を削除した構成に等しく、メインコントローラ１２が、絶縁性通信信号３を用いて電池モジュール２と通信をそれぞれ行い前記電池モジュール２内の情報を取得し、後述のフローチャート図に従い必要に応じて前記電池モジュール２内のＦＥＴ４をオンまたはオフに操作するように指示する。これにより、ハードウェアを変更せずソフトウェアの改良により安全性の向上とコストアップの抑制の両立を実現する。
As shown in FIG. 4, the discharge control circuit 101 has the same configuration as the discharge circuit 100 without the fuse 8, and the main controller 12 communicates with the battery modules 2 using the insulated communication signal 3 to perform the battery The information in the module 2 is acquired, and the FET 4 in the battery module 2 is instructed to be turned on or off as necessary according to the flowchart shown later. As a result, it is possible to achieve both improved safety and reduced cost by improving software without changing hardware.
前記放電回路１０１のメインコントローラ１２の制御について、次に、図５のフローチャート図を用いて説明する。
Next, the control of the main controller 12 of the discharge circuit 101 will be explained using the flow chart of FIG.
放電回路１０１のメインコントローラ１２は、Ｓｔｅｐ１にて、負荷９が駆動しているか否かを検知する。前記負荷９の駆動の検知はメインコントローラ１２が図示しない通信を用いて負荷９の状態を検知する方法、または、絶縁性通信信号３を用いて電池モジュール２の放電電流を検知する方法を用いても良い。Ｓｔｅｐ１にて、前記負荷９が駆動していない、すなわち、電気自動車が停車中または充電完了後であると判定するとＳｔｅｐ２へ移行し、電池モジュール２内の電池セル群１Ｈの電圧を検知する。電池モジュール２群の内のいずれか１個の電池モジュール２の電池セル群１Ｈ少なくとも１個のリチウムイオン二次電池セルの電圧が所定値を超えたと判定するとＳｔｅｐ４へ移行し過電流判定閾値としてトリップ特性Ｂを選択する一方、前記電池モジュール２群のいずれか１個前記リチウムイオ二次電池セルのの電圧が所定値を超えていないと判定するとＳｔｅｐ５へ移行し過電流判定閾値としてトリップ特性Ａを選択および記憶し、Ｓｔｅｐ１へ帰還する。
In Step 1, the main controller 12 of the discharge circuit 101 detects whether the load 9 is being driven. The driving of the load 9 is detected by a method in which the main controller 12 detects the state of the load 9 using communication (not shown), or a method in which the discharge current of the battery module 2 is detected using the insulating communication signal 3. Also good. If it is determined in Step 1 that the load 9 is not being driven, that is, the electric vehicle is stopped or has been charged, the process proceeds to Step 2, where the voltage of the battery cell group 1H in the battery module 2 is detected. When it is determined that the voltage of at least one lithium-ion secondary battery cell in the battery cell group 1H of any one battery module 2 out of the battery module 2 groups has exceeded a predetermined value, the process proceeds to Step 4, where the overcurrent determination threshold is set to trip. While the characteristic B is selected, if it is determined that the voltage of one of the lithium ion secondary battery cells in the two groups of battery modules does not exceed a predetermined value, the process proceeds to Step 5, and the trip characteristic A is used as the overcurrent determination threshold. Select and store, and return to Step1.
前記過電流判定閾値としてトリップ特性ＡまたはＢを選択した後のＳｔｅｐ１にて、負荷９が駆動しているか否かを検知する。前記負荷９が駆動中すなわち電気自動車が走行中であると判定した場合、Ｓｔｅｐ６へ移行し電池モジュール２２の放電電流値を測定しＳｔｅｐ７へ移行する。Ｓｔｅｐ７にて、電池モジュール２の電池セル群１Ｈの温度を検知し、前記電池セル群１Ｈの温度が所定値を超えたと判定した場合にＳｔｅｐ８に移行して前記過電流判定閾値としてトリップ特性Ｃを選択する一方、前記電池セル群１Ｈの温度が所定値を超えていないと判定した場合にＳｔｅｐ９に移行して前記過電流判定閾値としてトリップ特性Ｂを選択する。前記トリップ特性ＢおよびＣは、図６のグラフ図に示す電流値軸と時間軸で成る２軸に対して下に凸の曲線を描く二点鎖線Ｂおよび二点鎖線Ｃであり、実線１で示すリチウムイオン二次電池の発火特性が電池セルの温度に応じて発火に至る時間が短縮されることに対応するものとなる。Ｓｔｅｐ１０では、電池モジュール２の放電電流および放電時間が、以前のＳｔｅｐで選択されたトリップ特性ＢまたはＣを超えるか否かを検知し、前記トリップ特性ＢまたはＣを超えたと判定するとＳｔｅｐ１１へ移行し全ての電池モジュール２のＦＥＴ４をオフに操作して電池モジュール２群の出力を停止する。
In Step 1 after selecting the trip characteristic A or B as the overcurrent determination threshold, it is detected whether or not the load 9 is being driven. When it is determined that the load 9 is being driven, that is, the electric vehicle is running, the process proceeds to Step 6, measures the discharge current value of the battery module 22, and proceeds to Step 7. In Step 7, the temperature of the battery cell group 1H of the battery module 2 is detected, and when it is determined that the temperature of the battery cell group 1H exceeds a predetermined value, the process proceeds to Step 8, and the trip characteristic C is set as the overcurrent determination threshold. On the other hand, if it is determined that the temperature of the battery cell group 1H does not exceed the predetermined value, the process proceeds to Step 9, and the trip characteristic B is selected as the overcurrent determination threshold. The trip characteristics B and C are the two-dot chain line B and the two-dot chain line C that draw downward convex curves with respect to the two axes of the current value axis and the time axis shown in the graph of FIG. The ignition characteristics of the lithium-ion secondary battery shown correspond to the fact that the time to ignition is shortened according to the temperature of the battery cell. In Step 10, it is detected whether or not the discharge current and discharge time of the battery module 2 exceed the trip characteristics B or C selected in the previous Step. The FETs 4 of all the battery modules 2 are turned off to stop the output of the battery module 2 group.
これらによって、電池セルの電圧および温度に応じて過電流放電時に発火に至る時間が変化する特性も全て含めて発火を未然に防止でき電気自動車の安全性を向上できる。
With these, it is possible to prevent ignition in advance and improve the safety of electric vehicles, including all the characteristics that change the time to ignition during overcurrent discharge according to the voltage and temperature of the battery cell.
以上、本実施形態について説明したが、上記実施形態は本発明の理解を容易にするためのものであり、本発明を限定して解釈するためのものではない。本発明は、その趣旨を逸脱することなく、変更、改良され得ると共に、本発明にはその等価物も含まれる。
Although the present embodiment has been described above, the above embodiment is intended to facilitate understanding of the present invention, and is not intended to limit and interpret the present invention. The present invention can be modified and improved without departing from its spirit, and the present invention also includes equivalents thereof.
１２ メインコントローラ
１００ 放電制御回路
１０１ 放電制御回路 12 Main Controller 100 Discharge Control Circuit 101 Discharge Control Circuit
１００ 放電制御回路
１０１ 放電制御回路 12 Main Controller 100 Discharge Control Circuit 101 Discharge Control Circuit
Claims (4)
- 電池セル群と前記電池セル群の放電出力を出力または停止する通電遮断素子とを有し、負荷へ電力を供給する電池モジュールと接続され、
前記電池モジュールからの放電電流が、前記電池モジュールの電圧または温度に応じて決定される電流閾値を超えた場合に、前記通電遮断素子を用いて前記電池モジュール群の放電出力を停止する放電制御回路。 Connected to a battery module having a battery cell group and an energization interrupting element for outputting or stopping the discharge output of the battery cell group and supplying power to a load,
A discharge control circuit that stops the discharge output of the battery module group using the current interruption device when the discharge current from the battery module exceeds a current threshold determined according to the voltage or temperature of the battery module. . - 前記電流閾値は、電流値軸および放電時間軸から成る２軸に対して下に凸の曲線であり、かつ、前記電圧または前記温度に応じて前記曲線が前記放電時間軸下方向にシフトする請求項１に記載の放電制御回路。 The current threshold is a downward convex curve with respect to two axes consisting of a current value axis and a discharge time axis, and the curve shifts downward on the discharge time axis according to the voltage or the temperature. Item 2. The discharge control circuit according to item 1.
- 前記負荷は電気自動車のモータ駆動回路である請求項１または２に記載の放電制御回路。 The discharge control circuit according to claim 1 or 2, wherein the load is a motor drive circuit for an electric vehicle.
- 前記電池セル群は、複数のリチウムイオン二次電池セルが直列接続されて構成され、
前記電池モジュールは、複数が直列接続されて電池モジュール群を構成して負荷へ電力を供給し、
前記電圧は、前記電池モジュール群の内の少なくとも１個の電池モジュールの前記リチウムイオン二次電池セルの電圧である、
請求項１ないし３のいずれか１項に記載の放電制御回路。 The battery cell group is configured by connecting a plurality of lithium ion secondary battery cells in series,
a plurality of the battery modules are connected in series to form a battery module group and supply power to a load;
The voltage is the voltage of the lithium-ion secondary battery cell of at least one battery module in the battery module group,
4. The discharge control circuit according to claim 1.
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|---|---|---|---|
| PCT/JP2021/023856 WO2022269832A1 (en) | 2021-06-23 | 2021-06-23 | Discharge control circuit |
| JP2023529345A JP7461093B2 (en) | 2021-06-23 | 2021-06-23 | Discharge Control Circuit |
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| PCT/JP2021/023856 WO2022269832A1 (en) | 2021-06-23 | 2021-06-23 | Discharge control circuit |
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11108969A (en) * | 1997-08-08 | 1999-04-23 | Harness Syst Tech Res Ltd | Overcurrent detection circuit |
| JP2012009339A (en) * | 2010-06-25 | 2012-01-12 | Hitachi Maxell Energy Ltd | Battery pack and connected battery packs |
| JP2014027803A (en) * | 2012-07-27 | 2014-02-06 | Hitachi Koki Co Ltd | Power supply device |
| JP2016082642A (en) * | 2014-10-14 | 2016-05-16 | 株式会社豊田自動織機 | Overcurrent abnormality detection device and overcurrent abnormality detection method |
-
2021
- 2021-06-23 WO PCT/JP2021/023856 patent/WO2022269832A1/en active Application Filing
- 2021-06-23 JP JP2023529345A patent/JP7461093B2/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11108969A (en) * | 1997-08-08 | 1999-04-23 | Harness Syst Tech Res Ltd | Overcurrent detection circuit |
| JP2012009339A (en) * | 2010-06-25 | 2012-01-12 | Hitachi Maxell Energy Ltd | Battery pack and connected battery packs |
| JP2014027803A (en) * | 2012-07-27 | 2014-02-06 | Hitachi Koki Co Ltd | Power supply device |
| JP2016082642A (en) * | 2014-10-14 | 2016-05-16 | 株式会社豊田自動織機 | Overcurrent abnormality detection device and overcurrent abnormality detection method |
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| JP7461093B2 (en) | 2024-04-03 |
| JPWO2022269832A1 (en) | 2022-12-29 |
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