Charging device

Abstract

The invention relates to a charging device. A charging device mounted on an electric vehicle is provided with a first charger capable of converting AC power supplied from the outside into DC power supplied to a battery. A second charger capable of converting AC power supplied from the outside into DC power supplied to the battery and capable of converting DC power supplied from the battery into AC power supplied to the outside; a DC-DC converter capable of converting DC power supplied from the battery into low-voltage DC power supplied to the auxiliary device battery; a relay for electrically connecting and disconnecting the DC charging input port to and from the battery; and a housing having a first chamber for housing the second charger, a second chamber for housing the first charger and the relay, and a third chamber for housing the DC-DC converter.

Description

Technical Field

[0001] The technology disclosed in this specification relates to a charging device, and particularly to a charging device mounted on an electric vehicle. Background Art

[0002] In Japanese Unexamined Patent Application Publication No. 2023-053656, a power control device mounted on an electric vehicle is described. In this power control device, a plurality of circuits and components such as a boost converter, an inverter, and a DC-DC converter are assembled. Summary of the Invention

[0003] As a power control unit mounted on an electric vehicle, the development of a charging device that assembles a plurality of circuits and components related to charging is being promoted. The circuits and components related to charging generate a large amount of heat during operation. Therefore, if only the miniaturization of the charging device is considered and only a plurality of circuits and components related to charging are assembled, there may be thermal interference between these circuits and components.

[0004] In view of the above actual situation, this specification provides a technology for avoiding or suppressing thermal interference between structural elements arranged inside while pursuing the miniaturization of the charging device.

[0005] The technology disclosed in this specification is embodied as a charging device mounted on an electric vehicle.

[0006] In the first aspect, the charging device includes:

[0007] A first charger that can convert AC power supplied from the outside into DC power supplied to the battery of the electric vehicle;

[0008] A second charger that can convert AC power supplied from the outside into DC power supplied to the battery and can convert DC power supplied from the battery into AC power supplied to the outside;

[0009] A DC-DC converter that can convert DC power supplied from the battery into low-voltage DC power supplied to the auxiliary equipment battery of the electric vehicle;

[0010] A relay that electrically connects and disconnects the DC charging input port of the electric vehicle from the battery; and

[0011] A housing having a first chamber for housing the second charger, a second chamber for housing the first charger and the relay, and a third chamber for housing the DC-DC converter.

[0012] In the above charging device, it is not generally assumed that the first charger and the relay operate simultaneously. Therefore, the first charger and the relay are arranged in the same second chamber of the housing. On the other hand, it is assumed that the second charger and the DC-DC converter operate simultaneously with other structural elements respectively. Therefore, the second charger and the DC-DC converter are separately arranged in the first chamber and the third chamber of the housing respectively. Thereby, while miniaturizing the charging device, heat interference between the structural elements arranged therein can be avoided or suppressed.

[0013] In the second aspect, in the first aspect, a first refrigerant flow path for cooling the second charger and a second refrigerant flow path for cooling the DC-DC converter may be provided in the housing. According to such a structure, the second charger and the DC-DC converter, which have many opportunities to generate heat, can be efficiently cooled by mutually independent refrigerant flow paths.

[0014] In the third aspect, in the second aspect, the first charger and the relay may be cooled by a common refrigerant flow path provided in the housing. In this case, although not particularly limited, the common refrigerant flow path may also be the first refrigerant flow path or the second refrigerant flow path. Since the operation opportunities of the first charger and the relay are exclusive, by adopting a structure in which they are cooled by a common refrigerant flow path, the cooling path provided in the housing can be simplified.

[0015] In the fourth aspect, in the third aspect, the first chamber is located above the second chamber, and the second chamber is located above the third chamber. In this case, the second charger may be installed on the upper surface of the first chamber, and the first refrigerant flow path may be provided inside the upper wall of the housing forming the upper surface of the first chamber. The first charger and the relay may be installed on the lower surface of the second chamber, and the DC-DC converter may be installed on the upper surface of the third chamber. Then, the second refrigerant flow path may also be provided inside the partition wall of the housing forming the lower surface of the second chamber and the upper surface of the third chamber. According to such a structure, while suppressing heat interference between the structural elements, each structural element can be effectively cooled by a relatively simple refrigerant flow path.

[0016] In the fifth aspect, in any one of the first to fourth aspects, a control device may be further provided, and when charging the battery with AC power supplied from the outside, the control device controls the operations of the first charger and the second charger. In this case, when the charging command power for the battery is lower than the maximum output of the first charger, the control device may only cause the first charger to operate, and when the charging command power exceeds the maximum output of the first charger, the control device may cause the first charger and the second charger to operate.

[0017] As described above, the first charger operates only when charging the battery through an external AC power supply. In contrast, the second charger operates not only when charging the battery through an external AC power supply but also when supplying power to the outside. Therefore, when charging the battery through an external AC power supply, when the charging command power is small, the first charger is preferentially operated, so that the balance of the cumulative usage time can be achieved between the first charger and the second charger. As a result, the heat load on the second charger can be reduced, and the life of the charging device can be extended. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Hereinafter, the features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, in which like reference numerals indicate like elements, and in which:

[0019] Figure 1 FIG. is a diagram schematically showing the structure of a vehicle 100 equipped with a charging device 10.

[0020] Figure 2 FIG. is a circuit block diagram showing the electrical structure of the charging device 10 according to the embodiment.

[0021] Figure 3 FIG. is a diagram schematically showing the mechanical structure of the charging device 10 according to the embodiment; in addition, for reference, another device disposed below the charging device 10 is shown by a dashed line.

[0022] Figure 4 FIG. is a diagram showing the operation states of the respective structural elements in each mode.

[0023] Figure 5 FIG. is a flowchart for explaining a series of processes executed by the control device 20. DETAILED DESCRIPTION OF THE INVENTION

[0024] Referring to the accompanying drawings, the charging device 10 according to the embodiment and the vehicle 100 equipped with the charging device 10 will be described. The vehicle 100 referred to here is an electric vehicle having a motor 110 that drives wheels 104f and 104r. The vehicle 100 in the present embodiment is a rechargeable battery electric vehicle that is charged through an external power supply. However, the vehicle 100 may also be a hybrid electric vehicle (i.e., a plug-in hybrid electric vehicle) that is charged through an external power supply.

[0025] Here, the direction FR shown in the drawings indicates the front in the longitudinal direction of the vehicle 100, and the direction RR indicates the rear in the longitudinal direction of the vehicle 100. The direction UP indicates the upper side in the vertical direction of the vehicle 100, and the direction DW indicates the lower side in the vertical direction of the vehicle 100. In addition, in this specification, the longitudinal direction of the vehicle 100, the lateral direction of the vehicle 100, and the vertical direction of the vehicle 100 may be simply referred to as the longitudinal direction, the lateral direction, and the vertical direction, respectively.

[0026] As Figure 1 shown, the vehicle 100 includes a vehicle body 102 and a plurality of wheels 104f, 104r. The vehicle body 102 has a space for passengers (e.g., users of the vehicle 100) to ride, i.e., a passenger compartment 102c. The plurality of wheels 104f, 104r are mounted in a manner capable of rotating relative to the vehicle body 102. Among the plurality of wheels 104f, 104r, a pair of front wheels 104f located at the front of the vehicle body 102 and a pair of rear wheels 104r located at the rear of the vehicle body 102 are included. The pair of front wheels 104f are coaxially arranged with each other, and the pair of rear wheels 104r are also coaxially arranged with each other. In addition, the number of the wheels 104f, 104r is not limited to four. Although not particularly limited, the vehicle body 102 is made of a metal such as steel or aluminum alloy.

[0027] As Figure 1 、 2 shown, the vehicle 100 further includes a main battery 106, a power control unit (PCU) 108, a motor 110, and a system main relay 112. The main battery 106 incorporates a plurality of secondary battery units such as, for example, a lithium-ion battery unit, a nickel-metal hydride battery unit, or an all-solid-state battery unit. The main battery 106 is a high-voltage battery whose output voltage exceeds 100 volts.

[0028] The PCU 108 includes an inverter, a converter, etc. The PCU 108 controls the supply of electric power between the main battery 106 and the motor 110. The motor 110 is a driving motor for driving a pair of front wheels 104f and is connected to the pair of front wheels 104f. The motor 110 is electrically connected to the main battery 106 via the PCU 108. For example, when the vehicle 100 accelerates, the PCU 108 controls the driving power supplied from the main battery 106 to the motor 110. Or, when the vehicle 100 decelerates, the PCU 108 controls the regenerative power supplied from the motor 110 to the main battery 106. In addition, the motor 110 is not limited to driving a pair of front wheels 104f, as long as it is configured to drive at least one of the plurality of wheels 104f, 104r.

[0029] The system main relay 112 is electrically interposed between the main battery 106 and the motor 110. Therefore, by closing and opening the system main relay 112, the main battery 106 is electrically connected to and disconnected from the motor 110. In addition, the operation of the system main relay 112 can be controlled either by the control device 20 of the charging device 10 or by other control devices (not shown).

[0030] As Figure 1 , 2 shown, the vehicle 100 further includes a charging device 10, an AC charging input port 114, a DC charging input port 116, and a power supply output port 118. The AC charging input port 114, the DC charging input port 116, and the power supply output port 118 are electrically connected to the main battery 106 via the charging device 10.

[0031] The AC charging input port 114 is configured to be detachable from an external AC power source 2. The external AC power source 2 is, for example, a household commercial power source. The AC charging input port 114 receives charging power for charging the main battery 106 from the external AC power source 2. The AC charging input port 114 of the present embodiment is connected to the external AC power source 2 via a cable. However, as another embodiment, the AC charging input port 114 may also be connected to the external AC power source 2 wirelessly.

[0032] The DC charging input port 116 is configured to be detachable from an external DC power source 4. The external DC power source 4 is, for example, a charging pile. The DC charging input port 116 receives charging power for charging the main battery 106 from the external DC power source 4. The DC charging input port 116 of the present embodiment is connected to the external DC power source 4 via a cable. However, as another embodiment, the DC charging input port 116 may also be connected to the external DC power source 4 wirelessly.

[0033] The power supply output port 118 is disposed inside the passenger compartment 102c. The power supply output port 118 is configured to be detachable from an electrical device. The power supply output port 118 outputs AC power to the electrical device. The electrical devices referred to herein include, for example, home appliances, personal computers, smartphones, tablet terminals, etc.

[0034] As Figure 2 shown, the vehicle 100 further includes an auxiliary device battery 120 and at least one auxiliary device 122. The auxiliary device battery 120 is a low-voltage battery with a rated voltage of 30 volts or less. The auxiliary device battery 120 supplies power to at least one auxiliary device 122. Among the at least one auxiliary device 122, for example, an electric control unit, lighting devices, audio equipment, a car navigation system, a driving recorder, etc. are included.

[0035] Next, the electrical structure of the charging device 10 will be described. As Figure 2 , 3 shown, the charging device 10 includes a first charger 12. The first charger 12 is a type of power converter. The first charger 12 is electrically connected to the AC charging input port 114 and is electrically interposed between the AC charging input port 114 and the main battery 106. The first charger 12 can convert the AC power supplied from an external AC power source 2 into DC power supplied to the main battery 106. Thus, the first charger 12 can charge the main battery 106 using the AC power supplied from the outside.

[0036] As Figure 2 , 3 shown, the charging device 10 further includes a second charger 14. The second charger 14 is a type of power converter. The second charger 14 is electrically connected to the AC charging input port 114 and is electrically interposed between the AC charging input port 114 and the main battery 106. The second charger 14 can convert the AC power supplied from an external AC power source 2 into DC power supplied to the main battery 106. Thus, the second charger 14 can charge the main battery 106 using the AC power supplied from the outside.

[0037] In addition, the second charger 14 is also electrically connected to the power supply output port 118 and is electrically interposed between the power supply output port 118 and the main battery 106. The second charger 14 can convert the DC power supplied from the main battery 106 into AC power supplied to the power supply output port 118. Thus, the second charger 14 can convert the DC power supplied from the main battery 106 into AC power and supply it to the outside of the vehicle 100, that is, an electrical device connected to the power supply output port 118. That is, the second charger 14 is a charger that not only has a charging function but also has a power supply function, and is also called a bidirectional charger.

[0038] The charging device 10 is electrically connected to the main battery 106 not only when charging the vehicle 100 but also during the driving of the vehicle 100. Thus, the second charger 14 can also supply power from the main battery 106 to the power supply output port 118 during the driving of the vehicle 100.

[0039] As Figure 2 , 3As shown, the charging device 10 further includes a DC-DC converter 16. The DC-DC converter 16 is a type of power converter. The DC-DC converter 16 is electrically connected to the auxiliary device battery 120 and is electrically interposed between the main battery 106 and the auxiliary device battery 120. The DC-DC converter 16 can step down the DC power supplied from the main battery 106 and supply it to the auxiliary device battery 120. Thus, the DC-DC converter 16 can charge the auxiliary device battery 120 using the high-voltage DC power supplied from the main battery 106.

[0040] As Figure 2 、 3 shown, the charging device 10 further includes a relay 18. The relay 18 is electrically connected to the DC charging input port 116 and is electrically interposed between the DC charging input port 116 and the main battery 106. By closing the relay 18, the DC charging input port 116 is electrically connected to the main battery 106. Thus, the main battery 106 is charged using the DC power supplied from the outside.

[0041] As Figure 2 、 3 shown, the charging device 10 further includes a control device 20. The control device 20 is respectively connected to the first charger 12, the second charger 14, the DC-DC converter 16, and the relay 18 in a communicable manner to control their operations. For example, if an external AC power supply 2 is connected to the AC charging input port 114, the control device 20 provides an operation instruction to the first charger 12 and / or the second charger 14. Thus, the charging device 10 charges the main battery 106. Or, if an external DC power supply 4 is connected to the DC charging input port 116, the control device 20 closes the relay 18 to electrically connect the DC charging input port 116 to the main battery 106. Thus, the charging device 10 charges the main battery 106. In addition, except when charging with the external DC power supply 4, the relay 18 is maintained in an open state, so the DC charging input port 116 is electrically disconnected from the main battery 106.

[0042] Referring Figure 3 , the mechanical structure of the charging device 10 will be described. As Figure 3 shown, the charging device 10 further includes a housing 22. The housing 22 is a frame member. The housing 22 has an upper wall 24 and four side walls 26 extending downward from the outer edge of the upper wall 24. The housing 22 is made of a metal such as an aluminum-based metal. Details will be described later. Inside the housing 22, a first chamber 32, a second chamber 34, and a third chamber 36 are arranged in sequence from top to bottom. Therefore, the upper wall 24 of the housing 22 forms the upper surface 32a of the first chamber 32.

[0043] The housing 22 further includes a first partition wall 28 and a second partition wall 30. The first partition wall 28 and the second partition wall 30 are disposed inside the housing 22. The second partition wall 30 is located below the first partition wall 28. The inner space of the housing 22 is partitioned into a first chamber 32, a second chamber 34, and a third chamber 36 by the first partition wall 28 and the second partition wall 30. Specifically, the first chamber 32 is located above the second chamber 34 with the first partition wall 28 therebetween. The second chamber 34 is located above the third chamber 36 with the second partition wall 30 therebetween. The second partition wall 30 of the housing 22 forms the lower surface 34a of the second chamber 34 and the upper surface 36a of the third chamber 36.

[0044] Although it is an example, the first partition wall 28 is composed of a plate-like member 28a forming the lower surface of the first chamber 32 and a plate-like member 28b forming the upper surface of the second chamber 34. Therefore, the housing 22 of the present embodiment can be formed by integrating the upper side portion and the lower side portion of the housing 22.

[0045] As Figure 3 shown, the second charger 14 is housed in the first chamber 32. Specifically, the second charger 14 is mounted on the upper surface 32a of the first chamber 32. The first charger 12 and the relay 18 are housed in the second chamber 34. Specifically, the first charger 12 and the relay 18 are mounted on the lower surface 34a of the second chamber 34. The DC-DC converter 16 is housed in the third chamber 36. Specifically, the DC-DC converter 16 is mounted on the upper surface 36a of the third chamber 36.

[0046] As Figure 3 shown, in the housing 22, a first refrigerant flow path 38 and a second refrigerant flow path 40 are provided. The first refrigerant flow path 38 and the second refrigerant flow path 40 are flow paths through which a refrigerant such as cooling water flows. In the present embodiment, the first refrigerant flow path 38 is provided inside the upper wall 24 of the housing 22. As described above, the upper wall 24 forms the upper surface 32a of the first chamber 32, and the second charger 14 is mounted on the upper surface 32a of the first chamber 32. Thus, the first refrigerant flow path 38 is configured to cool the second charger 14.

[0047] In the present embodiment, the second refrigerant flow path 40 is provided inside the second partition wall 30 of the housing 22. As described above, the second partition wall 30 forms the lower surface 34a of the second chamber 34, and the first charger 12 and the relay 18 are mounted on the lower surface 34a of the second chamber 34. In addition, the second partition wall 30 also forms the upper surface 36a of the third chamber 36, and the DC-DC converter 16 is mounted on the upper surface 36a of the third chamber 36. Thus, the second refrigerant flow path 40 is configured to cool the first charger 12 and the relay 18 disposed in the second chamber 34 and the DC-DC converter 16 disposed in the third chamber 36 together.

[0048] In the charging device 10 of this embodiment, as Figure 4 shown, four operation modes are assumed: an AC charging mode, a DC charging mode, a DC charging mode (MYROOM), and a driving mode.

[0049] The AC charging mode refers to an operation mode in which the main battery 106 is charged with AC power supplied from the outside. In this case, the first charger 12 and the second charger 14 operate. When charging of the auxiliary device battery 120 and operation of the auxiliary device 122 are required, the DC-DC converter 16 sometimes operates simultaneously. On the other hand, it is not assumed that the relay 18 operates. That is, in the AC charging mode, the first charger 12, the second charger 14, and the DC-DC converter 16 may generate heat, while the relay 18 does not generate heat.

[0050] The DC charging mode refers to an operation mode in which the main battery 106 is charged with DC power supplied from the outside. In this case, the relay 18 operates. When charging of the auxiliary device battery 120 and operation of the auxiliary device 122 are required, the DC-DC converter 16 sometimes operates simultaneously. On the other hand, it is not assumed that the first charger 12 and the second charger 14 operate. That is, in the DC charging mode, the DC-DC converter 16 and the relay 18 may generate heat, while the first charger 12 and the second charger 14 do not generate heat.

[0051] The DC charging mode (MYROOM) refers to a mode in which the user of the vehicle 100 uses the passenger compartment 102c of the vehicle 100 as the user's own room (MYROOM) during execution of the above-described DC charging mode. For example, the user of the vehicle 100 can connect an electrical device brought in from the outside to the power supply outlet 118 and use it. In this case, the second charger 14 and the relay 18 operate. When charging of the auxiliary device battery 120 and operation of the auxiliary device 122 are required, the DC-DC converter 16 sometimes operates simultaneously. On the other hand, the first charger 12 does not operate. That is, in the DC charging mode (MYROOM), the second charger 14, the DC-DC converter 16, and the relay 18 may generate heat, while the first charger 12 does not generate heat.

[0052] The driving mode refers to the operation mode when the vehicle 100 is in motion. In this mode, the user of the vehicle 100 sometimes uses the passenger compartment 102c of the vehicle 100 as the user's own room (MYROOM). In this case, the second charger 14 operates. When charging of the auxiliary device battery 120 and operation of the auxiliary device 122 are required, the DC-DC converter 16 sometimes also operates simultaneously. On the other hand, it is not assumed that the first charger 12 and the relay 18 operate. That is, in the driving mode, the second charger 14 and the DC-DC converter 16 may generate heat, while the first charger 12 and the relay 18 do not generate heat.

[0053] As described above, in the charging device 10 of the present embodiment, it is generally not assumed that the first charger 12 and the relay 18 operate simultaneously. Therefore, the first charger 12 and the relay 18 are arranged in the same second chamber 34 of the housing 22. On the other hand, it is assumed that the second charger 14 and the DC-DC converter 16 operate simultaneously with other structural elements respectively. Therefore, the second charger 14 and the DC-DC converter 16 are separately arranged in the first chamber 32 and the third chamber 36 of the housing 22 respectively. Thereby, while miniaturizing the charging device 10, heat interference between the structural elements arranged therein can be avoided or suppressed.

[0054] In addition, the main battery 106 in the present embodiment is an example of the battery in the present invention. The second refrigerant flow path 40 in the present embodiment is an example of the common refrigerant flow path in the present invention. The second partition wall 30 in the present embodiment is an example of the partition wall of the housing in the present invention.

[0055] In the above embodiment, a first refrigerant flow path 38 for cooling the second charger 14 and a second refrigerant flow path 40 for cooling the DC-DC converter 16 are provided. According to such a structure, the second charger 14 and the DC-DC converter 16, which have a high chance of generating heat, can be efficiently cooled by mutually independent refrigerant flow paths.

[0056] In the above embodiment, the first charger 12 and the relay 18 are cooled by the second refrigerant flow path 40 provided in the housing 22. However, as another embodiment, the first charger 12 and the relay 18 may also be cooled by the first refrigerant flow path 38 for cooling the second charger 14. Or, as yet another embodiment, a third refrigerant flow path for cooling the first charger 12 and the relay 18 may also be provided. Since the operation opportunities of the first charger 12 and the relay 18 are exclusive, by adopting a structure in which they are cooled by a common refrigerant flow path, the cooling path provided in the housing 22 can be simplified.

[0057] In the above-described embodiment, the first chamber 32 is located above the second chamber 34, and the second chamber 34 is located above the third chamber 36. The second charger 14 is installed on the upper surface 32a of the first chamber 32, and the first refrigerant flow path 38 is provided inside the upper wall 22a of the housing 22 that forms the upper surface 32a of the first chamber 32. The first charger 12 and the relay 18 are installed on the lower surface 34a of the second chamber 34, and the DC-DC converter 16 is installed on the upper surface 36a of the third chamber 36. The second refrigerant flow path 40 is provided inside the second partition wall 30 of the housing 22 that forms the lower surface 34a of the second chamber 34 and the upper surface 36a of the third chamber 36. With such a structure, it is possible to effectively cool each structural element through a relatively simple refrigerant flow path while suppressing thermal interference between the structural elements.

[0058] Although it is an example, the control device 20 in the present embodiment can execute Figure 5 the series of processes shown. When the control device 20 charges the main battery 106 with AC power supplied from the outside (i.e., during the execution of the AC charging mode), it controls the operations of the first charger 12 and the second charger 14 and executes Figure 5 the series of processes shown. For example, the control device 20 starts the series of processes by connecting the external AC power supply 2 to the AC charging input port 114.

[0059] As Figure 5 shown, the control device 20 first determines whether the charging command power for the main battery 106 is lower than the maximum output of the first charger 12 (S10). When the result in S10 is "yes", the control device 20 operates only the first charger 12 (S12). Thereby, the first charger 12 charges the main battery 106 using the AC power supplied from the outside. On the other hand, when the result in S10 is "no" (i.e., when the charging command power exceeds the maximum output of the first charger 12), the control device 20 operates the first charger 12 and the second charger 14 (S14). Thereby, the first charger 12 and the second charger 14 charge the main battery 106 using the AC power supplied from the outside.

[0060] Next, the control device 20 determines whether the end condition of the AC charging mode is satisfied (S16). The end conditions mentioned here include, for example, disconnecting the external AC power supply 2 from the AC charging input port 114, the state of charge (SOC) of the main battery 106 exceeding a predetermined value, etc. When the result in S16 is "no", the control device 20 returns to the process of S10. When the result in S16 is "yes", the control device 20 ends the series of processes. That is, the processes of S10 to S16 are repeated until the result in S16 is "yes".

[0061] As described above, the first charger 12 operates only in the AC charging mode of the main battery 106. In contrast, the second charger 14 operates not only in the AC charging mode of the main battery 106 but also when supplying power to the outside. Therefore, in the AC charging mode of the main battery 106, when the charging command power is small, the first charger 12 is preferentially operated, so that the balance of the cumulative usage time can be achieved between the first charger 12 and the second charger 14. Thereby, the heat load on the second charger 14 can be reduced, and the life of the charging device 10 can be prolonged.

[0062] As described above, several specific examples have been described in detail, but these are merely examples and are not intended to limit the claims. The technology described in the claims includes technologies obtained by various modifications and changes to the specific examples illustrated above. The technical elements described in this specification or the drawings exhibit technical usefulness alone or in combination.

Claims

1. A charging device, mounted on an electric vehicle, The charging device comprises: a first charger capable of converting AC power supplied from the outside into DC power supplied to the battery of the electric vehicle; a second charger capable of converting AC power supplied from the outside into DC power supplied to the battery, and capable of converting DC power supplied from the battery into AC power supplied to the outside; A DC-DC converter capable of converting the DC power supplied from the battery into low-voltage DC power supplied to an auxiliary equipment battery of the electric vehicle; a relay to electrically connect and disconnect a DC charging input port of the electric vehicle relative to the battery; and The housing has a first chamber for accommodating the second charger, a second chamber for accommodating the first charger and the relay, and a third chamber for accommodating the DC-DC converter.

2. The charging device according to claim 1, wherein: The casing is provided with a first refrigerant flow path for cooling the second charger and a second refrigerant flow path for cooling the DC-DC converter.

3. The charging device according to claim 2, wherein: The first charger and the relay are cooled by a common refrigerant flow path provided in the housing.

4. The charging device according to claim 3, wherein: The first chamber is located above the second chamber, The second chamber is located above the third chamber, The second charger is mounted on the upper surface of the first chamber. The first refrigerant flow path is provided inside an upper wall of the housing forming the upper surface of the first chamber. The first charger and the relay are mounted on the lower surface of the second chamber. The DC-DC converter is mounted on the upper surface of the third chamber. The second refrigerant flow path is provided inside a partition wall of the casing that forms the lower surface of the second chamber and the upper surface of the third chamber.

5. The charging device according to any one of claims 1 to 4, wherein: The charging device further includes a control device for controlling the operation of the first charger and the second charger when the battery is charged with AC power supplied from the outside. The control device operates only the first charger when the charge command power for the battery is lower than the maximum output of the first charger, and operates the first charger and the second charger when the charge command power exceeds the maximum output of the first charger.

Images