蓄电池几种充电方法的优劣

一、恒流充电恒流充电是用分段恒流的方法进行充电。一般是通过充电装置自身调整来实现的。可以任意选择和调整充电电流 ,适应性较强 ,特别适用于小电流长时间充电 ,也有利于容量恢复较慢的蓄电池充电。缺点是初始充电电流过小 ,充电后期充电电流又过大 ,充电时间长、析出气体多、对极板的冲击较大、能耗较高、效率较低 (不超过65 % ) ,在充电过程中需有人看守 ,一般在初充电和在小电流进行去硫充电才使用。使用此法充电时应注意 :1 因恒流充电的变型是分段恒流充电 ,所以充电时为避免充电后期电流过大 ,应及时调整充电电流 ,还应注意充电电…     

基于模糊控制的蓄电池快速充电系统

介绍了基于模糊控制原理的蓄电池充电控制技术 ,它实现了对复杂蓄电池充电过程的智能控制和最优控制 ,大大提高了充电系统的性能和工作效率。     

蓄电池机车控制蓄电池充电方式设计优化

针对地铁ZER3型蓄电池机车控制蓄电池充电方式所存在的问题进行简要分析,为提高DC 110 V控制蓄电池充电过程的安全性和操作便捷性,特对其充电方式进行设计优化,并且简要介绍蓄电池机车控制蓄电池充电方式优化的技术方案以及实施后的优化效果。     

锌银蓄电池智能充电机设计

介绍了一种基于单片机与专用集成PWM控制器SG3525的锌银蓄电池充电机。在分析锌银蓄电池特性基础上,采用模糊算法控制和单片机智能控制,对充电状态实时监控,并采用分段式充电方案,提高充电稳定性,克服了电压突变等带来的充电假结束或不饱和的缺点。通过在常规的BUCK充电电路中设计2只开关管轮流导通方式,使开关管工作在轮流导通状态,并通过实验进行验证,解决了驱动电路变压器驱动能力问题。     

免维护蓄电池电压稳定问题及对策

一、引言 目前，变电站直流系统的蓄电池组大多为密封的免维护电池，影响蓄电池的两个重要因素是温度和浮充电压，温度和浮充电压的变化严重影响蓄电池的使用寿命和实际容量；平时对蓄电池组的维护和保持在一个理想的恒定温度，对蓄电池组的安全运行意义重大。     

免维护蓄电池容量及充电机功率的选择

免维护蓄电池是一种经济实惠、安全可靠的电池，但其容量及充电机功率选择不当，将造成浪费。为此，根据长期实践经验及有关研究，提出免维护蓄电池。蓄电池容量不必太大，只要在充满状态下工作即可；不能过放电，也不能过充电，最高充电电压宜为额定电压的1．125倍；充电机的最高充电电压应大于电池组额定电压的1．125倍。     

关于蓄电池充电器中的恒流源电路设计

论述了应用于蓄电池充电器中的线性恒流源、开关恒流源和集成恒流源电路的设计 ,并分析了它们的结构和特点     

机车蓄电池智能充放电及检测的设计与实现

机车蓄电池在性能降低或个别蓄电池单体故障的情况下,使用现有设备对整组48节电池组进行充放电维护,会出现整体充电不足、局部过热的现象,不仅会对电池组造成二次伤害,甚至损坏整组电池。设计的蓄电池智能检测与充放电方式相结合的方案,解决了问题。     

蓄电池硫化原因分析及处理

在铅蓄电池的使用中，经常提到硫化问题，其含义是指蓄电池过量放电或长期充电不足，极板上的活性物质逐渐形成较粗而坚硬的硫酸铅的现象。硫酸铅晶体导电性差、体积大，会堵塞活性物质的细孔，阻碍电解液的渗透和扩散作用，增加了蓄电池的内阻。同时，在充电时这种硫酸铅不易转化为二氧化铅和海绵状的铅。这种硫酸铅会失去可逆作用，使极板的有效物质减少，放电量降低，使用寿命缩短。极板上出现有色斑点。显然，硫化对蓄电池性能的影响极大，严重的甚至使蓄电池报废。     

蓄电池组防止过充电保护控制研究

分析蓄电池组充电中存在的缺陷,阐述过充电的主要影响因素,通过实验探究的方式,提出安装充电保护装置的方法,有效防止过充电情况发生,降低蓄电池自燃、自爆的风险,保障每只电池均可充满电,提高电池使用效率与寿命。     

基于开路电压预测的SOC估算方法

为了得到电池的荷电状态(SOC),提高其测算精度,更广泛适用于电动汽车能量管理系统,通过对锂电池进行恒流充、放电实验方法得到SOC和锂电池开路电压的曲线关系,然后将放电后的电池充分静置得到电压自恢复曲线的分析,再结合锂电池等效电路模型,应用Matlab拟合出锂电池开路电压曲线,从而推导出开路电压的计算公式,完成开路电压的预测。最后将实验结果与理论分析进行了对比,进一步验证了理论和仿真建模的正确性。这种方法克服了开路电压法测量时间长的缺点,能够准确地计算SOC,对电池管理系统有重要意义。     

电动汽车充换电设施新型经营模式初探

为解决电动汽车充换电设施建设投资回收困难等难题，提出一种新型的电动汽车充换电设施经营模式，即：向用户提供电力衍生产品、快速换电服务以及车辆电池到电网（V2G）的合同管理等相关增值服务，并以充电时间和服务次数等计价方式灵活计算费用。与传统的售电经营模式相比，新型经营模式内涵丰富，具有较强的适应性和灵活性，既能对正常充电和快速充电进行科学合理计费，又能满足快速换电的结算要求，还能适应将来可能出现的V2G合同管理等增值服务的经营需要。     

以技术动力学视角看电动汽车的发展前景

在目前能源短缺、环境污染严重、节能减排的巨大压力下,先进的电动汽车技术成为人们关注的热点.基于技术动力学的一般规律,针对电动汽车发展涉及的电池技术发展、充电基础设施及其与电动汽车的协调等问题,对电动汽车作为新生事物具有的学习效应、网络与路径依赖以及其中的不确定性、技术路线与政府的角色等方面进行了分析,可为电动汽车发展战略与政策的制定提供参考.     

电动汽车研究综述

电动汽车作为现代汽车产业发展的必然选择，学术界愈来愈重视对其开展研究。对近年来电动汽车的政策、研发车型、充电设施、关键技术、充电模式、充电影响及相关问题的对策等方面的研究进行了简要回顾和综述，并作了相应的总结与展望。     

Grid Load Contributions Through Electric Vehicles and Their Uncertainties

With the numbers of electric vehicles on the increase, their additional electricity demand can no longer be neglected. From a power systems’ perspective, it is the time dependent electricity consumption that matters. In particular, the peak demand is increased in the case of uncontrolled charging, imposing additional stress on the system. Unfortunately, since there is an absence of representative electric vehicle driving patterns, a quantification of such temporal charging requirements is challenging. To overcome this problem, we developed a detailed model, which maps combustion engine vehicles onto electric vehicle equivalents. The model’s main strengths are the consideration of the diversity within the vehicle fleet as well as the differentiation into the boundary cases of pure battery electric vehicles and plug-in hybrid electric vehicles. Applied to a German traffic study, load curves for these two cases were generated. In addition, the existing uncertainty in between was quantified using Monte Carlo method. We show that the peak energy demand through electric vehicles is much greater on working days than on weekend days. Moreover, we find that the distinction between pure and plug-in-hybrid electric vehicles matters, at least for the time being. Apart from the numerical results, the model is well suited to generate input for more sophisticated investigations of charging strategies within energy system simulations.     

应用结点电压法应关注的几个问题

结点电压法是分析电路的常用方法之一。通过电阻电路图介绍了列写结点电压方程时会出现的各种情况,并进行了归纳总结。通过整理,有助于学生掌握该方法,而且更深入地理解和掌握电路等效变换和基尔霍夫电流定律。     

电池交换式电动汽车换电站选址优化方法

为实现电动汽车快速补能,面向电池交换的充电方式,研究了城市路网上电动汽车换电站的选址问题。首先研究了电动汽车用户的路径选择,基于交通网络均衡状态和换电站选址方案的相互影响,建立站点建设成本和出行成本之和最小为目标的换电站选址优化模型。然后预测不同方案下的交通网络均衡状态,并依据预测结果评价选址方案的优劣,最后设计求解算法,利用襄阳东津新区的路网及居民出行数据进行算例分析,验证模型及算法的可靠性,求得换电站的最优选址及换电需求。研究表明,建立的电池交换式电动汽车换电站优化模型可以获得路网路段流量及换电站处的换电需求量,给出最优的选址方案及换电站建设时序;电动汽车混入率对换电站布设、交通网络均衡状态有较复杂的影响;交换站数量的增加能减少出行成本,但边际作用递减。研究结果可为城市换电站的规划提供决策参考。     

Elektroautos in einer von erneuerbaren Energien geprägten Energiewirtschaft

The German Federal Government wants to establish Germany as a leading market for electric mobility. Potential environmental benefits and changes in the economic framework conditions of the energy sector are described in this paper. In order to quantify the electricity split which is actually used for charging electric vehicles, two economic models for the energy sector, a model for the market penetration of electric vehicles, a vehicle model and an LCA model are brought together. Based on an assumed dynamic increase of electric vehicles to 12 million in 2030, an additional electricity demand of about 18 TWh is calculated. If the vehicles are charged directly after their last daily trip, the peak load increases by 12%—despite the small increase in electricity demand. First model calculations for the development of the European power generation system show that the direct impact on the construction of new power plants remains low even until 2030. An impact of electric mobility on CO₂ certificate prices can only be seen from 2025 onwards and is limited to an increase in certificate prices by a maximum of 8 % in 2030. An optimisation is possible with intelligent charging strategies: The peak load without demand side management can be reduced by 5 GW and about 600 GWh of additional wind energy can used which would otherwise have been throttled due to feed-in management—about 3.5 % of the total electricity demand of electric vehicles. On the other hand, demand side management leads to more coal power plants instead of gas power plants being used to meet the additional electricity demand. If additional renewable sources are installed along with demand side management, the electricity for electric vehicles is almost carbon free. This is also reflected in the life cycle balance of electric vehicles which also includes vehicle and battery production: With today’s average electricity split in Germany, the greenhouse gas emissions of electric vehicles are about comparable to vehicles with conventional combustion engines. However, the electricity split in 2030 or the use of additional renewable energy sources lead to a significant advantage in the greenhouse gas balance.     

Induktives Laden von Elektromobilen – Eine techno-ökonomische Bewertung

Conductive (wired) charging, where the user has to plug or unplug a cable, dominates the concepts discussed for electric vehicles up to now. Apart from the reduced range of the electric vehicle, frequent charging and especially short charging times make this plugging and unplugging appear impractical. In contrast, inductive (wireless) energy transfer makes it possible to charge without user intervention. This article attempts to answer questions on whether inductive energy transfer can already be used to charge electric vehicles and where this represents an economically attractive solution for users. To do so, first the charging technologies are presented and contrasted. It is also possible to compare the two charging technologies economically based on a cost analysis. It can be shown that no widespread use of the inductive technology is to be expected for the time being from an economic point of view due to its significant extra costs. Under certain conditions, however, there is a limited field of application as a niche technology in certain commercial areas, such as taxis, for example.