On-vehicle battery charging system

Abstract

To provide an on-vehicle battery charging system capable of efficiently charging an on-vehicle battery of a vehicle to be charged using power output from an external power source.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 such that power inputted from a normal power supply to the rapid charging connector 16 on the aerial work vehicle 1A is supplied to a stationary battery 70 of the aerial work vehicle 1A, and power inputted to the rapid charging connector 16 on the aerial work vehicle 1B from the normal power supply is transferred to the aerial work vehicle 1A via the power transfer connection cable 150 and is supplied to the stationary battery 70 of the aerial work vehicle 1A.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to an in-vehicle battery charging system for charging an 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 vehicle 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 unit (also referred to as a "rapid charging port unit") to which the power output from the rapid charging device is input. This rapid charging port unit 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 a 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, it is preferable if a rapid charging device is installed at or near the work site, but even if it is not installed, if a normal power source is installed at the work site or the like, it becomes possible to charge the in-vehicle battery of the work vehicle to be charged by using the power output from the normal power source. However, charging the in-vehicle battery using the power output from a normal power source has a problem that the charging efficiency is lower compared to the case of charging using the power output from a rapid charging device, and it takes a lot of time to charge the in-vehicle battery.

[0006] The present invention has been made in view of such problems, and in a plurality of vehicles each having an in-vehicle battery, it is an object to provide an in-vehicle battery charging system capable of efficiently charging the in-vehicle battery of a vehicle to be charged using electric power output from an external power source.

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 an 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, 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) capable of supplying the power input to the first charging port portion from the first external power source and the power input to the second charging port portion from the second external power source to the in-vehicle battery for charging. The plurality of vehicles have 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 input from the first external power source to the first charging port portion of the first vehicle is supplied to the in-vehicle battery of the first vehicle via the charging power supply device of the first vehicle, and the power input from the first external power source to the first charging port portion 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 supply device for charging the second vehicle includes a switching device (for example, the external electromagnetic switch unit 115 in the embodiment) that selectively switches between supplying the power input from the first external power source to the first charging port unit of the second vehicle to the in-vehicle battery of the second vehicle and outputting the power to the second charging port unit of the second vehicle without supplying it to the in-vehicle battery of the second vehicle.

[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 unit is AC power, and the power input and output to the second charging port unit is DC power.

Advantages of the Invention

[0010] According to the in-vehicle battery charging system of the present invention, in a state where the second charging port unit of the first vehicle and the second charging port unit of the second vehicle are connected by a power transfer connection cable, the power input from the first external power source to the first charging port unit of the first vehicle can be supplied to the in-vehicle battery of the first vehicle via the charging power supply device of the first vehicle. At the same time, the power input from the first external power source to the first charging port unit of the second vehicle can be output to the second charging port unit of the second vehicle via the charging power supply device of the second vehicle, and the output power can be supplied to the in-vehicle battery of the first vehicle via the power transfer connection cable, the second charging port unit of the first vehicle, and the charging power supply device of the first vehicle. Therefore, when the power storage amount of the in-vehicle battery of the first vehicle is insufficient at a work site or the like and a commercial power source is installed nearby, not only can the power from the first external power source be directly supplied to the in-vehicle battery of the first vehicle, but at the same time, the power from the first external power source can be supplied to the in-vehicle battery of the first vehicle via the second vehicle. Thus, it becomes possible to efficiently charge the in-vehicle battery of the first vehicle with insufficient power storage using the first external power source.

[0011] In the in-vehicle battery charging system configured as described above, it is preferable that the power supply device for charging the second vehicle includes a switching device that selectively switches between supplying the power input from the first external power source to the first charging port portion of the second vehicle to the in-vehicle battery of the second vehicle and outputting the power to the second charging port portion of the second vehicle without supplying it to the in-vehicle battery of the second vehicle. By providing such a switching device, it becomes possible to easily switch between charging the in-vehicle battery of the own vehicle (the second vehicle) and assisting in charging the in-vehicle battery of another vehicle (the first vehicle).

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 external side views 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 drawings. For the same configuration as in FIG. 1 in FIG. 2, the same reference numerals are given, and the detailed description thereof is omitted.

[0014] As shown in FIGS. 1 and 2, the elevated work vehicle 1 is configured based on a truck vehicle having a driver's cab 7 at the front of the vehicle body 2 and capable of traveling by a pair of left and right tire wheels 5 disposed at 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 is provided with a vehicle body frame composed of 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] Jack devices 10 for lifting and supporting the vehicle body 2 during elevated work are provided on the front, rear, left, and right of the vehicle body 2. The jack device 10 is configured to have a pair of left and right front jacks 10F disposed behind the front wheel 5F and a pair of left and right rear jacks 10R disposed behind the rear wheel 5R. Specifically, a left front jack 10Fl is disposed behind the left front wheel 5Fl, a right front jack 10Fr is disposed behind the right front wheel 5Fr, a left rear jack 10Rl is disposed behind the left rear wheel 5Rl, and a right rear jack 10Rr is disposed behind the right rear wheel 5Rr. Each of the jacks 10F, 10R lifts and supports the vehicle body 2 by driving a jack cylinder 11 provided inside each of them 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. 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 to the back / from the back to the front of the paper surface in FIG. 1). A lower operation device 27 for performing operation operations of each jack device 10, the outrigger device, and a boom 30 described later is provided at the rear end of the vehicle body 2.

[0017] As shown in FIG. 1, below the subframe on the left side of the vehicle body 2, a battery mounting space LS1 is provided between the left rear wheel 5Rl and the left rear jack 10Rl, and three detachable portable batteries 80 (for example, composed of lithium-ion batteries) that can be individually attached to and detached from the vehicle body 2 are mounted 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, below the right side of the vehicle body 2 and the subframe, a battery mounting space LS2 is provided between the right rear wheel 5Rr and 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 mounting space LS2. Also, between the battery mounting space LS2 and the right rear jack 10Rr, 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) are provided.

[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 turntable 20 is provided which is driven by a slewing motor 24 and is configured to be horizontally slewingly movable about a vertical axis. At the support column 21 extending upward from this turntable 20, the base end portion of a boom 30 is attached via a foot pin 22 so as to be vertically swingable (up-and-down swingable). The boom 30 has a configuration in which a base boom 30a, an intermediate boom 30b, and a tip boom 30c are nested and combined in order from the turntable 20 side, and by the telescopic movement of a telescopic cylinder 31 provided inside thereof, the boom 30 can be telescopically moved in the axial direction (longitudinal direction). Further, a tilting cylinder 23 is spanned between the base boom 30a and the support column 21, and by telescoping this tilting cylinder 23, the entire boom 30 can be tilted within the upper and lower surfaces (vertical plane).

[0020] At the tip of the tip boom 30c, a vertical post (not shown) is pivotally supported so as to be vertically swingable. This vertical post is swing-controlled (leveling control) by an upper leveling cylinder (not shown) spanned between the tip of the tip boom 30c and a lower leveling cylinder 25 spanned between the base boom 30a and the support column 21 so as to always be held in a vertical posture regardless of the tilting 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 slewed) 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 the work platform 40 can perform various operations such as the slewing movement of the turntable 20 (rotation of the slewing motor 24), the tilting movement of the boom 30 (telescopic movement of the tilting cylinder 23), the telescopic movement of the boom 30 (telescopic movement of the telescopic cylinder 31), and the swinging movement of the work platform 40 (rotation 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, outrigger cylinder 12, slewing motor 24, hoisting cylinder 23, telescopic cylinder 31, and swing motor 34 described above based on the operation signal output by operating the upper operation device 45 or the lower operation device 27 described above will be described.

[0023] As shown in FIG. 3, the aerial work platform 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 an operation signal output by operating 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, this 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 fixed installation 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 devices provided on 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 fixed installation battery 70 and the portable battery 80. Also, the power supply device 90 is configured to be able to output the power stored in the fixed installation 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 power supply device for charging 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 fixed installation battery 70 or the portable battery 80. As shown in FIG. 4, the battery charging circuit section 100 is composed of an in-battery circuit section 110 provided in the battery pack of the in-vehicle battery (here, for convenience, the fixed installation battery 70, but it may also be the portable battery 80), and an out-of-battery circuit section 120 provided outside the battery pack.

[0028] The internal circuit section 110 of the battery 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 S1 side and the circuit line 111b on the contact 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 circuit section 110 of the battery 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. The internal circuit section 110 of the battery 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 S1 side and the circuit line 111b on the contact 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 circuit section 110 of the battery 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 unit 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, a circuit line 123 connecting the positive terminal side of the vehicle-mounted charger 122 for normal charging and the connection terminal portion 72a of the battery pack, and a circuit line 124 connecting the negative terminal side of the vehicle-mounted charger 122 for normal charging and the connection terminal portion 72c of the battery pack. The vehicle-mounted 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 buck-boost circuit, etc. The reason there are four circuit lines 121 is to correspond to the case where the output method (connection method) of the normal power supply is three-phase four-wire, 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, single-phase three-wire, single-phase two-wire, etc.). In addition, the external battery circuit unit 120 includes a circuit line 125 connecting 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 connecting 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 vehicle-mounted charger 122 for normal charging and the circuit lines 121 to 126 are arranged inside the power supply device 90.

[0030] Next, with reference to FIGS. 5 and 6 added, the in-vehicle battery charging system according to this embodiment will be described. This in-vehicle battery charging system is a system that enables efficient charging of an in-vehicle battery (in this example, the fixed installation 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 vehicles 1A and 1B shown in FIG. 5) gathered at one location (such as a work site) using a normal power source. It is composed of the aerial work vehicles 1A and 1B, a power transfer connection cable 150, and normal charging connection cables 160A and 160B. Note that the aerial work vehicles 1A and 1B are configured in the same manner as the above-described aerial work vehicle 1. Also, it is assumed that the fixed installation battery 70 of the aerial work vehicle 1B has a surplus power storage capacity compared to the fixed installation battery 70 of the aerial work vehicle 1A.

[0031] As shown in FIG. 5, the power transfer connection cable 150 is arranged and used between the rapid charging connectors 16 of the aerial work vehicle 1A and the rapid charging connector 16 of the aerial work vehicle 1B in order to electrically connect the rapid charging connector 16 of the aerial work vehicle 1A and the rapid charging connector 16 of the aerial work vehicle 1B. This power transfer connection cable 150 is configured to have 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 portion of the cable main body portion 151, and a second plug portion 153 provided at the other end portion of the cable main body portion 151. Note that 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. The power transfer connection cable 150 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 power transfer connection cable 150 is used by connecting the first plug portion 152 to the rapid charging connector 16 of the aerial work vehicle 1A and connecting the second plug portion 153 to the rapid charging connector 16 of the aerial work vehicle 1B. By connecting the power transfer connection cable 150 in this way, the connection terminal of the first plug portion 152 and the connection terminal (not shown) of the rapid charging connector 16 of the aerial work vehicle 1A are electrically connected, and the connection terminal of the second plug portion 153 and the connection terminal (not shown) of the rapid charging connector 16 of the aerial work vehicle 1B are electrically connected. As a result, both rapid charging connectors 16, 16 are electrically connected via the power transfer connection cable 150.

[0033] As shown in Fig. 5, the normal charging connection cable 160A is disposed and used between the normal charging connector 15 of the aerial work vehicle 1A and the outlet portion of the normal power supply (referred to as "normal power supply outlet 170") in order to electrically connect the normal charging connector 15 of the aerial work vehicle 1A and the normal power supply outlet 170. The normal charging connection cable 160A includes a cable main body portion 161 formed in a string shape and having a predetermined number of electric wires (not shown) inside, a first plug portion 162 provided at one end of the cable main body portion 161, and a second plug portion 163 provided at the other end of the cable main body portion 161. The electric wires in the cable main body portion 161 electrically connect the connection terminal (not shown) of the first plug portion 162 and the connection terminal (not shown) of the second plug portion 163. The normal charging connection cable 160A configured in this way is equipped on the aerial work vehicle 1A.

[0034] As shown in Fig. 5, the general charging connection cable 160B is arranged and used between the general charging connector 15 of the aerial work vehicle 1B and the general power outlet 170 in order to electrically connect the general charging connector 15 of the aerial work vehicle 1B and the general power outlet 170. This general charging connection cable 160B, similar to the general charging connection cable 160A, is composed of a cable main body 161, a first plug part 162, and a second plug part 163. In Fig. 5, for the sake of convenience, the general charging connection cable 160B is shown to be longer than the general charging connection cable 160A, but actually both general charging connection cables 160A and 160B are configured to be of equal length. The general charging connection cable 160B configured in this way is equipped on the aerial work vehicle 1B.

[0035] As shown in Fig. 6, the general charging connection cable 160A is used by connecting the first plug part 162 to the general power outlet 170 and connecting the second plug part 163 to the general charging connector 15 of the aerial work vehicle 1A. By connecting the general charging connection cable 160A in this way, the connection terminal of the first plug part 162 of the general charging connection cable 160A and the connection terminal (not shown) of the general power outlet 170 are electrically connected, and the connection terminal of the second plug part 163 of the general charging connection cable 160A and the connection terminal (not shown) of the general charging connector 15 of the aerial work vehicle 1A are electrically connected. Thereby, the general charging connector 15 of the aerial work vehicle 1A and the general power outlet 170 are electrically connected via the general charging connection cable 160A.

[0036] As shown in Fig. 6, the general charging connection cable 160B is used by connecting the first plug portion 162 to a general power outlet 170 and connecting the second plug portion 163 to the general charging connector 15 of the aerial work vehicle 1B. By connecting the general charging connection cable 160B in this way, the connection terminal of the first plug portion 162 of the general charging connection cable 160B and the connection terminal of the general power outlet 170 are electrically connected, and the connection terminal of the second plug portion 163 of the general charging connection cable 160B and the connection terminal of the general charging connector 15 of the aerial work vehicle 1B are electrically connected. Thereby, the general charging connector 15 of the aerial work vehicle 1B and the general power outlet 170 are electrically connected via the general charging connection cable 160B.

[0037] 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 rapid charging connectors 16 of the aerial work vehicle 1A and the rapid charging connector 16 of the aerial work vehicle 1B are electrically connected via the power transfer connection cable 150 as described above, and the general charging connector 15 of the aerial work vehicle 1A and the general power outlet 170 are electrically connected via the general charging connection cable 160A, and the general charging connector 15 of the aerial work vehicle 1B and the general power outlet 170 are electrically connected via the general charging connection cable 160B (see Fig. 6). At this time, the changeover switch 115b of the electromagnetic switch unit 115 installed in the in-vehicle circuit unit 110 of the aerial work vehicle 1A is controlled to be in the closed state, while the changeover switch 115b of the electromagnetic switch unit 115 installed in the in-vehicle circuit unit 110 of the aerial work vehicle 1B is controlled to be in the open state. The state in which the two rapid charging connectors 16, 16 are electrically connected via the power transfer connection cable 150, the general charging connectors 15 of the aerial work vehicles 1A and 1B are electrically connected to the general power outlet 170 via the general charging connection cables 160A and 160B, respectively, and further, the changeover switch 115b of the electromagnetic switch unit 115 in the aerial work vehicle 1A is in the closed state and the changeover switch 115b of the electromagnetic switch unit 115 in the aerial work vehicle 1B is in the open state is hereinafter referred to as the in-vehicle battery chargeable state.

[0038] When this in-vehicle battery is in a chargeable state, as shown in FIG. 6, in the aerial work vehicle 1A, the AC power output from the ordinary power outlet 170 is input into the ordinary charging connector 15 of the aerial work vehicle 1A via the ordinary charging connection cable 160A. In FIGS. 5 and 6, the white arrows indicate the direction of the power flow. The AC power input into the ordinary charging connector 15 is input into the ordinary in-vehicle charger 122 via the circuit line 121, and is converted into DC power with a predetermined voltage value and current value by the ordinary in-vehicle charger 122. This DC power is output from the plus terminal side of the ordinary in-vehicle charger 122, and is input into the battery pack of the fixed installation battery 70 via the circuit line 123 and the connection terminal portion 72a. The DC power input into the battery pack is supplied to the module battery 71 from its positive electrode side via the circuit line 111b, the changeover switch 115b, and the circuit line 111 when the changeover switch 115b is in the closed state.

[0039] On the other hand, in the aerial work vehicle 1B, as shown in FIG. 6, the AC power output from the ordinary power outlet 170 is input into the ordinary charging connector 15 of the aerial work vehicle 1B via the ordinary charging connection cable 160B. The AC power input into the ordinary charging connector 15 is input into the ordinary in-vehicle charger 122 via the circuit line 121, and is converted into DC power with a predetermined voltage value and current value by the ordinary in-vehicle charger 122. This DC power is output from the plus terminal side of the ordinary in-vehicle charger 122, and is input into the battery pack of the fixed installation battery 70 via the circuit line 123 and the connection terminal portion 72a. The DC power input into the battery pack is not supplied to the module battery 71 when the changeover switch 115b is in the open state, but is input into the circuit line 125 via the circuit line 111b, the circuit line 112, and the connection terminal portion 72b, and further flows from 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 output from the first plug portion 152 via the second plug portion 153 and the cable main body portion 151 of the power transfer connection cable 150.

[0040] The direct 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 from the circuit line 125 to the circuit line 111b 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 its positive electrode side.

[0041] Thus, according to the in-vehicle battery charging system of the present embodiment, by making the in-vehicle battery in a chargeable state, the AC power output from the ordinary power outlet 170 can be input into the aerial work vehicle 1A by the ordinary charging connection cable 160A, and this AC power can be converted into DC power and supplied to the module battery 71 of the stationary battery 70 of the aerial work vehicle 1A. At the same time, the AC power input into the aerial work vehicle 1B from the ordinary power outlet 170 by the ordinary charging connection cable 160B can be converted into DC power, and this DC power can be transferred to the aerial work vehicle 1A via the power transfer connection cable 150 and supplied to the module battery 71 of the stationary battery 70 of the aerial work vehicle 1A. Therefore, compared with the case where the stationary battery 70 of the aerial work vehicle 1A with insufficient power storage is charged using only the power directly input into the aerial work vehicle 1A from the ordinary power outlet 170, it is possible to charge efficiently at a speed about twice as fast.

[0042] In addition, when it is desired to charge the fixed installation battery 70 of the aerial work vehicle 1B using the AC power output from the ordinary power outlet 170 (also referred to as "power for normal charging"), the changeover switch 115b of the aerial work vehicle 1B, which is in the open state in the vehicle-mounted battery chargeable state, is closed, and the connection between the rapid charging connector 16 of the aerial work vehicle 1A and the rapid charging connector 16 of the aerial work vehicle 1B by the power transfer connection cable 150 is released. Thereby, the fixed installation battery 70 of the aerial work vehicle 1B can be charged using the power for normal charging. Thus, according to the vehicle-mounted battery charging system of the present embodiment, in the aerial work vehicle 1B, it is possible to easily switch between the case of charging the fixed installation battery 70 of the aerial work vehicle 1B and the case of assisting in charging the fixed installation battery 70 of the aerial work vehicle 1A.

[0043] As described above, one embodiment of the present invention has been described. However, the present invention is not limited to the above-described embodiment and can be appropriately modified. For example, in the above-described embodiment, the aerial work vehicle is exemplified as the vehicle on which the vehicle-mounted battery in the vehicle-mounted battery charging system is mounted, but the present invention is not limited thereto. The vehicle-mounted battery charging system of the present invention can be applied to charge the vehicle-mounted batteries of vehicles other than the aerial work vehicle, such as work vehicles other than the aerial work vehicle and electric vehicles other than work vehicles.

[0044] In the above-described embodiment, an example is given in which a vehicle to be charged (the aerial work vehicle 1A) and another vehicle (the aerial work vehicle 1B) are electrically connected via a power transfer connection cable, and the power input to the other vehicle is transferred to the vehicle to be charged by the power transfer connection cable to charge the in-vehicle battery of the vehicle to be charged. However, the present invention is not limited to this. The vehicle to be charged and a plurality of other vehicles may be electrically connected to each other via power transfer connection cables, respectively, and the power input to each of the plurality of other vehicles may be transferred to the vehicle to be charged by the power transfer connection cables to charge the in-vehicle battery of the vehicle to be charged. Such an aspect can be realized, for example, by providing a plurality of rapid charging outlets each connected to a plurality of power transfer connection cables in the vehicle to be charged.

Explanation of Signs

[0045] 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 160A, 160B Normal charging connection cable

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 into the first charging port portion from the first external power source and the power input into the second charging port portion from the second external power source 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 input from the first external power source into the first charging port portion of the first vehicle is supplied to the in-vehicle battery of the first vehicle via the charging power supply device of the first vehicle, and the power input from the first external power source into the first charging port portion 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. An in-vehicle battery charging system characterized by being configured as such.

2. The charging power supply device of the second vehicle includes a switching device that selectively switches between a case where the power input from the first external power source into the first charging port portion of the second vehicle is supplied to the in-vehicle battery of the second vehicle and a case where the power is not supplied to the in-vehicle battery of the second vehicle but is output to the second charging port portion of the second vehicle. The in-vehicle battery charging system according to Claim 1, characterized by this.

3. The in-vehicle battery charging system according to Claim 1 or 2, characterized in 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.

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