charger

Abstract

To provide a charger capable of solving all the problems of workability, reliability and safety.SOLUTION: A charger 301 causes two batteries (batteries for travel loaded on two electric vehicles (20A and 20B) in Fig. 1) to exchange power. The charger comprises: cables (11A and 11B) from the batteries; two connectors (12A and 12B) to which the cables can be connected removably; a bidirectional DC / DC converter 13 capable of moving power in any direction between the connectors; and an interlock circuit 14 which detects that the cables (11A and 11B) are connected to the connectors (12A and 12B) and enables the bidirectional DC / DC converter 13 to be operated.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a charger that charges one battery with the power of another battery. [Background technology]

[0002] When an EV (electric vehicle) runs out of power, a charger is known that connects the EV to a power supply device (support car or battery pack) with sufficient storage capacity and supplies power from the power supply device to the EV (see, for example, Patent Documents 1 and 2). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 4694399 [Patent Document 2] Patent No. 6462452 [Patent Document 3] Patent No. 6070254 Summary of the Invention [Problem to be solved by the invention]

[0004] Chargers like the one mentioned above generate high voltages, so for safety reasons, the cables and connectors connecting to the power supply device and EV are heavy and made for high voltage. Also, various vehicle models and situations in which power runs out can be anticipated, and the longest possible cables are prepared to accommodate these. Furthermore, to prevent electric shock to workers, the charger and cable are integrated (the connection between the charger and cable is not exposed). For this reason, chargers like the one mentioned above are very heavy, posing a problem in terms of workability, as it is difficult for workers to operate them alone.

[0005] In addition, in the charger described above, the cable on the power supply device side, the cable on the EV side, and the main body are integrated, and if a problem occurs (loss or damage) in either cable or connector (connector connecting the vehicle and cable), power supply to the EV becomes impossible. In other words, there is a reliability issue in that the cable is not easy to replace with the charger described above, and there are cases where a vehicle that has run out of power cannot be repaired on site.

[0006] To address these issues, the charger disclosed in Patent Document 3 allows the charger body and the cable to be separated. This allows the cable to be removed, reducing the weight of the charger body and making it easier for an operator to perform the work alone. In addition, this charger allows the operator to easily replace only the cable in trouble, reducing the number of cases where a vehicle that has run out of power cannot be repaired on-site.

[0007] Here, if the charger body and the cable are made separable, it is necessary to solve the safety issue of preventing electric shock to the operator as described above. The charger in Patent Document 3 is provided with an interlock that checks for a ground fault before starting power supply and starts power supply if there is no ground fault. However, in order to improve safety, factors other than ground faults must also be eliminated to prevent electric shock to the operator.

[0008] Therefore, an object of the present invention is to provide a charger that can solve all of the above-mentioned problems in terms of workability, reliability, and safety. [Means for solving the problem]

[0009] In order to achieve the above object, the charger according to the present invention has a detachable charger main body and a cable, and includes an interlock for connection between the charger main body and the cable.

[0010] Specifically, the charger according to the present invention is a charger that transmits and receives power between two batteries, a cable from each of said batteries; Two connectors to which the cables can be detachably connected, respectively; a bidirectional DC / DC converter capable of moving power in either direction between said connectors; an interlock circuit that detects that the cables are connected to the connectors and enables operation of the bidirectional DC / DC converter; Equipped with.

[0011] This charger has a detachable cable and weight distribution, which improves portability. This makes it easier for a single operator to operate the charger, and solves the issue of workability. In addition, because the main unit and cable of this charger are detachable, the cable can be easily replaced, and even if a problem occurs with the cable, power can continue to be supplied to the vehicle with an alternative cable. This increases reliability by allowing vehicles that have run out of power to be rescued on-site, solving the reliability issue. Furthermore, this charger has an interlock for the connection between the main unit and the cable, resolving safety issues.

[0012] Therefore, the present invention can provide a charger that can solve all of the problems of workability, reliability, and safety.

[0013] The inventions described below can be combined as much as possible. Effect of the Invention

[0014] The present invention can provide a charger that can solve all of the problems of workability, reliability, and safety. [Brief description of the drawings]

[0015] [Figure 1] FIG. 1 is a diagram illustrating a charger according to the present invention. [Diagram 2] 11A and 11B are diagrams illustrating a mechanism for magnetically confirming a connection. [Diagram 3] FIG. 13 is a diagram illustrating a mechanism for checking electrical connection. [Figure 4] FIG. 2 is a diagram illustrating a switch. [Diagram 5]FIG. 1 is a diagram for explaining a power supply operation situation. [Figure 6] FIG. 1 is a diagram illustrating a charger according to the present invention. [Figure 7] FIG. 1 is a diagram illustrating a charger according to the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] The embodiments of the present invention will be described with reference to the accompanying drawings. The embodiments described below are examples of the present invention, and the present invention is not limited to the following embodiments. Note that components with the same reference numerals in this specification and drawings indicate the same components.

[0017] FIG. 1 is a diagram illustrating a charger 301 according to the present embodiment. The charger 301 is a charger that transmits and receives electric power between two batteries (driving batteries mounted on two electric vehicles (20A, 20B) in FIG. 1), A cable (11A, 11B) from each of the batteries; Two connectors (12A, 12B) that can detachably connect the cables (11A, 11B), a bidirectional DC / DC converter 13 capable of transferring power in either direction between the connectors (12A, 12B); an interlock circuit 14 that detects that the cables (11A, 11B) are connected to the connectors (12A, 12B), respectively, and enables the operation of the bidirectional DC / DC converter 13; Equipped with.

[0018] When an EV (electric vehicle) runs out of power, the vehicle with no power is connected to a support car or battery pack via a charger to supply power. Because the voltage during power supply is a high 400V DC, heavy high-voltage cables and high-voltage connectors (the connection part on the vehicle side) are used for safety reasons. Conventional chargers are designed so that the charger and cable are integrated to prevent electric shock to workers, and the power system between the vehicles is not exposed. For this reason, conventional chargers are heavy, weighing over 28kg when including the high-voltage connector, high-voltage cable, and charger itself, making it difficult for a worker to carry them alone. However, because there are many different types of vehicles and situations in which power may run out, the charger needs to be equipped with the longest possible high-voltage cable, making it difficult to reduce weight. Specifically, the charger itself weighs 20kg, and the high-voltage connector and high-voltage cable weigh 8kg for two 4m cables and 16kg for two 8m cables.

[0019] Furthermore, if there is a problem (missing or damaged) with one of the two high-voltage connectors or one of the two high-voltage cables, power supply will be impossible.

[0020] To solve such problems, the charger 301 of this embodiment has a detachable main body 10 and cables (11A, 11B) to reduce weight. As in the above-mentioned specific example, the weight of the main body 10 is 20 kg, and the weight of the two 8 m cables (11A, 11B) is 16 kg, so that when the main body and the cables are separated, the weight is small enough that an operator can carry it alone.

[0021] In this embodiment, the cable (11A, 11B) refers to a connection between a high-voltage connector (the connection part on the vehicle connection side) and a high-voltage cable, and the connector (12A, 12B) refers to a connection part that connects the high-voltage cable to the main body 10.

[0022] To ensure the safety of the operator (avoiding electric shock), an interlock 14 is provided that checks whether the main body 10 and the cables (11A, 11B) are securely connected at the connectors (12A, 12B) and enables the bidirectional DC / DC converter 13 to operate only when the connection is confirmed. For example, the interlock can be performed in the following manner.

[0023] (1) Checking the connection using magnetic contacts such as magnets FIG. 2 is a diagram for explaining a mechanism for magnetically checking a connection. FIG. 2 is a diagram for explaining a side of the main body 10 to which the cable (11A or 11B) is connected. The connector (12A or 12B) is disposed in a space 15 slightly recessed from the side of the main body 10. For the sake of explanation, FIG. 2 illustrates a state in which the cable (11A, 11B) is not connected to the connector (12A, 12B). A cover 16 that covers the space 15 is fixed to the side of the main body 10 by a hinge 18. FIG. 2(A) illustrates a state in which the cover 16 is open, and FIG. 2(B) illustrates a state in which the cover 16 is closed. The cover 16 has a notch 16a through which the cable (11A or 11B) can pass from the space 15 to the outside when the cover 16 is closed.

[0024] Magnet switches (17-1, 17-2) that are turned on / off by magnetic force are disposed on the sides of the cover 16 and the main body 10. For example, when the cover 16 is open, the magnet switches (17-1, 17-2) are separated and do not affect each other's magnetic force, so they are in the off state. On the other hand, when the cover 16 is closed, the magnet switches (17-1, 17-2) are close to each other and are turned on by their mutual magnetic force (the on / off states may be reversed).

[0025] The interlock circuit 14 determines whether the cover 16 is open or closed based on the on / off state of the magnet switches (17-1, 17-2), and allows the bidirectional DC / DC converter 13 to operate when the cover 16 is closed, and prevents the bidirectional DC / DC converter 13 from operating when the cover 16 is open. In other words, if the cover 16 is open, the bidirectional DC / DC converter 13 cannot operate even if the worker touches the connectors (12A, 12B), so that the worker can avoid receiving an electric shock. On the other hand, if the cover 16 is closed, the worker cannot touch the vicinity of the connectors (12A, 12B), so that the bidirectional DC / DC converter 13 can avoid receiving an electric shock even if the bidirectional DC / DC converter 13 is operating.

[0026] (2) Checking the connection by electrical contacts FIG. 3 is a diagram illustrating a mechanism for checking electrical connection. The power system wiring 35 is used for transmitting and receiving power between electric vehicles. The connectors (12A, 12B) have contacts (31a, 31b) and dedicated contacts (31c, 31d), and the power system wiring 35 is connected to the contacts (31a, 31b). The ends of the cables (11A, 11B) also have contacts (32a, 32b) and dedicated contacts (32c, 32d), and the power system wiring 35 is connected to the contacts (32a, 32b). When the cables (11A, 11B) are connected to the connectors (12A, 12B), the contacts (31a, 31b) come into contact with the contacts (32a, 32b), enabling transmission and reception of power between the electric vehicles.

[0027] Dedicated contacts (31c, 31d) of the connectors (12A, 12B) and dedicated contacts (32c, 32d) at the ends of the cables (11A, 11B) are used for interlock. When the connectors (12A, 12B) and the ends of the cables (11A, 11B) are connected, a control power supply voltage (+15V) is applied to the relay 33 via the return line 34. When the control power supply voltage is applied to the relay 33, it turns on (closed contact), so that the interlock circuit 14 can detect that the cables (11A, 11B) are connected to the connectors (12A, 12B) and enables the operation of the bidirectional DC / DC converter 13 (interlock release).

[0028] (3) Checking the connection by mechanical contact 2 has described a structure in which magnet switches (17-1, 17-2) that are turned on / off by magnetic force are disposed on the sides of the cover 16 and the main body 10. As an alternative to the magnet switches (17-1, 17-2), a switch 47 that is turned on / off mechanically as described in FIG. 4 may be used. When the cover 16 is open, the switch 47 is off (open contact), and the interlock circuit 14 disables the operation of the bidirectional DC / DC converter 13. On the other hand, when the cover 16 is closed, the switch 47 is on (closed contact), and the interlock circuit 14 enables the operation of the bidirectional DC / DC converter 13 (interlock released).

[0029] The bidirectional DC / DC converter 13 determines the direction in which to transfer the power based on the amount of charge stored in both batteries. The cables (11A, 11B) contain signal lines for sending and receiving information in addition to the power system wiring 35, and the bidirectional DC / DC converter 13 can know the amount of charge stored in the batteries of both electric vehicles through these signal lines. Therefore, the bidirectional DC / DC converter 13 determines the direction in which to transfer the power based on the remaining charge of each battery, and operates the inverter. A worker can perform the power supply work by simply connecting the cables (11A, 11B) to each electric vehicle, without having to consider the power supply direction.

[0030] The charger 10 may further include a switch for setting the direction of the power transfer to the bidirectional DC / DC converter. Regardless of the amount of charge stored in the batteries of both electric vehicles, an operator can determine the power supply direction using the switch.

[0031] The charger 10 may further include an information notification function that notifies the outside of information related to the transmission and reception of power. The information notification function is a function that allows the charging status, such as the charging current value, remaining battery capacity, and charging completion time, to be checked externally while power is being supplied between batteries. The information notification function is, for example, a display using a monitor (liquid crystal panel) or an LED. The information notification function may be an electrical check terminal for checking with a tester or the like, or a transmitter that wirelessly transmits information to a mobile terminal of an operator.

[0032] FIG. 5 is a diagram for explaining a situation in which power supplying work is performed between electric vehicles. Various situations arise depending on the size of the electric vehicles and road conditions. FIG. 5(A) is a diagram for explaining a situation in which power supplying work is performed in a state in which electric vehicles (20A, 20B) the size of a normal car are parallel parked. The length of the cables (11A, 11B) is required to be about 4 m. FIG. 5(B) is a diagram for explaining a situation in which power supplying work is performed in a state in which electric vehicles (20A, 20B) the size of a normal car are parallel parked. The length of the cable 11B is required to be about 4 m, but the length of the cable 11A is sufficient if it is 1 m. FIG. 5(C) is a diagram for explaining a situation in which power supplying work is performed in a state in which the electric vehicle 20B is the size of a normal car, but the electric vehicle 20A is the size of a large vehicle (such as a truck), and both vehicles are parallel parked. The length of the cable 11B is required to be about 4 m, but the length of the cable 11A is required to be about 8 m.

[0033] Thus, an 8m cable can be used in a variety of situations, but working with a heavy 8m cable places a heavy burden on the worker even in the situations of Figures 5(A) and (B). Therefore, it is preferable that at least one of the cables (11A, 11B) is a set of multiple cables of different lengths, and one cable of any length included in the set is selected depending on the situation (see Figure 6).

[0034] 6 is a diagram illustrating a charger 301 that includes a set of three cables 11B of different lengths. Normally, a 4-m-long cable 11Br is used, but when connecting to a large vehicle such as a truck, an 8-m-long cable 11Bl is used, and when connecting to a vehicle in close proximity, a 1-m-long cable 11Bs is used.

[0035] 1 to 6 have described an example of transmitting and receiving power between batteries of electric vehicles, but the charger 301 is not limited to this example. When transmitting and receiving power between electric vehicles, cables (11A, 11B) are used whose tip is a connector (e.g., CHAdeMO, CCS1, TPC, etc.) corresponding to the power supply port of the electric vehicle, but as shown in FIG. 7, when connecting to an object 21 other than the electric vehicle (e.g., a storage battery (Li, etc.), a UPS (uninterruptible power supply), an elevator, lighting in a general facility, a traffic light, a base station (communication assurance), an air conditioner, a smartphone charging device), a connection is possible by preparing a cable 11C whose tip is a connector corresponding to the power supply port of the object.

[0036] In other words, by separating the main body and the cable, the charger of the present invention has been made lightweight enough to be carried by the operator alone, and by having alternative cables on hand, it can be used in the event of cable failure, in a variety of situations, and to a variety of connection destinations.

[0037] (definition) In this specification, "electric vehicles" include battery electric vehicles (BEVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and fuel cell electric vehicles (FCEVs). In addition, "vehicles" include not only passenger cars, but also buses, trucks, motorcycles, tricycles, and bicycles. [Explanation of symbols]

[0038] 10: Main unit 11A, 11B, 11C: Cable 12A, 12B: Connector 13: Bidirectional DC / DC converter 14: Interlock circuit 15: Space 16: Cover 16a:Notch 17-1, 17-2: Magnetic switch 18: Hinge 20A, 20B: Electric vehicles 31a, 31b: Contacts 31c, 31d: Dedicated contacts 32a, 32b: Contacts 32c, 32d: Dedicated contacts 33: Relay 34: Turning line 35: Power system wiring 47: Switch 301: Charger

Claims

1. A charger for transferring power between two batteries, a cable from each of said batteries; Two connectors to which the cables can be detachably connected, respectively; a bidirectional DC / DC converter capable of moving power in either direction between said connectors; an interlock circuit that detects that the cables are connected to the connectors and enables operation of the bidirectional DC / DC converter; A charger comprising:

2. The interlock circuit includes: a cover for covering the connector, the cover having a notch provided so as not to interfere with the cable when the cable is connected to the connector; a magnetic switch that magnetically detects whether the cover is closed; 2. The charger according to claim 1, characterized in that:

3. The interlock circuit includes:

2. The charger according to claim 1, characterized in that a dedicated contact arranged in the connector and a dedicated contact arranged at an end of the cable are an electric circuit configured to be conductive when the connector and the cable are connected.

4. The interlock circuit includes:

2. The charger according to claim 1, wherein the switch is turned on or off when the connector and the cable are connected.

5. 2. The charger according to claim 1, wherein at least one of the cables is a set of a plurality of cables having different lengths, and one of the cables of any length included in the set is selected depending on the situation.

6. 2. The charger according to claim 1, wherein the bidirectional DC / DC converter determines a direction in which the power is transferred based on the charge amounts of both of the batteries.

7. 2. The charger according to claim 1, further comprising a switch for setting a direction in which the power is transferred to the bidirectional DC / DC converter.

Images