On-vehicle battery charging system

Abstract

To provide an on-vehicle battery charging system capable of charging an on-vehicle battery of a vehicle to be charged without using a rapid charging device or a normal power supply.SOLUTION: In a state where a rapid charging connector 16 on an aerial work vehicle 1A and a rapid charging connector 16 on an aerial work vehicle 1B are electrically connected to each other via a power transfer connection cable 150, the on-vehicle battery charging system is configured to supply power charged in a module battery 71 of a stationary battery 70 of the aerial work vehicle 1B to a battery charging circuit unit 100 of the aerial work vehicle 1B and the module battery 71 of the stationary battery 70 of the aerial work vehicle 1A through the power transfer connection cable 150 and the battery charging circuit unit 100 of the aerial work vehicle 1B.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to an in-vehicle battery charging system for charging the in-vehicle battery of a vehicle to be charged in a plurality of vehicles each having an in-vehicle battery.

Background Art

[0002] As a vehicle equipped with an in-vehicle battery such as a lithium-ion battery mounted on a vehicle, a work vehicle such as an aerial work platform is known. Some of this type of work vehicle is configured to supply the electric power stored in the in-vehicle battery to an electric motor or an electric work device to operate and perform a predetermined work (see, for example, Patent Document 1 below). In such a work vehicle, since it is necessary to store the electric power required for work in the in-vehicle battery, it is necessary to regularly charge the in-vehicle battery. Charging of the in-vehicle battery is performed, for example, using a rapid charging device installed in a charging station or the like. Since the rapid charging device can output DC power with a high voltage value and current value suitable for rapid charging of the in-vehicle battery, charging can be performed in a relatively short time. A work vehicle that can utilize the rapid charging device is provided with a power input section (also referred to as a "rapid charging port section") to which the power output from the rapid charging device is input. This rapid charging port section is configured to be electrically connected to the rapid charging device via, for example, an electric cable (also referred to as a "rapid charging cable") provided in the rapid charging device.

[0003] There are also known work vehicles that can charge in-vehicle batteries using the power (generally alternating current power) output from a commercial power source (also referred to as a "normal power source"). Since normal power sources are installed in many buildings, work sites, etc., it becomes possible to charge at various locations by using a normal power source. A work vehicle that can use a normal power source is provided with a power input section (also referred to as a "normal charging port section") into which the power output from the normal power source is input. This normal power source port section is configured to be electrically connectable to the normal power source via an electric cable (also referred to as a "normal charging cable") disposed, for example, between the outlet section of the normal power source and the normal power source port section.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] A plurality of work vehicles each equipped with an in-vehicle battery storing work power may gather at, for example, one work site and perform work respectively. At such a work site, the power storage amount of the in-vehicle battery of a certain work vehicle (also referred to as a "work vehicle to be charged") among the plurality of work vehicles may be insufficient. At this time, if a rapid charging device or a normal power source is installed at the work site or nearby, it becomes possible to charge the in-vehicle battery of the work vehicle to be charged by using the power output from these. However, when neither a rapid charging device nor a normal power source is installed at the work site or the like, it becomes difficult to charge the in-vehicle battery of the work vehicle to be charged, and there is a risk of falling into a situation where the work of the work vehicle to be charged has to be stopped.

[0006] The present invention has been made in view of such problems, and an object thereof is to provide an in-vehicle battery charging system that can charge the in-vehicle battery of a vehicle to be charged without using a rapid charging device or a normal power source in a plurality of vehicles each having an in-vehicle battery.

Means for Solving the Problems

[0007] In order to solve the above problems, an in-vehicle battery charging system according to the present invention is an in-vehicle battery charging system for charging the in-vehicle battery of a vehicle to be charged in a plurality of vehicles (for example, aerial work vehicles 1A and 1B in the embodiment) each having a chargeable in-vehicle battery (for example, fixed installation battery 70 in the embodiment). Each of the plurality of vehicles is provided with a first charging port portion (for example, normal charging connector 15 in the embodiment) into which power from a first external power source (for example, external normal power source in the embodiment) is input, and a second charging port portion (for example, rapid charging connector 16 in the embodiment) into which power from a second external power source (for example, external rapid charging device in the embodiment) is input, and a charging power supply device (for example, power supply device 90 and battery charging circuit portion 100 in the embodiment) that can supply the power input from the first external power source to the first charging port portion and the power input from the second external power source to the second charging port portion to the in-vehicle battery for charging. The plurality of vehicles has a power transfer connection cable that electrically connects the second charging port portion of the first vehicle and the second charging port portion of the second vehicle. In a state where the second charging port portion of the first vehicle and the second charging port portion of the second vehicle are connected by the power transfer connection cable, the power stored in the in-vehicle battery of the second vehicle is output to the second charging port portion of the second vehicle via the charging power supply device of the second vehicle, and the output power is supplied to the in-vehicle battery of the first vehicle via the power transfer connection cable, the second charging port portion of the first vehicle, and the charging power supply device of the first vehicle.

[0008] In the in-vehicle battery charging system having the above configuration, it is preferable that the power transfer connection cable is configured to include a power conversion device that converts the power input from the second charging port portion of the second vehicle to the power transfer connection cable into power having a predetermined voltage value and current value and outputs the power.

[0009] Further, in the in-vehicle battery charging system having the above configuration, it is preferable that the power input and output to the first charging port portion is AC power, and the power input and output to the second charging port portion is DC power.

Advantages of the Invention

[0010] According to the in-vehicle battery charging system according to the present invention, by connecting the second charging port portion of the first vehicle and the second charging port portion of the second vehicle with a power transfer connection cable, the power stored in the in-vehicle battery of the second vehicle can be supplied to the in-vehicle battery of the first vehicle via the power transfer connection cable or the like. Therefore, when the power storage amount of the in-vehicle battery of the first vehicle is insufficient at a work site or the like, even when a quick charging device or a normal power source is not installed nearby, it is possible to supply power to the in-vehicle battery of the first vehicle with insufficient power storage amount by using the power stored in the in-vehicle battery of the second vehicle.

[0011] In the in-vehicle battery charging system having the above configuration, if the power transfer connection cable is configured to include a power conversion device that converts the power input from the second charging port portion of the second vehicle to the power transfer connection cable into power having a predetermined voltage value and current value and outputs the power, it is possible to supply power to the in-vehicle battery of the first vehicle safely and efficiently.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0013] Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIGS. 1 and 2 show the side external appearance of the aerial work vehicle 1 as a vehicle in the in-vehicle battery charging system according to the present invention. FIG. 1 shows the left side surface facing the front of the aerial work vehicle 1, and FIG. 2 shows the right side surface facing the front of the aerial work vehicle 1. Hereinafter, the overall configuration of the aerial work vehicle 1 will be mainly described with reference to these figures. In FIG. 2, the same components as those in FIG. 1 are denoted by the same reference numerals, and detailed descriptions thereof are omitted.

[0014] As shown in FIGS. 1 and 2, the aerial work vehicle 1 has a driver's cab 7 at the front part of the vehicle body 2, and is configured based on a truck vehicle that can travel by a pair of left and right tire wheels 5 disposed in the front and rear of the vehicle body 2. The tire wheels 5 are composed of a front wheel 5F including a left front wheel 5Fl and a right front wheel 5Fr, and a rear wheel 5R including a left rear wheel 5Rl and a right rear wheel 5Rr. The vehicle body 2 includes a chassis frame on which the left front wheel 5Fl, the right front wheel 5Fr, the left rear wheel 5Rl, and the right rear wheel 5Rr are disposed, and a sub-frame attached on this chassis frame.

[0015] On the front, rear, left, and right sides of the vehicle body 2, a jack device 10 for lifting and supporting the vehicle body 2 during high-altitude work is provided. The jack device 10 is composed of a pair of left and right front jacks 10F arranged behind the front wheels 5F and a pair of left and right rear jacks 10R arranged behind the rear wheels 5R. Specifically, a left front jack 10Fl is arranged behind the left front wheel 5Fl, a right front jack 10Fr is arranged behind the right front wheel 5Fr, a left rear jack 10Rl is arranged behind the left rear wheel 5Rl, and a right rear jack 10Rr is arranged behind the right rear wheel 5Rr. Each jack 10F, 10R supports the vehicle body 2 by driving a jack cylinder 11 provided inside each to extend downward, thereby stabilizing the entire vehicle.

[0016] In addition, the left front jack 10Fl, the right front jack 10Fr, the left rear jack 10Rl, and the right rear jack 10Rr are each provided with an outrigger device (not shown). An outrigger cylinder 12 (see FIG. 3) is provided inside each outrigger device, and by expanding and contracting the outrigger cylinder 12, the corresponding jack device 10 is horizontally moved in the width direction of the vehicle body 2 (the direction from the front of the paper surface of FIG. 1 to the back / from the back of the paper surface to the front). At the rear end of the vehicle body 2, a lower operation device 27 for operating each jack device 10, the outrigger device, and the boom 30 described later is provided.

[0017] As shown in FIG. 1, a battery mounting space LS1 is provided between the left rear wheel 5Rl and the left rear jack 10Rl on the lower side of the subframe on the left side of the vehicle body 2, and three portable batteries 80 (for example, composed of lithium-ion batteries) that can be individually attached and detached from the vehicle body 2 are placed in this battery mounting space LS1. Also, a power unit 51 that houses a hydraulic pump 52 (see FIG. 3) described later is attached behind the left front jack 10Fl.

[0018] As shown in FIG. 2, on the lower side of the right side portion of the vehicle body 2 and the subframe, between the right rear wheel 5Rr and A battery placement space LS2 is provided between the right rear jack 10Rr, and a fixed installation battery 70 (for example, composed of a lithium-ion battery) fixed to the vehicle body 2 by a fixture Fx is installed in this battery placement space LS2. Also, between the battery placement space LS2 and the right rear jack 10Rr, there are a normal charging connector 15 for connecting to an external normal power source (for example, a commercial power source that outputs AC power of about 100V or 200V, 10A to 20A) and a rapid charging connector 16 for connecting to an external rapid charging device (for example, a rapid charging device that can output DC power of 400V to 500V, 100A or more).

[0019] As shown in FIG. 1, on the subframe in the mounting area behind the driver's cab 7 in the vehicle body 2, a swivel base 20 driven by a swivel motor 24 and configured to be horizontally swiveling freely around a vertical axis is provided. At the base end of the boom 30, a foot pin 22 is provided on a support column 21 extending upward from the swivel base 20, and the boom 30 is attached so as to be swingable (up and down freely) in the vertical direction. The boom 30 has a configuration in which a base end boom 30a, an intermediate boom 30b, and a tip boom 30c are nested in combination in order from the swivel base 20 side, and the boom 30 can be extended and contracted in the axial direction (longitudinal direction) by the extension and contraction movement of a telescopic cylinder 31 provided inside. Also, a tilting cylinder 23 is straddled between the base end boom 30a and the support column 21, and by extending and contracting this tilting cylinder 23, the entire boom 30 can be tilted in the upper and lower surfaces (vertical plane).

[0020] At the tip of the front boom 30c, a vertical post (not shown) is pivotally supported so as to be swingable in the vertical direction. This vertical post is swing-controlled (leveling control) by an upper leveling cylinder (not shown) spanned between the tip of the front boom 30c and a lower leveling cylinder 25 spanned between the base boom 30a and the column 21 so as to be always held in a vertical posture regardless of the raising and lowering of the boom 30. A work platform 40 for an operator to board is attached to this vertical post via a work platform bracket (not shown). Inside this work platform bracket, a swing motor 34 (see FIG. 3) is provided, and by this swing motor 34, the entire work platform 40 can be swung (horizontally pivoted) around the vertical post.

[0021] The work platform 40 is provided with an upper operation device 45 having various operation means such as operation levers, operation switches, and operation dials operated by an operator boarding thereon. The operator boarding on the work platform 40 can perform operations such as the swing movement of the slewing platform 20 (rotation movement of the swing motor 24), the raising and lowering movement of the boom 30 (expansion and contraction movement of the raising and lowering cylinder 23), the telescopic movement of the boom 30 (expansion and contraction movement of the telescopic cylinder 31), and the swing movement of the work platform 40 (rotation movement of the swing motor 34) by operating the upper operation device 45.

[0022] Next, mainly with reference to FIG. 3, a configuration for performing operation control of each hydraulic actuator including the jack cylinder 11, the outrigger cylinder 12, the swing motor 24, the raising and lowering cylinder 23, the telescopic cylinder 31, and the swing motor 34, etc. based on the operation signal output by the operation of the above-described upper operation device 45 or lower operation device 27 will be described.

[0023] As shown in FIG. 3, the aerial work vehicle 1 includes a hydraulic unit 50 that supplies hydraulic oil to operate each of the above-described hydraulic actuators, and a controller 60 that receives operation signals from the upper operation device 45 and the lower operation device 27 and controls the operation of each hydraulic actuator. The hydraulic unit 50 includes a hydraulic pump 52 and a pump drive motor 53 housed in the power unit 51 shown in FIG. 1. Further, a control valve 54 that controls the supply direction and supply amount of the hydraulic oil supplied from the hydraulic pump 52 to each hydraulic actuator is attached to the back surface of the support column 21 (see FIG. 1).

[0024] The pump drive motor 53 is rotated by the electric power supplied from the power supply device 90, thereby operating the hydraulic pump 52 to pump up the hydraulic oil in the hydraulic oil tank T and discharge it to the control valve 54. The control valve 54 includes an electromagnetic proportional control valve V1 corresponding to the jack cylinder 11, an electromagnetic proportional control valve V2 corresponding to the outrigger cylinder 12, an electromagnetic proportional control valve V3 corresponding to the slewing motor 24, an electromagnetic proportional control valve V4 corresponding to the hoisting cylinder 23, an electromagnetic proportional control valve V5 corresponding to the telescopic cylinder 31, and an electromagnetic proportional control valve V6 corresponding to the swing motor 34.

[0025] When the operation signal output by the operation of the upper operation device 45 or the lower operation device 27 is input to the controller 60, the controller 60 outputs a command signal corresponding to the operation signal to the control valve 54. Based on the command signal from the controller 60, the control valve 54 electromagnetically drives the spools of the electromagnetic proportional control valves V1 to V6 to control the supply direction and supply amount of the hydraulic oil supplied from the hydraulic pump 52 to each hydraulic actuator, and controls the operation direction and operation speed of each hydraulic actuator.

[0026] The power supply device 90 is connected to the stationary battery 70, the portable battery 80, the normal charging connector 15, and the rapid charging connector 16 shown in FIG. 3, and supplies the power supplied from the normal charging connector 15 and the rapid charging connector 16 to the electric device provided in the vehicle body 2. Further, the power supply device 90 supplies the power input to the normal charging connector 15 and the rapid charging connector 16 to the stationary battery 70 and the portable battery 80. Further, the power supply device 90 is configured to be able to output the power stored in the stationary battery 70 and the portable battery 80 to the rapid charging connector 16, or output the power input to the normal charging connector 15 to the rapid charging connector 16.

[0027] Next, with additional reference to FIG. 4, the battery charging circuit section 100 that constitutes the charging power supply device in the present invention will be described. This battery charging circuit section 100 is an electric circuit used when the power supply device 90 charges the stationary battery 70 or the portable battery 80. As shown in FIG. 4, the battery charging circuit section 100 includes a battery internal circuit section 110 provided in the battery pack of the in-vehicle battery (here, the stationary battery 70 is used for convenience, but it may also be the portable battery 80), and a battery external circuit section 120 provided outside the battery pack.

[0028] The internal battery circuit section 110 includes circuit lines 111a and 111b that connect the positive electrode sides of a plurality of module batteries 71 arranged in series with each other in the battery pack to the connection terminal section 72a of the battery pack via an electromagnetic switch section 115, and a circuit line 112 that connects this circuit line 111b to the connection terminal section 72b of the battery pack. The electromagnetic switch section 115 has an electromagnetic coil 115a and a changeover switch 115b, and is configured to open and close the changeover switch 115b by the electromagnetic coil 115a. When the changeover switch 115b opens, the circuit line 111a on the contact point S1 side and the circuit line 111b on the contact point S2 side are electrically disconnected, and when the changeover switch 115b closes, the circuit line 111a and the circuit line 111b are electrically connected via the changeover switch 115b. Further, the internal battery circuit section 110 includes a circuit line 113 that connects the negative electrode side of the module battery 71 to the connection terminal section 72c of the battery pack, and a circuit line 114 that connects this circuit line 113 to the connection terminal section 72d of the battery pack. Note that the operation of the changeover switch 115b in the electromagnetic switch section 115 is controlled by, for example, a switch controller (not shown) provided in the battery pack.

[0029] The external battery circuit section 120 includes four circuit lines 121 with one end connected to the normal charging connector 15, a vehicle-mounted charger 122 for normal charging connected to the other ends of the four circuit lines 121, and connects the plus terminal side of the vehicle-mounted charger 122 for normal charging to the connection terminal section 72a of the battery pack It has a subsequent circuit line 123 and a circuit line 124 that connects the negative terminal side of the in-vehicle charger 122 for normal charging and the connection terminal portion 72c of the battery pack. The in-vehicle charger 122 for normal charging has a function of converting the AC power input from the circuit line 121 into DC power with a predetermined voltage value and current value suitable for safely and efficiently charging the fixed battery 70, and outputting it. For example, it is composed of an AC / DC converter equipped with a rectifier circuit, a step-up / step-down circuit, etc. The reason there are 4 circuit lines 121 is to correspond to the case where the output method (connection method) of the normal power supply is a three-phase four-wire system, and the number of circuit lines 121 can be appropriately changed according to the difference in the output method (such as three-phase three-wire system, single-phase three-wire system, single-phase two-wire system, etc.). Also, the external battery circuit portion 120 has a circuit line 125 that connects the positive terminal side of the rapid charging connector 16 and the connection terminal portion 72b of the battery pack, and a circuit line 126 that connects the negative terminal side of the rapid charging connector 16 and the connection terminal portion 72d of the battery pack. Note that a part of the in-vehicle charger 122 for normal charging and the circuit lines 121 to 126 are arranged inside the power supply device 90.

[0030] Next, with additional reference to FIGS. 5 and 6, the in-vehicle battery charging system according to this embodiment will be described. This in-vehicle battery charging system is a system that enables charging of an in-vehicle battery (in this example, the fixed battery 70 of the aerial work vehicle 1A shown in FIG. 6) with insufficient power storage in a vehicle (in this example, the aerial work vehicle 1A) that gathers at one location (such as a work site) without using a normal power supply or a rapid charging device. It is composed of the aerial work vehicles 1A and 1B and the power transfer connection cable 150. Note that the aerial work vehicles 1A and 1B are configured in the same way as the aforementioned aerial work vehicle 1. Also, it is assumed that the fixed battery 70 of the aerial work vehicle 1B has a surplus power storage compared to the fixed battery 70 of the aerial work vehicle 1A.

[0031] As shown in FIG. 5, the connection cable 150 for power transfer is arranged and used between the quick charging connectors 16 of the aerial work vehicle 1A and the quick charging connector 16 of the aerial work vehicle 1B in order to electrically connect the quick charging connector 16 of the aerial work vehicle 1A and the quick charging connector 16 of the aerial work vehicle 1B. The connection cable 150 for power transfer includes a cable main body portion 151 formed in a string shape and having a predetermined number of electric wires (not shown) inside, a first plug portion 152 provided at one end of the cable main body portion 151, a second plug portion 153 provided at the other end of the cable main body portion 151, and a power conversion device 154 provided on the cable main body portion 151. The electric wires in the cable main body portion 151 electrically connect the connection terminals (not shown) of the first plug portion 152 and the connection terminals (not shown) of the second plug portion 153 via the power conversion device 154. The connection cable 150 for power transfer configured in this way is equipped on either one or both of the aerial work vehicles 1A and 1B.

[0032] As shown in FIG. 6, the connection cable 150 for power transfer is used by connecting the first plug portion 152 to the quick charging connector 16 of the aerial work vehicle 1A and connecting the second plug portion 153 to the quick charging connector 16 of the aerial work vehicle 1B. By connecting the connection cable 150 for power transfer in this way, the connection terminals of the first plug portion 152 and the connection terminals (not shown) of the quick charging connector 16 of the aerial work vehicle 1A are electrically connected, and the connection terminals of the second plug portion 153 and the connection terminals (not shown) of the quick charging connector 16 of the aerial work vehicle 1B are electrically connected. As a result, both quick charging connectors 16, 16 are electrically connected via the connection cable 150 for power transfer.

[0033] In the in-vehicle battery charging system of the present embodiment, the charging of the fixed battery 70 of the aerial work vehicle 1A is performed in a state where the quick charging connector 16 of the aerial work vehicle 1A and the quick charging connector 16 of the aerial work vehicle 1B are electrically connected via the connection cable 150 for power transfer as described above (see FIG. 6). At this time, the changeover switch 115b of the electromagnetic switch unit 115 installed in the battery internal circuit unit 110 in the aerial work vehicle 1A and the aerial work vehicle 1B The changeover switch 115b of the electromagnetic switch unit 115 installed in the in-vehicle battery internal circuit unit 110 in [description omitted] is controlled to be in a closed state. In this way, both rapid charging connectors 16, 16 are electrically connected via the power transfer connection cable 150, and the state where the changeover switches 115b of both electromagnetic switch units 115, 115 are controlled to be in a closed state is hereinafter referred to as the in-vehicle battery chargeable state.

[0034] In this in-vehicle battery chargeable state, as shown in FIG. 6, in the aerial work vehicle 1B, part of the power stored in the module battery 71 of the fixed installation battery 70 is discharged from the positive electrode side of the module battery 71, and is input as DC power to the circuit line 111a. In FIGS. 5 and 6, the white arrows indicate the direction of power flow. The DC power input to the circuit line 111a passes through the closed changeover switch 115b, enters the circuit line 125 from the circuit line 111b via the circuit line 112 and the connection terminal portion 72b, and further flows to the plus terminal side of the rapid charging connector 16 via the circuit line 125 and is output from the rapid charging connector 16. The DC power output from the rapid charging connector 16 is input to the cable main body portion 151 on the second plug portion 153 side via the second plug portion 153 of the power transfer connection cable 150, and further output from the first plug portion 152 via the power conversion device 154 and the cable main body portion 151 on the first plug portion 152 side. The power conversion device 154 has a function as a charger that converts the DC power input from the second plug portion 153 into DC power having a predetermined voltage value and current value suitable for safely and efficiently charging the fixed installation battery 70 of the aerial work vehicle 1A, and is configured by, for example, a DC / DC converter including a step-up / down circuit or the like.

[0035] The DC current output from the first plug portion 152 of the power transfer connection cable 150 is input from its positive terminal side to the circuit line 125 via the rapid charging connector 16 in the aerial work vehicle 1A. The DC power input to the circuit line 125 is input to the circuit line 111b from the circuit line 125 via the connection terminal portion 72b and the circuit line 112, and further supplied from the circuit line 111a through the closed changeover switch 115b to the module battery 71 of the stationary battery 70 on the positive electrode side thereof.

[0036] Thus, according to the in-vehicle battery charging system of the present embodiment, in a state where the rapid charging connectors 16 of the aerial work vehicle 1A and the rapid charging connectors 16 of the aerial work vehicle 1B are electrically connected via the power transfer connection cable 150 having the power conversion device 154, a part of the power stored in the module battery 71 of the stationary battery 70 of the aerial work vehicle 1B can be supplied to the module battery 71 of the stationary battery 70 of the aerial work vehicle 1A. Therefore, the stationary battery 70 of the aerial work vehicle 1A with insufficient power storage can be safely and efficiently charged without using a normal power supply or a rapid charging device.

[0037] As described above, although one embodiment of the present invention has been described, the present invention is not limited to the above embodiment and can be changed as appropriate. For example, in the above embodiment, an aerial work vehicle is exemplified as the vehicle on which the in-vehicle battery in the in-vehicle battery charging system is mounted, but the present invention is not limited thereto. The in-vehicle battery charging system of the present invention can be applied to charge the in-vehicle batteries of vehicles such as work vehicles other than aerial work vehicles and electric vehicles other than work vehicles.

Explanation of reference numerals

[0038] 1, 1A, 1B Aerial work vehicle 15 Normal charging connector 16 Rapid charging connector 20 Slewing platform 30 Boom 40 Work platform 52 Hydraulic pump 53 Pump drive motor 70 Fixed installation battery 71 Module battery 80 Portable battery 100 Battery charging circuit section 115 Electromagnetic switch section 150 Power transfer connection cable 154 Power conversion device

Claims

1. In a plurality of vehicles each having a rechargeable in-vehicle battery, an in-vehicle battery charging system for charging the in-vehicle battery of a vehicle to be charged, each of the plurality of vehicles is provided with a first charging port portion into which power from a first external power source is input, a second charging port portion into which power from a second external power source is input, and a charging power supply device capable of supplying the power input from the first external power source to the first charging port portion and the power input from the second external power source to the second charging port portion to the in-vehicle battery for charging, having a power transfer connection cable that electrically connects the second charging port portion of a first vehicle among the plurality of vehicles and the second charging port portion of a second vehicle, in a state where the second charging port portion of the first vehicle and the second charging port portion of the second vehicle are connected by the power transfer connection cable, the power stored in the in-vehicle battery of the second vehicle is output to the second charging port portion of the second vehicle via the charging power supply device of the second vehicle, and the output power passes through the power transfer connection cable, the second charging port portion of the first vehicle, and the charging power supply device of the first vehicle and is configured to be supplied to the in-vehicle battery of the first vehicle. An in-vehicle battery charging system characterized by this.

2. The in-vehicle battery charging system according to claim 1, wherein the power transfer connection cable is configured to have a power conversion device that converts the power input from the second charging port portion of the second vehicle to the power transfer connection cable into power having a predetermined voltage value and current value and outputs it.

3. The in-vehicle battery charging system according to claim 1 or 2, wherein the power input and output to the first charging port portion is AC power, and the power input and output to the second charging port portion is DC power.

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