On-vehicle charge system

Abstract

To provide an on-vehicle charge system capable of safely, efficiently and quickly charging a large-capacity battery loaded on a vehicle for quickly charging a power battery of an EV.SOLUTION: A large-capacity EV quick charger battery 20 included in an on-vehicle charge system 100 for quickly charging a power battery 210 of an EV 200 is chargeable by an on-vehicle motor charge section 30 which generates power using drive power of a vehicle engine 310, a commercial power source quick charge section 40 capable of performing quick charge using a vehicle outside installation type commercial power source quick charger 400, and a commercial power source normal charge section 50 capable of performing charge using AC power received from a commercial AC power source 500. The on-vehicle motor charge section 30 and the commercial power source normal charge section 50 are simultaneously operated, thereby improving charge efficiency. The commercial power source quick charge section 40 is operated independently, thereby limiting excessive power supply considerably exceeding a specific capacity of the EV quick charger battery 20.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an in-vehicle charging system that can be mounted on a rescue vehicle (such as a mobile rapid charging vehicle) corresponding to a power outage of an electric vehicle, and particularly relates to a technology capable of safely and efficiently rapidly charging a large-capacity battery mounted on a vehicle.

Background Art

[0002] In recent years, various electric vehicles (hereinafter simply referred to as EVs) have been sold by domestic and foreign automobile manufacturers and are becoming more popular. Since the driving range of an EV largely depends on the capacity of the power battery mounted on the vehicle, although various technologies for increasing the capacity have been proposed, it cannot be said that a sufficient driving range has been achieved compared to gasoline engine vehicles or hybrid vehicles. In addition, the charging infrastructure for EVs, such as charging spots for charging EVs while away from home, is not sufficient. Even if an EV runs out of power while away from home, if there is no place to charge nearby, a road service will be called and the EV will be towed to a charging spot or the like, which is inconvenient and costly.

[0003] In order to avoid such towing of a vehicle with a dead battery, a mobile charging device has been proposed in which a rapid charging device capable of charging the power battery mounted on an EV in a short time is mounted on the vehicle (see, for example, Patent Document 1). With the mobile charging device described in Patent Document 1, it is possible to go to the parking lot of an EV that has run out of power and cannot move and rapidly charge the power battery of the EV that has run out of power on the spot. Therefore, there is no need for the labor and high cost of towing a vehicle with a dead battery, and the convenience for users is high.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, the mobile charging device described in Patent Document 1 combines a plurality of rapid charging storage batteries with a high charge and discharge rate and a large-capacity storage battery with a larger electrical capacity and a slower charge and discharge rate than these rapid charging storage batteries to charge the power battery of the object to be charged. Therefore, if each storage battery does not have sufficient storage capacity, it cannot be used as a mobile charging device. Although the low-capacity rapid charging storage battery is fully charged in about several minutes to one hour, since the large-capacity storage battery is charged over a long period of time at night when the power is cheap, if the large-capacity storage battery is consumed during a rescue operation, the large-capacity storage battery cannot be charged in a short time, and thus the mobile charging device cannot be used on that day. That is, if the large-capacity storage battery cannot be rapidly charged, it cannot cope with frequent rescue operations.

[0006] Therefore, an object of the present invention is to provide an in-vehicle charging system that can safely and efficiently rapidly charge a large-capacity battery mounted on a vehicle in order to rapidly charge the power battery of an EV.

Means for Solving the Problems

[0007] In order to solve the above problems, an in-vehicle charging system according to the present invention includes an EV rapid charger for rapidly charging a power battery mounted on an electric vehicle, an EV rapid charger battery composed of a large-capacity secondary battery capable of supplying power equal to or greater than a specified capacity of the power battery to be charged by the EV rapid charger, an in-vehicle generator that generates electricity using the driving force of a vehicle engine, an in-vehicle generator charging unit that charges the EV rapid charger battery via an in-vehicle generator charging path connecting the EV rapid charger battery and the in-vehicle generator, a power receiving unit connected to an off-vehicle installed commercial power rapid charger that is large-capacity and capable of supplying power equal to or greater than the specified capacity of the EV rapid charger battery and is installed outside the vehicle, and receives power from the off-vehicle installed commercial power rapid charger, a commercial power rapid charging unit that can rapidly charge the EV rapid charger battery via a commercial power rapid charging path connecting the EV rapid charger battery and the power receiving unit, and a charging unit selection means for selecting a power supply source for charging the EV rapid charger battery, which are mounted on the vehicle. The in-vehicle generator charging unit includes a generated voltage detection means for detecting the generated voltage of the in-vehicle generator, a charging path opening / closing means for switching the connection / shutdown of the in-vehicle generator charging path, and a reverse current prevention means for preventing current from flowing from the EV rapid charger battery side towards the in-vehicle generator. The commercial power rapid charging unit includes a received voltage detection means for detecting the received voltage from the off-vehicle installed commercial power rapid charger, a charging path opening / closing means for switching the connection / shutdown of the commercial power rapid charging path, and a reverse current prevention means for preventing current from flowing from the EV rapid charger battery side towards the power receiving unit. When the detected voltage by the received voltage detection means of the commercial power rapid charging unit has not reached a predetermined voltage at which the EV rapid charger battery can be charged, and the detected voltage by the generated voltage detection means of the in-vehicle generator charging unit has reached the predetermined voltage at which the EV rapid charger battery can be charged, the charging path opening / closing means of the in-vehicle generator charging unit is switched to the connected state to cause the in-vehicle generator charging unit to charge the EV rapid charger battery. When the detected voltage by the received voltage detection means of the commercial power rapid charging unit has reached the predetermined voltage at which the EV rapid charger battery can be charged,Switch the charging path opening / closing means of the commercial power rapid charging unit to connection to cause the commercial power rapid charging unit to charge the battery for the EV rapid charger, and at the same time, switch the charging path opening / closing means of the in-vehicle generator charging unit to disconnection or hold the disconnection to disable the in-vehicle generator charging unit from charging the battery for the EV rapid charger, which is characterized by this.

[0008] In the above invention, the vehicle further includes a power receiving unit that receives AC power from an external commercial AC power source, and AC / DC conversion means that converts the AC power received by the power receiving unit into DC power at a predetermined voltage capable of charging the EV rapid charger battery and outputs it. A commercial power normal charging unit capable of normally charging the EV rapid charger battery is provided via a commercial power normal charging path that connects the EV rapid charger battery and the AC / DC conversion means. The commercial power normal charging unit includes supply voltage detection means for detecting the supply voltage from the AC / DC conversion means, charging path opening / closing means for switching the connection / disconnection of the commercial power normal charging path, and reverse current prevention means for preventing current from flowing from the EV rapid charger battery side toward the AC / DC conversion means. When the detected voltage by the received power voltage detection means of the commercial power rapid charging unit does not reach the predetermined voltage at which the EV rapid charger battery can be charged, and the detected voltage by the generated power voltage detection means of the in-vehicle generator charging unit and / or the supply voltage detection means of the commercial power normal charging unit reaches the predetermined voltage at which the EV rapid charger battery can be charged, the charging path opening / closing means of the in-vehicle generator charging unit and / or the charging path opening / closing means of the commercial power normal charging unit are switched to the connected state to charge the EV rapid charger battery by the in-vehicle generator charging unit and / or the commercial power normal charging unit. When the detected voltage by the received power voltage detection means of the commercial power rapid charging unit reaches the predetermined voltage at which the EV rapid charger battery can be charged, the charging path opening / closing means of the commercial power rapid charging unit are switched to the connected state to charge the EV rapid charger battery by the commercial power rapid charging unit, and at the same time, the charging path opening / closing means of the in-vehicle generator charging unit and the charging path opening / closing means of the commercial power normal charging unit are switched to the disconnected state or the disconnection is maintained, so that charging of the EV rapid charger battery by the in-vehicle generator charging unit and the commercial power normal charging unit may be disabled.

[0009] In the above invention, a plurality of the commercial power normal charging units are provided in the vehicle. When the detected voltage by the received power voltage detecting means of the commercial power rapid charging unit has not reached a predetermined voltage at which the battery for the EV rapid charger can be charged, and the detected voltage by the generated power voltage detecting means of the in-vehicle generator charging unit and / or the supplied voltage detecting means of the commercial power normal charging unit has reached the predetermined voltage at which the battery for the EV rapid charger can be charged, the charging path opening / closing means of the in-vehicle generator charging unit and / or the charging path opening / closing means of the commercial power normal charging unit are switched to the connected state to charge the battery for the EV rapid charger by the in-vehicle generator charging unit and / or the commercial power normal charging unit. When the detected voltage by the received power voltage detecting means of the commercial power rapid charging unit has reached the predetermined voltage at which the battery for the EV rapid charger can be charged, the charging path opening / closing means of the commercial power rapid charging unit are switched to the connected state to charge the battery for the EV rapid charger by the commercial power rapid charging unit, and at the same time, the charging path opening / closing means of the in-vehicle generator charging unit and the charging path opening / closing means of all the commercial power normal charging units are switched to the disconnected state or the disconnected state is maintained, so that charging of the battery for the EV rapid charger by the in-vehicle generator charging unit and all the commercial power normal charging units may be disabled.

Advantages of the Invention

[0010] According to the in-vehicle charging system of the present invention, since the battery for the EV rapid charger can be charged from the in-vehicle generator charging unit that operates using the driving force of the vehicle engine, the battery for the EV rapid charger can be charged while the vehicle is running or with the engine idling. When an off-vehicle installed type commercial power rapid charger installed at a charging spot or the like can be used, rapid charging of the battery for the EV rapid charger can be performed from the commercial power rapid charging unit. Moreover, when rapid charging of the battery for the EV rapid charger is performed by the commercial power rapid charging unit, the charging unit selection means disables charging of the battery for the EV rapid charger by the in-vehicle generator charging unit, thus avoiding damage or shortening of the life of the battery for the EV rapid charger due to excessive power supply that greatly exceeds the specified capacity of the battery for the EV rapid charger, and enabling safe and efficient rapid charging of the battery for the EV rapid charger.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3

Modes for Carrying Out the Invention

[0012] Next, based on the accompanying drawings, embodiments of the in-vehicle charging system 100 according to the present invention will be described in detail. As shown in FIG. 1, the in-vehicle charging system 100 of the first embodiment is for rapidly charging the power battery 210 mounted on an electric vehicle EV200, which is a general electric vehicle equipped with a rapid charging port in addition to a normal charging port, and is mounted on a rescue vehicle 300 equipped with an internal combustion engine (for example, a gasoline engine).

[0013] Note that normal charging in the EV200 is to receive commercial alternating current (e.g., single-phase 100V / 200V alternating current) and convert it to direct current to charge the power battery 210. Rapid charging in the EV200 is to receive direct current exceeding 300V (e.g., 400 - 500V) output from a rapid charger (e.g., an off-vehicle installed commercial power rapid charger 400 installed outside the vehicle) installed at a charging spot or the like, and fully charge the power battery 210 in a short time (or charge it up to a limited capacity of about 80%). Therefore, vehicles that can only perform normal charging, such as PHVs and small EVs with a small battery capacity, do not have a rapid charging port and are not targets for charging by the in-vehicle charging system 100 of this embodiment. However, by adding charging equipment for the normal charging port, it is also possible to make the in-vehicle charging system 100 capable of supporting vehicle models without a rapid charging port.

[0014] The EV rapid charger 10 of the in-vehicle charging system 100 is connected to the rapid charging port of the EV200 via a rapid charging port connector 12 provided at the tip of the power supply cable 11, and controls the power supply from the EV rapid charger battery 20 to the power battery 210 of the EV200. The EV200 is equipped with a BMS (Battery Management System) for battery management, and communicates with the EV rapid charger 10 via CAN communication, which is a general-purpose communication protocol, and transmits information such as the remaining battery level of the power battery 210, the maximum voltage and current that can be received, and the estimated charging time to the EV rapid charger 10. Based on this information, the EV rapid charger 10 controls to charge the power battery 210 at the maximum current. Then, the BMS of the EV200 monitors the charging status (current, voltage, temperature, etc.), instructs the EV rapid charger 10 to change the current or stop charging, and when charging is completed, disconnects the communication line and ends the charging control.

[0015] The battery 20 for the EV rapid charger is a high-capacity secondary battery in which a large number of battery cells 21 are stacked at a narrow pitch, and at least a battery capable of supplying power equal to or greater than the specified capacity of the power battery 210 in the EV 200 that is the target of charge control by the EV rapid charger 10 is used. In the rapid charging of a general EV 200, since it is necessary to have the performance of supplying a maximum current of 125 A at a voltage exceeding 300 V, rapid chargers with an output of 40 KW to 50 KW are installed at charging spots and the like. It is sufficient to use the battery 20 for the EV rapid charger having a power storage performance equivalent to or greater than this. Of course, when the capacity of the power battery 210 of a general EV 200 further increases, a battery 20 for the EV rapid charger with a corresponding capacity may be used.

[0016] Since the above-described battery 20 for the EV rapid charger is a secondary battery, it is necessary to charge and supplement the amount of power consumed by charging the power battery 210 of the EV 200. The in-vehicle charging system 100 also has a function for charging the battery 20 for the EV rapid charger. That is, it includes an in-vehicle generator charging unit 30, a commercial power rapid charging unit 40, and a commercial power normal charging unit 50. And, from among these three power supply units, a power supply source for charging the battery 20 for the EV rapid charger is selected by the function of the charging unit selection means 60.

[0017] The in-vehicle generator charging unit 30 includes an HMG (Hybrid Magnetic Generator) generator 31 that generates electricity using the driving force of the vehicle engine 310, and a generator control means 32 that controls the power generation output of the HMG generator 31 and includes an AC / DC conversion function. This HMG generator 31 is a small generator with a rotor structure combining a permanent magnet and an exciting coil. By increasing or decreasing the exciting current to the exciting coil, the amount of magnetic flux linked to the stator coil can be increased or decreased, and it is a high-capacity generator capable of adjusting the output voltage. The generator control means 32 adjusts the output voltage by increasing or decreasing the exciting current supplied to the HMG generator 31, and converts the three-phase alternating current output from the HMG generator 31 into direct current and outputs it. In other words, by the cooperation of the HMG generator 31 and the generator control means 32, it functions as an in-vehicle generator that can obtain direct current using the driving force of the vehicle engine 310. Of course, a standard generator including an AC / DC conversion function may be used as the in-vehicle generator and operated by the vehicle engine 310. In that case, the output of the generator may be adjusted by controlling the rotational speed of the vehicle engine 310 by means of actuator control of the rescue vehicle 300, etc.

[0018] The electric power generated by the HMG generator 31 is supplied to the EV rapid charger battery 20 via the in-vehicle generator charging path 33. This in-vehicle generator charging path 33 connects the EV rapid charger battery 20 and the in-vehicle generator (in the in-vehicle generator charging unit 30 of FIG. 1, the generator control means 32). The positive-side energization path 33a is connected to the positive electrode of the EV rapid charger battery 20, and the negative-side energization path 33b is connected to the negative electrode of the EV rapid charger battery 20, respectively. Thereby, the generated voltage of the in-vehicle generator (in the in-vehicle generator charging unit 30 of FIG. 1, the DC voltage AC / DC-converted by the generator control means 32) is applied to the EV rapid charger battery 20, and a charging current corresponding to the line resistance and the resistance inside the battery is supplied to the EV rapid charger battery 20. Note that the EV rapid charger 10 has a battery management function for charging the EV rapid charger battery 20. For example, by communicating with the generator control means 32, the generated voltage value and the maximum current value by the in-vehicle generator charging unit 30 are controlled to perform safe and efficient charging so as to avoid damage and premature aging of the EV rapid charger battery 20.

[0019] Further, the in-vehicle generator charging unit 30 includes a generated voltage detection means 34 for detecting the generated voltage of the in-vehicle generator (in the in-vehicle generator charging unit 30 of FIG. 1, the DC voltage AC / DC-converted by the generator control means 32), a charging path opening / closing means 35 for switching the connection / disconnection of the in-vehicle generator charging path 33, and a backflow prevention means 36 for preventing current from flowing from the EV rapid charger battery 20 side toward the in-vehicle generator (in the in-vehicle generator charging unit 30 of FIG. 1, the generator control means 32).

[0020] The power generation voltage detection means 34 detects the power generation voltage from the potential difference between the positive electrode side energization path 33a and the negative electrode side energization path 33b, and transmits this detected voltage to the charging unit selection means 60. The charging path opening / closing means 35 can be constituted by, for example, a magnet switch (electromagnetic switch) having normally open contacts. When the drive signal from the charging unit selection means 60 becomes ON, the electromagnet operates, moves the contact piece, and closes the contacts (switches the in-vehicle generator charging path 33 to the cut-off state). On the other hand, when the drive signal from the charging unit selection means 60 becomes OFF, the electromagnet of the charging path opening / closing means 35 stops, the contact piece returns to its original position, and the contacts open (switches the in-vehicle generator charging path 33 to the connected state). That is, the charging path opening / closing means 35 can switch the connection / cut-off of the in-vehicle generator charging path 33 according to the drive signal from the charging unit selection means 60. The backflow prevention means 36 can use a general rectifier diode, and is connected at an appropriate position in the positive electrode side energization path 33a so as to be in the forward direction from the in-vehicle generator (in the in-vehicle generator charging unit 30 of FIG. 1, the generator control means 32) toward the EV rapid charger battery 20.

[0021] This in-vehicle generator charging unit 30 has the merit that it can charge the EV rapid charger battery 20 while the rescue vehicle 300 equipped with a gasoline engine is running or with the engine idling. On the other hand, there is also a demerit that the energy conversion efficiency to electricity is poor and the CO2 emission amount due to gasoline consumption increases. For such an in-vehicle generator charging unit 30, the commercial power rapid charging unit 40 can rapidly charge the EV rapid charger battery 20 by using an off-vehicle installed type commercial power rapid charger 400 (a high-capacity rapid charger installed outside the vehicle that can supply power equal to or greater than the specified capacity of the EV rapid charger battery 20). Therefore, if the rescue vehicle 300 is stopped in an environment where the off-vehicle installed type commercial power rapid charger 400 can be used, it is desirable to charge the EV rapid charger battery 20 by using the power generation by the commercial power rapid charging unit 40 rather than the power generation by the in-vehicle generator charging unit 30.

[0022] The commercial power rapid charging unit 40 is connected to a power supply unit (for example, male connector 410) of an externally installed commercial power rapid charger 400 installed outside the vehicle, and includes a power receiving unit (for example, female connector 41) that receives power from this externally installed commercial power rapid charger 400. It performs rapid charging of the battery 20 for the EV rapid charger via a commercial power rapid charging path 42 that connects the battery 20 for the EV rapid charger and the female connector 41. Note that the EV rapid charger 10 has a battery management function for charging the battery 20 for the EV rapid charger. For example, by mutually communicating with the charging control unit of the externally installed commercial power rapid charger 400 via CAN communication, it controls the supply voltage value and the maximum current value by the externally installed commercial power rapid charger 400, and performs safe and efficient charging so as to avoid damage and shortening of the life of the battery 20 for the EV rapid charger.

[0023] Also, the commercial power rapid charging unit 40 includes a received voltage detection means 43 that detects the received voltage from the externally installed commercial power rapid charger 400, a charging path opening / closing means 44 that switches the connection / cutoff of the commercial power rapid charging path 42, and a backflow prevention means 45 that prevents current from flowing from the side of the battery 20 for the EV rapid charger toward the externally installed commercial power rapid charger 400. Since the commercial power rapid charging path 42 is connected to the battery 20 for the EV rapid charger in parallel with the in-vehicle generator charging path 33, it is possible to charge the battery 20 for the EV rapid charger by operating the in-vehicle generator charging unit 30 and the commercial power rapid charging unit 40 simultaneously. However, as will be described later, when the power supply operation from the commercial power rapid charging unit 40 to the battery 20 for the EV rapid charger is being performed, exclusive control to cut off the power supply from the in-vehicle generator charging unit 30 to the battery 20 for the EV rapid charger is performed by the charging unit selection means 60.

[0024] The received voltage detection means 43 detects the generated voltage from the potential difference between the positive-side energization path 42a and the negative-side energization path 42b of the commercial power supply rapid charging path 42, and transmits this detected voltage to the charging unit selection means 60. The charging path opening / closing means 44 can be configured by a magnet switch (electromagnetic switch) having a normally open contact, similar to the charging path opening / closing means 35 in the in-vehicle generator charging unit 30 described above, and can switch the connection / disconnection of the commercial power supply rapid charging path 42 according to the drive signal from the charging unit selection means 60. The backflow prevention means 45 can use a general rectifier diode, and is connected at an appropriate position in the positive-side energization path 42a so as to be in the forward direction from the female connector 41, which is the power receiving part connected to the off-vehicle-mounted commercial power supply rapid charger 400, toward the EV rapid charger battery 20.

[0025] This commercial power supply rapid charging unit 40 is convenient because it can receive power supply from the off-vehicle-mounted commercial power supply rapid charger 400 installed at a charging spot or the like and perform rapid charging of the EV rapid charger battery 20. In addition, since the off-vehicle-mounted commercial power supply rapid charger 400 can supply power exceeding the specified capacity of the EV rapid charger battery 20, rapid charging can supply the EV rapid charger battery 20 with the maximum charging current within the arbitrarily set regulations (for example, CHAdeMO (registered trademark) standard) when charging by the commercial power supply rapid charging unit 40.

[0026] However, if rapid charging by the commercial power supply rapid charging unit 40 and charging by the in-vehicle generator charging unit 30 are performed in parallel, a charging current exceeding the limit will flow through the EV rapid charger battery 20, and there is a possibility that the EV rapid charger battery 20 will be damaged or have a shortened lifespan. Therefore, when charging the EV rapid charger battery 20 by the commercial power supply rapid charging unit 40, the charging unit selection means 60 performs exclusive control to regulate the operations of the in-vehicle generator charging unit 30 and the commercial power supply normal charging unit 50.

[0027] Since the above-described large-capacity off-vehicle-mounted commercial power rapid charger 400 operates by receiving a special power source (e.g., three-phase 200V commercial alternating current) not for general households, it is installed only in limited locations such as charging spots, and it is not always possible to use the off-vehicle-mounted commercial power rapid charger 400 when charging the battery 20 for EV rapid chargers. Therefore, the in-vehicle charging system 100 of the present embodiment is provided with a commercial power normal charging unit 50 that can receive a more general commercial power source (e.g., single-phase 100V / 200V commercial alternating current) and charge the battery 20 for EV rapid chargers.

[0028] The commercial power normal charging unit 50 includes an outlet plug 51 as a power receiving unit that receives alternating current power from an off-vehicle commercial alternating current power source 500 (AC100V / 200V), and the outlet plug 51 is inserted into an outlet socket 510 to convert the alternating current power received from the commercial alternating current power source 500 into direct current at a predetermined voltage capable of charging the battery 20 for EV rapid chargers and output it. The commercial power normal charging unit 50 also includes AC / DC conversion means 52. Through a commercial power normal charging path 53 that connects the battery 20 for EV rapid chargers and the AC / DC conversion means 52, the battery 20 for EV rapid chargers can be normally charged. Since this commercial power normal charging path 53 is connected to the battery 20 for EV rapid chargers in parallel with the in-vehicle generator charging path 33 and the commercial power rapid charging path 42, it is possible to simultaneously operate the in-vehicle generator charging unit 30, the commercial power rapid charging unit 40, and the commercial power normal charging unit 50 to charge the battery 20 for EV rapid chargers. However, as will be described later, when a power supply operation from the commercial power rapid charging unit 40 to the battery 20 for EV rapid chargers is being performed, exclusive control to cut off the power supply from the in-vehicle generator charging unit 30 and the commercial power normal charging unit 50 to the battery 20 for EV rapid chargers is performed by the charging unit selection means 60.

[0029] Note that since the alternating current supplied from the commercial AC power supply 500 is prone to fluctuations and is not stable, when a simple full-wave rectifier circuit or the like combined with rectifier diodes is used as the AC / DC conversion means 52, the supply voltage to the EV rapid charger battery 20 also becomes unstable, and efficient charging may not be possible in some cases. Therefore, a DC / DC converter for adjusting the DC output from the AC / DC conversion means 52 is provided, and the EV rapid charger 10 having a battery management function controls the output voltage of the DC / DC converter to control the generated voltage value and the maximum current value by the commercial power normal charging unit 50, so that safe and efficient charging may be performed to avoid damage and premature aging of the EV rapid charger battery 20.

[0030] Also, the commercial power normal charging unit 50 detects the generated voltage from the potential difference between the positive electrode side energization path 53a and the negative electrode side energization path 53b, and transmits this detected voltage to the charging unit selection means 60. Similar to the charging path opening / closing means 35 of the in-vehicle generator charging unit 30 and the charging path opening / closing means 44 of the commercial power rapid charging unit 40, the charging path opening / closing means 55 of the commercial power normal charging unit can switch the connection / disconnection of the commercial power normal charging path 53 according to the drive signal from the charging unit selection means 60. The backflow prevention means 56 can use a general rectifier diode and is connected at an appropriate position in the positive electrode side energization path 53a so as to be in the forward direction from the AC / DC conversion means 52 toward the EV rapid charger battery 20.

[0031] This commercial power supply normal charging unit 50 can receive power supply from a commercial AC power supply 500 through a general household socket or the like and charge the battery 20 for an EV rapid charger, so it is easy to use and convenient. Also, since the DC power supply obtained from the commercial AC power supply 500 can only supply power lower than the rated capacity of the battery 20 for the EV rapid charger, even if the charging operation by the commercial power supply normal charging unit 50 and the charging operation by the in-vehicle generator charging unit 30 are performed in parallel, damage or shortening of the life of the battery 20 for the EV rapid charger can be avoided. However, when the power supply operation from the commercial power supply rapid charging unit 40 to the battery 20 for the EV rapid charger is being performed, since the maximum charging current is being supplied to the battery 20 for the EV rapid charger, exclusive control is required to cut off the power supply from the in-vehicle generator charging unit 30 and the commercial power supply normal charging unit 50 to the battery 20 for the EV rapid charger.

[0032] The charging unit selection means 60 selects the in-vehicle generator charging unit 30, the commercial power supply rapid charging unit 40, and the commercial power supply normal charging unit 50 as the power supply sources for charging the battery 20 for the EV rapid charger. For this purpose, the charging unit selection means 60 includes a charging source determination function for determining whether the in-vehicle generator charging unit 30, the commercial power supply rapid charging unit 40, and the commercial power supply normal charging unit 50 can be used as charging sources, a charging source selection function for selecting the charging source to operate based on predetermined selection conditions, and a charging source operation function for operating the charging source selected by the charging source selection function.

[0033] Here, with reference to FIG. 2, the charging source selection operation by the charging unit selection means 60 will be described. In FIG. 2, for simplicity of explanation, it is assumed that constant voltage charging is performed without changing the voltage with respect to the passage of time, but this is not limited to this, and a charging method according to the characteristics of the battery 20 for the EV rapid charger (for example, constant current charging that keeps the charging current constant) may be used.

[0034] First, the charging unit selection means 60 captures the detected voltages from the generated voltage detection means 34 of the in-vehicle generator charging unit 30, the received voltage detection means 43 of the commercial power rapid charging unit 40, and the supplied voltage detection means 54 of the commercial power normal charging unit 50. If none of the detected voltages have reached a predetermined voltage (e.g., 80% of the maximum voltage of the EV rapid charger battery 20) at which the EV rapid charger battery 20 can be charged, the charging unit selection means 60 determines that none of the in-vehicle generator charging unit 30, the commercial power rapid charging unit 40, and the commercial power normal charging unit 50 can be used as a power generation source. Thus, it becomes a "non-charging period" during which the EV rapid charger battery 20 is not being charged.

[0035] Next, when the detected voltage from the generated voltage detection means 34 of the in-vehicle generator charging unit 30 exceeds the predetermined voltage, the charging unit selection means 60 determines that the in-vehicle generator charging unit 30 can be selected as the power generation source. And as the first selection condition, it is confirmed that charging by the commercial power rapid charging unit 40 is not being performed (the drive signal output from the charging unit selection means 60 to the charging path opening / closing means 44 of the commercial power rapid charging unit 40 is OFF). If this condition is satisfied, the charging unit selection means 60 turns ON the drive signal output to the charging path opening / closing means 35 of the in-vehicle generator charging unit 30. As a result, the positive electrode side conduction path 33a of the in-vehicle generator charging path 33 is closed, and charging from the in-vehicle generator charging unit 30 to the EV rapid charger battery 20 is started. Thus, it becomes a "separate operation period of the in-vehicle generator charging unit" during which the EV rapid charger battery 20 is charged only by the in-vehicle generator charging unit 30.

[0036] After that, when the detected voltage from the supply voltage detection means 54 of the commercial power supply normal charging unit 50 exceeds a predetermined voltage, the charging unit selection means 60 determines that the commercial power supply normal charging unit 50 can be selected as the charging source. And as the first selection condition, it is confirmed that charging is not being performed by the commercial power supply rapid charging unit 40 (the drive signal output from the charging unit selection means 60 to the charging path opening / closing means 44 of the commercial power supply rapid charging unit 40 is OFF). If this condition is satisfied, the charging unit selection means 60 turns ON the drive signal output to the commercial power supply normal charging path 53 of the commercial power supply normal charging unit 50. As a result, the positive electrode side conduction path 53a of the commercial power supply normal charging unit 50 is closed, and charging from the commercial power supply normal charging unit 50 to the EV rapid charger battery 20 is started. Since charging from the in-vehicle generator charging unit 30 to the EV rapid charger battery 20 has already been performed, thereafter, charging of the EV rapid charger battery 20 by the in-vehicle generator charging unit 30 and charging of the EV rapid charger battery 20 by the commercial power supply normal charging unit 50 are performed in parallel. Therefore, it becomes the "simultaneous operation period of the in-vehicle generator charging unit and the commercial power supply normal charging unit" in which charging of the EV rapid charger battery 20 is performed using the in-vehicle generator charging unit 30 and the commercial power supply normal charging unit 50 in combination.

[0037] Furthermore, after that, when the detected voltage from the received voltage detection means 43 of the commercial power supply rapid charging unit 40 exceeds a predetermined voltage, the charging unit selection means 60 determines that the commercial power supply rapid charging unit 40 can be selected as the charging source. Of course, since the drive signal output from the charging unit selection means 60 to the charging path opening / closing means 44 of the commercial power supply rapid charging unit 40 is OFF and thus satisfies the first selection condition, the charging unit selection means 60 newly selects the commercial power supply rapid charging unit 40 as the charging source.

[0038] Here, when selecting the commercial power rapid charging unit 40 as the charging source, the charging source selection means 60, as a second selection condition, confirms that charging by other charging sources (the in-vehicle generator charging unit 30 and / or the commercial power normal charging unit 50) is not being performed. Since charging of the battery 20 for the EV rapid charger by the in-vehicle generator charging unit 30 and charging of the battery 20 for the EV rapid charger by the commercial power normal charging unit 50 have already been carried out, the charging source selection means 60 turns on the drive signal output to the charging path opening / closing means 44 of the commercial power rapid charging unit 40, and at the same time, turns off the drive signal output to the charging path opening / closing means 35 of the in-vehicle generator charging unit 30 and the drive signal output to the commercial power normal charging path 53 of the commercial power normal charging unit 50. Thereby, when the charging source selection means 60 selects the commercial power rapid charging unit 40 as the charging source, it disables charging of the battery 20 for the EV rapid charger by the in-vehicle generator charging unit 30 and / or the commercial power normal charging unit 50, and performs charging of the battery 20 for the EV rapid charger only by the commercial power rapid charging unit 40. Thus, it becomes the "period of independent operation of the vehicle commercial power rapid charging unit" during which charging of the battery 20 for the EV rapid charger is performed only by the commercial power rapid charging unit 40. Note that even if the charging source selection means 60 turns off the drive signals output to the charging path opening / closing means 35 of the in-vehicle generator charging unit 30 and the commercial power normal charging path 53 of the commercial power normal charging unit 50 to disable charging of the battery 20 for the EV rapid charger by the in-vehicle generator charging unit 30 and the commercial power normal charging unit 50, if power generation in the in-vehicle generator charging unit 30 and AC / DC conversion in the commercial power normal charging unit 50 continue, the voltage values detected by the power generation voltage detection means 34 and the supply voltage detection means 54 will not become zero. In this embodiment, when the commercial power rapid charging unit 40 is selected as the charging source, at the same time, a stop command is sent from the EV rapid charger 10 to the in-vehicle generator charging unit 30 and the commercial power normal charging unit 50 to forcibly stop their operations, suppressing wasteful energy consumption. Therefore, as shown in FIG. 2, the voltage values detected by the power generation voltage detection means 34 and the supply voltage detection means 54 become zero. Of course, it may be provided in case the operations of the in-vehicle generator charging unit 30 and / or the commercial power normal charging unit 50 are continued and rapid charging by the commercial power rapid charging unit 40 becomes unavailable.

[0039] Based on this second selection condition, by switching to the charge control of the battery 20 for the EV rapid charger only by the commercial power rapid charge unit 40, it is possible to prevent an excessive charging current from flowing through the battery 20 for the EV rapid charger, avoid the risk of the battery 20 for the EV rapid charger being damaged or having a shortened lifespan, and enable rapid charging of the battery 20 for the EV rapid charger safely and efficiently. When the charging unit selection means 60 determines the second selection condition, if charging by neither the in-vehicle generator charging unit 30 nor the commercial power normal charge unit 50 is being performed, the second selection condition is satisfied. Therefore, the charging unit selection means 60 may simply hold the drive signal output to the charging path opening / closing means 35 of the in-vehicle generator charging unit 30 and the drive signal output to the commercial power normal charge path 53 of the commercial power normal charge unit 50 in the OFF state. Also, when the charging unit selection means 60 determines the second selection condition, if charging is being performed by only one of the in-vehicle generator charging unit 30 or the commercial power normal charge unit 50, the charging unit selection means 60 turns off the drive signal output to the charging path opening / closing means 35 of the in-operation in-vehicle generator charging unit 30 or the charging path opening / closing means 55 of the commercial power normal charge unit 50, and may hold the drive signal output to the charging path opening / closing means 35 of the stopped in-vehicle generator charging unit 30 or the charging path opening / closing means 55 of the commercial power normal charge unit 50 in the OFF state so as to satisfy the second selection condition.

[0040] In the in-vehicle charging system 100 of the above-described embodiment, the commercial power normal charge unit 50 is provided in consideration of convenience. However, the commercial power normal charge unit 50 is not necessarily essential. At least, if the in-vehicle generator charging unit 30 and the commercial power rapid charge unit 40 are provided, it is sufficient as the charging function of the battery 20 for the EV rapid charger. When the in-vehicle generator charging unit 30 and the commercial power rapid charge unit 40 are provided, the charging unit selection means 60 may alternatively determine whether to charge by the in-vehicle generator charging unit 30 or by the commercial power rapid charge unit 40, and may make a determination to preferentially use the charging by the commercial power rapid charge unit 40.

[0041] Also, in the in-vehicle charging system 100 described above, one in-vehicle generator charging unit 30, one commercial power rapid charging unit 40, and one commercial power normal charging unit 50 are provided. Since there is only one vehicle engine 310 in the rescue vehicle 300, it is not practical to provide multiple in-vehicle generator charging units 30. If one off-vehicle installed type commercial power rapid charger 400 can be used, it is sufficient for the rapid charging of the EV rapid charger battery 20, so there is no meaning in providing multiple commercial power rapid charging units 40. However, since multiple commercial AC power supplies 500 can be used simultaneously even in ordinary households, if multiple commercial power normal charging units 50 are provided, the charging current can be increased accordingly, and the charging speed of the EV rapid charger battery 20 can be increased. Therefore, in the in-vehicle charging system 100' of the second embodiment shown in FIG. 3, a first commercial power normal charging unit 50-1 and a second commercial power normal charging unit 50-2 are provided. Note that the same reference numerals are given to the same functions as those of the in-vehicle charging system 100 of the first embodiment, and the description thereof is omitted. Also, the internal functions of the first and second commercial power normal charging units 50-1 and 50-2 in FIG. 3 are the same as those of the commercial power normal charging unit 50 in the in-vehicle charging system 100 of the first embodiment.

[0042] The first commercial power normal charging unit 50-1 includes a first power outlet plug 51-1 as a power receiving unit for receiving AC power from the commercial AC power supply 500. For example, by inserting it into the first power outlet socket 510a of the commercial AC power supply 500, it receives AC power of AC100V / 200V, and through a positive electrode side energization path 53a-1 connected to the positive electrode side of the EV rapid charger battery 20 and a negative electrode side energization path 53b-1 connected to the negative electrode side of the EV rapid charger battery 20, it supplies DC power to the EV rapid charger battery 20.

[0043] The second commercial power supply normal charging unit 50-2 includes a second power plug 51-2 as a power receiving unit that receives AC power from the commercial AC power supply 500. For example, by inserting it into the second power socket 510b of the commercial AC power supply 500, it receives AC power of AC100V / 200V, and through a positive electrode side energization path 53a-2 connected to the positive electrode side of the battery 20 for the EV rapid charger and a negative electrode side energization path 53b-2 connected to the negative electrode side of the battery 20 for the EV rapid charger, it supplies DC power to the battery 20 for the EV rapid charger.

[0044] These first and second commercial power supply normal charging units 50-1 and 50-2 are connected to the battery 20 for the EV rapid charger in parallel with the in-vehicle generator charging unit 30 and the commercial power supply rapid charging unit 40. Therefore, as long as the above-mentioned first selection condition (charging is not being performed by the commercial power supply rapid charging unit 40) is satisfied, the in-vehicle generator charging unit 30 and the first and second commercial power supply normal charging units 50-1 and 50-2 can be operated simultaneously to charge the battery 20 for the EV rapid charger. That is, when the drive signal output from the charging unit selection means 60 to the charging path opening / closing means 44 of the commercial power supply rapid charging unit 40 is not turned ON because the detected voltage from the received power voltage detection means 43 of the commercial power supply rapid charging unit 40 is less than the predetermined voltage, among the detected voltage from the generated voltage detection means 34 of the in-vehicle generator charging unit 30 and the detected voltages from the respective supply voltage detection means 54 of the first and second commercial power supply normal charging units 50-1 and 50-2, if there is one that exceeds the predetermined voltage at which the battery 20 for the EV rapid charger can be charged, the charging operation of the battery 20 for the EV rapid charger by the corresponding charging unit is performed.

[0045] For example, there may be cases where the drive signals output to the charging path opening / closing means 55 of each of the first and second commercial power ordinary charging units 50-1 and 50-2 are turned ON to operate the first commercial power ordinary charging unit 50-1 and the second commercial power ordinary charging unit 50-2 simultaneously. There may also be cases where only the drive signal output to the charging path opening / closing means 55 of the first commercial power ordinary charging unit 50-1 is turned ON to operate only the first commercial power ordinary charging unit 50-1, or where only the drive signal output to the charging path opening / closing means 55 of the second commercial power ordinary charging unit 50-2 is turned ON to operate only the second commercial power ordinary charging unit 50-2. In addition, there may be cases where the battery 20 for the EV rapid charger is charged in combination with the in-vehicle generator charging unit 30 and the first commercial power ordinary charging unit 50-1, or in combination with the in-vehicle generator charging unit 30 and the second commercial power ordinary charging unit 50-2.

[0046] Of course, it is also possible to charge the battery 20 for the EV rapid charger in combination with the in-vehicle generator charging unit 30 and the first and second commercial power ordinary charging units 50-1 and 50-2, or to provide three or more commercial power ordinary charging units and operate three or more commercial power ordinary charging units simultaneously to charge the battery 20 for the EV rapid charger. However, if the battery 20 for the EV rapid charger is charged beyond its maximum current value, it will cause damage or shortening of the life of the battery 20 for the EV rapid charger. Therefore, when charging the battery 20 for the EV rapid charger by operating a plurality of charging units simultaneously, the EV rapid charger 10 that monitors the charging status of the battery 20 for the EV rapid charger determines whether the charging status is a dangerous one exceeding the maximum current value. If it is determined to be a dangerous charging status, it may act on the charging unit selection means 60 to stop the power supply from one or more charging units. Alternatively, when a plurality of charging units including the in-vehicle generator charging unit 30 are operating and a dangerous charging status occurs, the EV rapid charger 10 may instruct the in-vehicle generator charging unit 30, whose power generation capacity can be adjusted for increase or decrease, to reduce the power supplied to the battery 20 for the EV rapid charger, thereby performing control to eliminate the dangerous charging status.

[0047] As described above, according to the in-vehicle charging system 100' of the second embodiment, by providing the first and second commercial power normal charging units 50-1 and 50-2, the charging current supplied to the battery 20 for the EV rapid charger can be easily increased, and even when the off-vehicle installed commercial power rapid charger 400 cannot be used, the charging time of the battery 20 for the EV rapid charger can be shortened. Therefore, even without going to a charging spot or the like with the rescue vehicle 300 in order to use the off-vehicle installed commercial power rapid charger 400, rapid charging of the battery 20 for the EV rapid charger becomes possible, so there is an advantage that the lost time required for recharging the battery 20 for the EV rapid charger after discharge can be reduced, and the operation rate as the rescue vehicle 300 can be increased.

[0048] As described above, the in-vehicle charging system according to the present invention has been described based on several embodiments. However, the present invention is not limited to these embodiments, and encompasses all in-vehicle charging systems that can be realized without changing the configuration described in the claims within the scope of rights.

Explanation of Reference Numerals

[0049] 100 In-vehicle charging system 10 EV rapid charger 20 Battery for EV rapid charger 30 In-vehicle generator charging unit 31 HMG generator 32 Generator control means 33 In-vehicle generator charging path 40 Commercial power rapid charging unit 41 Male connector 42 Commercial power rapid charging path 50 Commercial power normal charging unit 51 Outlet plug 52 AC / DC conversion means 53 Commercial power normal charging unit 60 Charging unit selection means 200 EV 210 Power battery 300 Rescue vehicle 310 Vehicle engine 400 Outdoor-mounted Commercial Power Fast Charger 500 Commercial AC Power

Claims

1. An EV rapid charger for rapidly charging a power battery mounted on an electric vehicle, an EV rapid charger battery composed of a large-capacity secondary battery capable of supplying power equal to or greater than the specified capacity of the power battery to be charged by the EV rapid charger, an in-vehicle generator charging unit that includes an in-vehicle generator that generates electricity using the driving force of a vehicle engine, and charges the EV rapid charger battery via an in-vehicle generator charging path that connects the EV rapid charger battery and the in-vehicle generator, a power receiving unit that is connected to an out-vehicle installed commercial power rapid charger that is large-capacity and capable of supplying power equal to or greater than the specified capacity of the EV rapid charger battery and is installed outside the vehicle, and receives power from the out-vehicle installed commercial power rapid charger, and a commercial power rapid charging unit that can rapidly charge the EV rapid charger battery via a commercial power rapid charging path that connects the EV rapid charger battery and the power receiving unit, charging unit selection means for selecting a power supply source for charging the EV rapid charger battery, is mounted on a vehicle, The in-vehicle generator charging unit includes power generation voltage detection means for detecting the generated voltage of the in-vehicle generator, charging path opening / closing means for switching the connection / shutdown of the in-vehicle generator charging path, and reverse current prevention means for preventing current from flowing from the EV rapid charger battery side toward the in-vehicle generator. The commercial power rapid charging unit includes power receiving voltage detection means for detecting the received voltage from the out-vehicle installed commercial power rapid charger, charging path opening / closing means for switching the connection / shutdown of the commercial power rapid charging path, and reverse current prevention means for preventing current from flowing from the EV rapid charger battery side toward the power receiving unit. The charging unit selection means, when the detected voltage by the power receiving voltage detection means of the commercial power rapid charging unit has not reached a predetermined voltage at which the EV rapid charger battery can be charged, and the detected voltage by the power generation voltage detection means of the in-vehicle generator charging unit has reached a predetermined voltage at which the EV rapid charger battery can be charged, switches the charging path opening / closing means of the in-vehicle generator charging unit to connection to cause the in-vehicle generator charging unit to charge the EV rapid charger battery. When the detected voltage by the received voltage detection means of the commercial power rapid charging unit reaches a predetermined voltage at which the battery of the EV rapid charger can be charged, the charging path opening / closing means of the commercial power rapid charging unit is switched to connection, and the battery of the EV rapid charger is charged by the commercial power rapid charging unit. At the same time, by switching the charging path opening / closing means of the in-vehicle generator charging unit to disconnection or maintaining disconnection, charging of the battery of the EV rapid charger by the in-vehicle generator charging unit is disabled. An in-vehicle charging system characterized by the above.

2. The vehicle further includes a power receiving unit that receives AC power from an external commercial AC power source, and AC / DC conversion means that converts the AC power received by the power receiving unit into DC power at a predetermined voltage at which the battery of the EV rapid charger can be charged and outputs it. A commercial power normal charging unit capable of normally charging the battery of the EV rapid charger is provided via a commercial power normal charging path connecting the battery of the EV rapid charger and the AC / DC conversion means. is provided. The commercial power normal charging unit includes supply voltage detection means for detecting the supply voltage from the AC / DC conversion means, charging path opening / closing means for switching the connection / disconnection of the commercial power normal charging path, and reverse current prevention means for preventing current from flowing from the battery side of the EV rapid charger toward the AC / DC conversion means. The charging unit selection means When the detected voltage by the received voltage detection means of the commercial power rapid charging unit has not reached a predetermined voltage at which the battery of the EV rapid charger can be charged, and the detected voltage by the generated voltage detection means of the in-vehicle generator charging unit and / or the supply voltage detection means of the commercial power normal charging unit has reached a predetermined voltage at which the battery of the EV rapid charger can be charged, the charging path opening / closing means of the in-vehicle generator charging unit and / or the charging path opening / closing means of the commercial power normal charging unit are switched to connection, and the battery of the EV rapid charger is charged by the in-vehicle generator charging unit and / or the commercial power normal charging unit. When the detected voltage by the received voltage detection means of the commercial power rapid charging unit reaches a predetermined voltage at which the battery of the EV rapid charger can be charged, the charging path opening / closing means of the commercial power rapid charging unit is switched to connection to cause the commercial power rapid charging unit to charge the battery of the EV rapid charger, and at the same time, the charging path opening / closing means of the in-vehicle generator charging unit and the charging path opening / closing means of the commercial power normal charging unit are switched to disconnection or held in disconnection, thereby disabling the in-vehicle generator charging unit and the commercial power normal charging unit from charging the battery of the EV rapid charger. The in-vehicle charging system according to claim 1, characterized in that.

3. A plurality of the commercial power normal charging units are provided in the vehicle. The charging unit selection means When the detected voltage by the received voltage detection means of the commercial power rapid charging unit has not reached a predetermined voltage at which the battery of the EV rapid charger can be charged, and the detected voltage by the generated voltage detection means of the in-vehicle generator charging unit and / or the supply voltage detection means of the commercial power normal charging unit has reached a predetermined voltage at which the battery of the EV rapid charger can be charged, the charging path opening / closing means of the in-vehicle generator charging unit and / or the charging path opening / closing means of the commercial power normal charging unit are switched to connection to cause the in-vehicle generator charging unit and / or the commercial power normal charging unit to charge the battery of the EV rapid charger. When the detected voltage by the received voltage detection means of the commercial power rapid charging unit reaches a predetermined voltage at which the battery of the EV rapid charger can be charged, the charging path opening / closing means of the commercial power rapid charging unit is switched to connection to cause the commercial power rapid charging unit to charge the battery of the EV rapid charger, and at the same time, the charging path opening / closing means of the in-vehicle generator charging unit and the charging path opening / closing means of all the commercial power normal charging units are switched to disconnection or held in disconnection, thereby disabling the in-vehicle generator charging unit and all the commercial power normal charging units from charging the battery of the EV rapid charger. The in-vehicle charging system according to claim 2, characterized in that.

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