Battery vehicle charging device and battery vehicle charging system

Abstract

To provide a technique that allows charging of a storage battery vehicle using a simple arrangement that utilizes existing installations or equipment without increasing cost.SOLUTION: A charging device for a storage battery vehicle comprises: a vehicle stopper; a connection device which is provided on the vehicle stopper and to which the storage battery vehicle is connected; a charging electric connection device which is provided on the vehicle stopper adjacent to the connection device and to which the storage battery vehicle is connected in a chargeable manner; and a DC power supply that is connected to the charging electric connection device and supplies DC power to the charging electric connection device.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a charging device for a storage battery vehicle and a charging system for a storage battery vehicle. [Background technology]

[0002] Currently, CO2 (carbon dioxide) reduction is being addressed worldwide as a top priority issue in global environmental issues. In this context, efforts are being intensified around the world to eliminate fossil fuel-powered vehicles by 2030-2050. In order to realize such a so-called carbon-free society, the number of railway vehicles using diesel engines is decreasing, and they are being replaced by railway vehicles using electric energy.

[0003] Means for supplying power to railway vehicles that use electrical energy include, for example, a power supply system that supplies power from overhead lines via a pantograph, and in the case of subways, a power supply system that supplies power from a third rail or the like installed alongside the rails.

[0004] However, railway vehicles that are supplied with power by such power supply systems cannot be powered in locations where there are no overhead lines or third rails, so in such locations, battery-powered vehicles equipped with secondary batteries or the like are used as railway vehicles that use electrical energy.

[0005] As a technology for supplying energy to railway vehicles such as battery cars on tracks that do not have overhead lines or third rails, for example, a railway energy supply system equipped with an energy station at a station or the like is known (see, for example, Patent Documents 1 and 2). [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2006-238652 A [Patent Document 2] JP 2012-019687 A Summary of the Invention [Problem to be solved by the invention]

[0007] However, lines that do not have overhead lines or third rails for battery-powered vehicles to run on are often single-track, short sections, and one or two-car configurations, and since there is often little prospect of generating much profit, it is often not possible to spend a lot of money on them.

[0008] However, when the above-mentioned railway energy refueling system is used, for example, it is necessary to install or construct new charging facilities such as large-scale energy stations at stations, etc., and it is also necessary to install or construct overhead line facilities at the stations, etc. Also, it is necessary to newly provide power receiving devices such as pantographs for battery storage vehicles to receive power from the overhead lines of such energy stations. Therefore, when the above-mentioned railway energy refueling system is used, there is a concern that the costs for the lines on which the battery storage vehicles run will increase.

[0009] Therefore, an object of the present disclosure is to provide a technology that can charge a battery vehicle without increasing costs by using a simple configuration that utilizes existing facilities and equipment. [Means for solving the problem]

[0010] A battery vehicle charging device according to one embodiment of the present invention includes: A battery vehicle charging device installed at the end or midway of a railway line, which is a railway vehicle running on the track. a coupler to which the battery vehicle is coupled; As soon as the battery vehicle is connected to the coupler, Battery Vehicle To The charging device includes a charging electrical coupler that is chargeably coupled to the charging device, and a DC power source that is connected to the charging electrical coupler and supplies DC power to the charging electrical coupler.

[0011] In one aspect of the present invention, a battery vehicle charging device includes: The battery vehicle may be connected to the positive terminal side of the DC power supply via a charging electrical coupler, and may be connected to the negative terminal side of the DC power supply via a line.

[0012] In one aspect of the present invention, a battery vehicle charging device includes: The battery vehicle charging device may be provided with a shock absorber provided on the other end opposite the end where the coupler is provided, which absorbs the shock when connecting to the battery vehicle, and a plurality of wheels provided to enable the battery vehicle charging device to be moved when connected to the battery vehicle.

[0013] The charging device for a battery vehicle according to one embodiment may further include a charging control circuit that detects connection with the battery vehicle and starts charging the battery vehicle after the main circuit of the battery vehicle is stopped.

[0014] The battery vehicle charging device according to one embodiment may further include a charge control circuit that starts to couple / disconnect the battery vehicle after detecting completion of charging to the battery vehicle.

[0015] A charging system for a battery vehicle according to one embodiment includes: A battery vehicle charging system comprising: a battery vehicle charging device provided at the end or midway of a railway line; and a battery vehicle that runs on the railway line and has a battery that is charged by the battery vehicle charging device, wherein the battery vehicle charging device comprises a coupler to which the battery vehicle is connected, and a charging electrical coupler that is connected to the battery vehicle so as to be able to charge the battery vehicle at the same time as the battery vehicle is connected to the coupler, and the battery vehicle comprises a vehicle side coupler that is connected to the coupler of the battery vehicle charging device, and a vehicle side charging electrical coupler that is connected to the charging electrical coupler of the battery vehicle charging device.

[0016] In one embodiment The charging device for battery vehicles comprises a car stopper, a coupler provided on the car stopper and to which the battery vehicle is connected, a charging electrical coupler provided on the car stopper adjacent to the coupler and to which the battery vehicle is connected so as to be chargeable, a DC power source connected to the charging electrical coupler and supplying DC power to the charging electrical coupler, a shock absorber provided on the other end opposite the one end of the car stopper where the coupler is provided and which absorbs shocks when connected to the battery vehicle, and a plurality of wheels provided at the bottom of the car stopper so that the car stopper can be moved when connected to the battery vehicle. Effect of the Invention

[0017] According to the present disclosure, a technology can be provided that can charge a battery vehicle without increasing costs by using a simple configuration that utilizes existing facilities and equipment. [Brief description of the drawings]

[0018] [Figure 1] 1 is a diagram showing an embodiment of a battery vehicle charging device and a battery vehicle charging system; [Diagram 2] 2 is a diagram showing a configuration example of a coupler unit shown in FIG. 1. [Diagram 3] 2 is a diagram illustrating an example of the configuration of a charge control circuit and a control circuit illustrated in FIG. [Figure 4] 4 is a diagram showing an example of the configuration and operation of the battery vehicle charging device and the battery vehicle charging system shown in FIGS. 1 to 3 when connected together. FIG. [Diagram 5] 5 is a diagram showing an example of the configuration and operation of the charge control circuit and the control circuit shown in FIG. 4 when they are connected to each other. [Figure 6] 6 is a flowchart showing an example of operation of each unit of the battery vehicle charging system shown in FIGS. 4 and 5 when connected. [Figure 7]7 is a diagram showing an example of the configuration and operation at the start of charging in the battery vehicle charging device and the battery vehicle charging system shown in FIGS. 1 to 6. FIG. [Figure 8] 8 is a diagram illustrating an example of the configuration and operation of the charge control circuit and the control circuit illustrated in FIG. 7 at the start of charging. [Figure 9] 9 is a flowchart showing an example of operation at the start of charging in each unit of the battery vehicle charging system shown in FIGS. 7 and 8. [Figure 10] 10 is a diagram showing an example of the configuration and operation at the time of completion of charging in the battery vehicle charging device and the battery vehicle charging system shown in FIGS. 1 to 9. FIG. [Figure 11] 11 is a diagram illustrating an example of the configuration and operation of the charge control circuit and the control circuit illustrated in FIG. 10 when charging is completed. [Figure 12] 12 is a flowchart showing an example of the operation of each unit of the battery vehicle charging system shown in FIGS. 10 and 11 when charging is completed. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a battery vehicle charging device and a battery vehicle charging system according to the present disclosure will be described with reference to the drawings.

[0020] <Configuration Example of One Embodiment> FIG. 1 is a diagram showing an embodiment of a battery vehicle charging device 10 and a battery vehicle charging system 1. As shown in FIG.

[0021] 1, the battery vehicle charging system 1 has a battery vehicle charging device 10 and a battery vehicle 20. In the battery vehicle charging system 1, when the battery vehicle charging device 10 and the battery vehicle 20 are connected, the battery vehicle charging device 10 charges a storage battery 21 (described below) included in the battery vehicle 20.

[0022] The battery vehicle charging device 10 includes a car stopper 11, a coupler unit 12, a shock absorber 13, a wall 14, wheels 15, a track 16, a DC power source 17, and a charging control circuit 18.

[0023] The battery vehicle charging device 10 is installed, for example, at a terminal station 2 or the like, and has a coupler unit 12 that can be coupled to a battery vehicle 20. When the battery vehicle charging device 10 is coupled to a coupler unit 22 (described below) possessed by the battery vehicle 20 via the coupler unit 12, it charges the storage battery 21 possessed by the battery vehicle 20 with DC power supplied from a DC power source 17. In the following, in this embodiment, the battery vehicle charging device 10 is also simply referred to as the "charging device 10."

[0024] The car stop 11 is installed, for example, at the end of the track 16 at the terminal station 2 of the railway. The car stop 11 is, for example, a sign indicating a dead end or an obstacle. The car stop 11 is not limited to being installed at the end of the track 16 at the terminal station 2 of the railway, but may be installed at a garage, an intermediate station, an end of the track 16 other than a station, or in the middle of the track 16. When installed in the middle of the track 16, the car stop 11 (charging device 10) may be capable of changing its orientation to the opposite direction, and may be capable of adding a coupler unit 12 on the opposite side. In FIG. 1, the right side of FIG. 1 is the end of the track 16 at the terminal station 2, and the left side is an extension of the track 16 for the storage battery vehicle 20 to enter and exit the terminal station 2.

[0025] The car stopper 11 constitutes the main body of the charging device 10, and in Fig. 1 has a coupler unit 12 on the left side and a shock absorber 13 on the right side. The car stopper 11 has wheels 15 at its lower end that can move (run) on tracks 16. In this embodiment, in Fig. 1, the left side having the coupler unit 12 is the front side of the charging device 10 (car stopper 11), and the right side having the shock absorber 13 is the rear side of the charging device 10 (car stopper 11).

[0026] The coupler unit 12 is provided, for example, at the car stopper 11 on the battery vehicle 20 side (front side) opposite the shock absorber 13 side (rear side) in the longitudinal direction of the track 16, and is coupled to a coupler unit 22 (described below) possessed by the battery vehicle 20. When the charging device 10 and the battery vehicle 20 are coupled, the coupler unit 12 supplies DC power from the charging device 10 to the battery vehicle 20, thereby charging the storage battery 21 possessed by the battery vehicle 20. The configuration of the coupler unit 12 will be described later (see FIG. 2), but in FIG. 1, for convenience, a coupler 31 and an electric coupler (electric coupler) 36 (described below) are shown.

[0027] The shock absorber 13 is a well-known cushioning material such as a bumper or an elastic body, and is provided between the rear of the car stopper 11 and the wall 14 to absorb the shock when the battery vehicle 20 is connected to the charging device 10.

[0028] The wall 14 is, for example, a wall, an obstacle, a station building, or the like provided at the end of the track 16 at the terminal station 2 , and is connected to the shock absorber 13 .

[0029] It should be noted that the shock absorbers 13 and the walls 14 are not essential components, and for example, when the charging device 10 is installed at an intermediate station other than the terminal station 2 or at a track 16 other than a station, either one or both of them may be omitted. In this case, the charging device 10 has coupler units 12 to which the battery storage vehicle 20 is coupled at both the front and rear parts of the car stop 11, and the DC power source 17 may be connected to both coupler units 12.

[0030] The wheels 15 are provided at the lower end of the car stopper 11 to allow the charging device 10 to move (run) on the tracks 16. The wheels 15 move the charging device 10 on the tracks 16 to absorb shock, for example, when the battery storage vehicle 20 and the charging device 10 are coupled together. The wheels 15 may be used when moving the charging device 10 on the tracks 16. The wheels 15 are not an essential component and do not have to be provided on the car stopper 11.

[0031] The track 16 is, for example, a rail along which a railway such as the battery vehicle 20 runs. In this embodiment, the track 16 is also referred to as a "rail 16." The track 16 is connected to the negative electrode side of a DC power source 17, and a negative current flows through the track 16 when the charging device 10 charges the battery 21 of the battery vehicle 20.

[0032] The DC power supply 17 is a power supply that outputs DC power, and is, for example, a power supply that outputs DC power from a solar cell or a rechargeable battery, or a power supply that converts AC power supplied from an AC power supply into DC power and outputs it. In this embodiment, the DC power supply 17 is also referred to as a "DC (Direct Current) output 17." The positive side (+ side) of the DC output 17 is connected to the coupler unit 12, and the negative side (- side) is connected to the rail 16. The DC output 17 supplies DC power to the battery vehicle 20 when the charging device 10 and the battery vehicle 20 are coupled together, and charges the storage battery 21 of the battery vehicle 20.

[0033] The charge control circuit 18 is a circuit that supplies DC power to the battery vehicle 20. The charge control circuit 18 also comprehensively controls the charging operation of the charging device 10. In this embodiment, the charge control circuit 18 is also referred to as a "charger-side charge control circuit 18." The configuration and operation of the charge control circuit 18 will be described later (see FIG. 3, etc.).

[0034] The battery vehicle 20 has a storage battery 21, a coupler unit 22, and a control circuit 23.

[0035] The battery car 20 is, for example, a one- or two-car train without a pantograph that is operated on a short section of a single-track local line without overhead wires. However, the present invention is not limited to this, and the battery car 20 may be a train with a pantograph that is operated on a line with overhead wires, regardless of the running section or the number of cars in the train. The battery car 20 may also be a non-passenger vehicle, such as a construction vehicle or inspection vehicle, or a special vehicle used in mines, etc. In this embodiment, the battery car 20 is also referred to as a "railroad car 20" or simply as a "vehicle 20".

[0036] The storage battery 21 is, for example, a secondary battery (chemical battery) that can be used repeatedly by being charged, such as a lithium ion battery. However, the storage battery 21 is not limited to this, and may be other primary batteries, secondary batteries, all-solid-state batteries, etc. The storage battery 21 may also be a power storage means such as an electric double layer capacitor, or any other power storage means that can be used repeatedly by being charged.

[0037] The storage battery 21 is charged by the charging device 10, and is discharged when the vehicle 20 runs, supplying power to each component of the main circuit 60 described below (see FIG. 3, etc.). The vehicle 20 may be provided with a plurality of storage batteries 21, and may be capable of being charged from a source other than the charging device 10, such as regenerative energy or an overhead line. In this embodiment, the storage battery 21 is also referred to as a "main circuit storage battery 21."

[0038] The coupler unit 22 is provided, for example, at one end and the other end of the vehicle 20 in the longitudinal direction, and is coupled to a coupler unit 22 of another vehicle 20. The coupler unit 22 is also coupled to the coupler unit 12 of the charging device 10, and is supplied with DC power from the charging device 10 when coupled. The coupler unit 22 may be provided only on one side of the vehicle 20, either on one end side or on the other end side. The configuration of the coupler unit 22 is similar to that of the coupler unit 12 of the charging device 10, and a detailed configuration will be described later in conjunction with the configuration of the coupler unit 12 of the charging device 10 (see FIG. 2).

[0039] The control circuit 23 has, for example, a main circuit 60 including the storage battery 21 and a charge control circuit 70 (see FIG. 3, etc.), which will be described later, and comprehensively controls the operation of the vehicle 20 and the charging and discharging operations of the storage battery 21. The configuration and operation of the control circuit 23 will be described later (see FIG. 3 and subsequent figures).

[0040] Fig. 2 is a diagram showing a configuration example of the coupler unit 12 shown in Fig. 1. Fig. 2 shows the coupling surface of the coupler unit 12 as viewed from the front side.

[0041] As described above, the coupler unit 22 of the vehicle 20 has a similar configuration to the coupler unit 12 of the charging device 10. Therefore, only the coupler unit 12 of the charging device 10 will be described here. In the coupler unit 12 on the charging device 10 side and the coupler unit 22 on the vehicle 20 side, the same or similar configurations are denoted by the same reference numerals, and duplicated explanations will be omitted.

[0042] The coupler unit 12 includes a coupler 31, a control electrical coupler 32a, a control electrical coupler 32b, a brake pipe 33, a primary air pipe 34, a charging electrical coupler 35a, and a charging electrical coupler 35b.

[0043] In this embodiment, the control electrical coupler 32a and the control electrical coupler 32b are collectively referred to as the "control electrical coupler (control electrical coupler) 32." In this embodiment, the charging electrical coupler 35a and the charging electrical coupler 35b are collectively referred to as the "charging electrical coupler (charging electrical coupler) 35." In this embodiment, the control electrical coupler (control electrical coupler) 32 and the charging electrical coupler (charging electrical coupler) 35 are collectively referred to as the "electrical coupler (electric coupler) 36."

[0044] The coupler 31 is generally a device that couples railcars together and transmits a pulling force during towing and a compressive force during propulsion. The coupler 31 is, for example, a close-coupled coupler having a box-shaped protrusion 31a and a square hole 31b when viewed from the front. In this embodiment, the coupler 31 of the charging device 10 and the coupler 31 of the vehicle 20 have shapes that enable them to be connected to each other, and mechanically connect the charging device 10 and the vehicle 20.

[0045] The control electric coupler 32 is generally a connector for transmitting control signals of various devices (for example, powering, braking, in-car announcement, air conditioning, monitor devices, etc.) between cars for the purpose of electrically connecting railway cars. The control electric coupler 32 is provided, for example, directly below the coupler 31, and is covered to protect the electrodes when not connected, and when connected, a rod for opening each cover is pushed in, the covers are automatically opened, and the electrodes come into contact. In this embodiment, the control electric coupler 32 of the charging device 10 and the control electric coupler 32 of the vehicle 20 have shapes that can be connected to each other, and electrically connect the charging device 10 and the vehicle 20. In this embodiment, the control electric coupler 32 is also called a "control electric interlock 32".

[0046] 2, the coupler unit 12 in the charging device 10 has two control electric connects 32, one above the other, the control electric connect 32a and the other above the other, but is not limited thereto and may have only one control electric connect 32 (32a). Since the number of control electric connects 32 in the coupler unit 22 in the vehicle 20 differs depending on the model of the vehicle 20, the number of control electric connects 32 in the coupler unit 12 in the charging device 10 may differ depending on the model of the vehicle 20 to be coupled. The coupler unit 12 in the charging device 10 may have a shape that allows coupling to any model of vehicle 20, may be deformable so that it can be coupled to any model of vehicle 20, or may have each component that is detachable.

[0047] The brake pipe 33 is generally an air pipe for brake control passed through a vehicle to supply compressed air for an automatic air brake. In this embodiment, the brake pipe 33 is also referred to as a "BP (Brake Pipe) 33." In this embodiment, the BP 33 of the charging device 10 and the BP 33 of the vehicle 20 have shapes that allow them to be connected to each other.

[0048] The main air pipe 34 is also called a main air reservoir pipe, and generally, a pipe dedicated to air pressure supply is laid throughout the entire train to connect the air source of the vehicle and prevent a decrease in braking force due to frequent braking. In this embodiment, the main air pipe 34 is also called a "MR (Main Reservoir Pipe) 34." In this embodiment, the MR 34 of the charging device 10 and the MR 34 of the vehicle 20 have shapes that allow them to be connected to each other.

[0049] The charging electrical coupler 35 is a connector for supplying electric power from the charging device 10 to the vehicle 20 or between the vehicles 20. That is, in this embodiment, the charging electrical coupler 35 of the charging device 10 and the charging electrical coupler 35 of the vehicle 20 have shapes that enable them to be connected to each other. In this embodiment, the charging electrical coupler 35 is also referred to as a "charging power connector 35."

[0050] Since vehicle 20 has vehicle limits and the space below control coupler 32 is limited, charging coupler 35 is provided adjacent to coupler 31 in the lateral (horizontal) direction of coupler 31, for example, in a direction perpendicular to the longitudinal direction of vehicle 20. Also, since a large current may flow through charging coupler 35 during charging, if there is only one charging coupler 35, the contacts may be burned due to overvoltage, overcurrent, etc. For this reason, multiple charging couplers 35 may be provided.

[0051] In the example shown in Fig. 2, two charging power connectors 35 are provided, charging power connector 35a and charging power connector 35b. As shown in Fig. 2, the multiple charging power connectors 35a and charging power connectors 35b may be provided, for example, in the horizontal direction with coupler 31 between them in order to ensure an insulation distance. Charging power connector 35a and charging power connector 35b may be of the same configuration or standard, or may be of different configurations or standards, and may be detachable.

[0052] In addition, when a positive current flows through one of the multiple charging power connectors 35a and 35b and a negative current flows through the other, it is necessary to secure an insulation distance compared to when a positive current flows through both. For this reason, in this embodiment, the charging power connector 35, that is, the multiple charging power connectors 35a and 35b, are all connected to the positive pole side (+ side) of the DC output 17. As a result, when the charging device 10 is charging the storage battery 21 of the vehicle 20, a positive current flows through the charging power connector 35. On the other hand, during charging, a negative current flows through the rail 16 via a gear grounding device (GB) 63 described later (see FIG. 1). As a result, even if a high voltage such as 500V to 700V is applied, it is possible to secure an insulation distance and also to suppress electric shock.

[0053] As described above, in this embodiment, the control electric coupler 32 and the charging electric coupler 35 are collectively referred to as the "electrical coupler (electric coupler) 36."

[0054] The coupler unit 22 in the vehicle 20 usually has all of the above configurations, but the coupler unit 12 in the charging device 10 does not have to have all of the above configurations as long as it has at least the coupler 31 and the electric coupler 36 (the control electric coupler 32 and the charging electric coupler 35). For example, the coupler unit 12 in the charging device 10 does not have to have the BP 33 or the MR 34. The coupler unit 22 in the vehicle 20 does not have to have the BP 33 or the MR 34 either.

[0055] 2 is an example, and the arrangement and number of each component of the coupler unit 12 in the charging device 10 are not limited to this. The same applies to the coupler unit 22 in the vehicle 20.

[0056] In the battery vehicle charging device 10 and the battery vehicle charging system 1 of this embodiment, since a coupler 31 (coupler unit 22) is always present on the vehicle 20, a coupler 31 (coupler unit 12) is also provided on the car stop 11 and used as the charging device 10. According to this embodiment, by using a simple configuration that uses the car stop 11 and coupler 31 that exist as existing facilities and equipment, it is possible to provide a technology that can charge the vehicle 20 without increasing costs.

[0057] Fig. 3 is a diagram showing an example of the configuration of the charging control circuit 18 and the control circuit 23 shown in Fig. 1. In Fig. 3, the right side of the central vertical line shows an example of the configuration of the charging control circuit 18 of the charging device 10, and the left side of the central vertical line shows an example of the configuration of the control circuit 23 of the vehicle 20. Note that Fig. 3 shows a state after the vehicle 20 has entered the terminal station 2 and before the charging device 10 and the vehicle 20 are connected (the state shown in Fig. 1).

[0058] As shown in FIG. 3 , the charging control circuit 18 of the charging device 10 has a DC output 17, a power coupler 36, a power wire 41, a CHK·PSK close command line 42, a CHK·PSK release command line 43, a connection detection signal line 44, and a connection detection signal line 45.

[0059] 1 and 2, detailed description of the DC output 17 and the power coupler 36 will be omitted. Note that, although the power coupler 36 is shown in FIG. 3 as a schematic diagram outside the power coupler 36, the power coupler 41 is actually connected to the charging power coupler 35 in the power coupler 36. Also, the CHK·PSK closing command line 42, the CHK·PSK releasing command line 43, the connection detection signal line 44, and the connection detection signal line 45 are actually connected to the control power coupler 32 in the power coupler 36.

[0060] The electric wire 41 connects the DC output 17 and the power coupler 36 via the charging contactor (PSK) 52. The electric wire 41 is connected to the positive electrode side (+ side) of the DC output 17 of the charging device 10, and supplies DC power from the DC output 17 to the vehicle 20 via the power coupler 36.

[0061] The CHK·PSK closing command line 42 is a signal line that transmits a closing command signal for the charging contactor (CHK·PSK) between the charging device 10 and the vehicle 20.

[0062] The CHK·PSK release command line 43 is a signal line that transmits a release command signal for the charging contactor (CHK·PSK) between the charging device 10 and the vehicle 20.

[0063] The connection detection signal lines 44 and 45 are signal lines that transmit a connection detection signal between the charging device 10 and the vehicle 20 between the charging device 10 and the vehicle 20.

[0064] 3, the charging control circuit 18 of the charging device 10 has a charging device power circuit breaker (CB) 51, a charging contactor (PSK) 52, and a connection detection relay (CUDR) 53. The charging control circuit 18 also has a contactor closing command switch (K closing SW) 54, a contactor release command switch (K release SW) 55, a charging contactor closing auxiliary relay (PSKAR) 56, and a charging contactor release auxiliary relay (PSKCR) 57.

[0065] The charging device power supply circuit breaker (CB) 51 is a circuit breaker (CB) for supplying charging control power. A circuit breaker is a breaker that opens and closes an electric circuit to interrupt current. When the charging device power supply circuit breaker 51 is turned on (connected) and a connection between the coupler unit 12 of the charging device 10 and the coupler unit 22 of the vehicle 20 (between the electric couplers 36) is detected, power is supplied to the charging control circuit 18 and the control circuit 23. Hereinafter, in this embodiment, the charging device power supply circuit breaker 51 is also referred to as the "charging device power supply CB51."

[0066] The charging contactor (PSK) 52 is a contactor that can be turned on when the charging device 10 and the vehicle 20 are connected. Note that a contactor is an electric power device that opens and closes an electric power circuit to start and stop an electric power device such as an electric motor. Hereinafter, in this embodiment, the charging contactor 52 is also referred to as "PSK 52."

[0067] The connection detection relay (CUDR) 53 is a relay that is turned on when the charging device 10 and the vehicle 20 are connected. Note that a relay is a type of power equipment that outputs power for control or power supply depending on the state of an operating switch, physical quantity, power equipment, etc. When the charging device 10 and the vehicle 20 are connected, the connection detection relay 53 excites a coil and closes an a-contact (a contact that closes when a current flows through the coil). Hereinafter, in this embodiment, the connection detection relay 53 is also referred to as "CUDR 53."

[0068] The contactor closing command switch (K closing SW) 54 is a physical switch that closes the charging contactor (PSK) 52. Note that a switch is a switch, which is an electric power device that opens and closes (on / off) an electric circuit when the electric power circuit / electric power device is operating normally. The contactor closing command switch 54 is, for example, a push button that can be pressed by an operator or the like. Hereinafter, in this embodiment, the contactor closing command switch 54 is also referred to as the "K closing SW 54."

[0069] The contactor release command switch (K release SW) 55 is a physical switch that releases the charging contactor (PSK) 52. The contactor release command switch 55 is, for example, a push button that can be pressed by an operator or the like. Hereinafter, in this embodiment, the contactor release command switch 55 is also referred to as the "K release SW 55."

[0070] Charging contactor closing auxiliary relay (PSKAR) 56 is an auxiliary relay for closing charging contactor (PSK) 52. When CHK·PSK closing command line 42 is energized, charging contactor closing auxiliary relay 56 has its coil excited, its a-contact closed, and self-held. Hereinafter, in this embodiment, charging contactor closing auxiliary relay 56 is also referred to as "PSKAR 56."

[0071] The charging contactor release auxiliary relay (PSKCR) 57 is an auxiliary relay for releasing the charging contactor (PSK) 52. When the CHK·PSK release command line 43 is pressurized, the charging contactor release auxiliary relay 57 excites the coil, opens the b contact (a contact that opens when a current flows through the coil), and releases the self-holding state. Hereinafter, in this embodiment, the charging contactor release auxiliary relay 57 is also referred to as "PSKCR 57."

[0072] As shown on the left side of Fig. 3, the control circuit 23 of the vehicle 20 has a main circuit 60 shown in the upper left of Fig. 3 and a charge control circuit 70 shown in the lower left of Fig. 3. In this embodiment, the charge control circuit 70 is also referred to as a "vehicle-side charge control circuit 70."

[0073] The main circuit 60 in the control circuit 23 of the vehicle 20 has a main circuit storage battery (storage battery) 21, a variable voltage variable frequency control (VVVF) inverter device 61, a three-phase induction motor (IM) 62, a gear grounding device (GB) 63, and a static inverter device (SIV) 64. The main circuit 60 also has a branch electric wire 65, a positive electric wire 66, and a negative electric wire 67.

[0074] 1 and 2, detailed description of the main circuit storage battery (storage battery) 21 will be omitted. The positive electrode side (+ side) of the storage battery 21 is connected to the electric wire 41 via a branch electric wire 65 and a charging contactor (CHK) 76. The negative electrode side (- side) of the storage battery 21 is grounded to the rail 16 via a gear grounding device (GB) 63, and is connected to the DC output 17 via the rail 16.

[0075] The variable voltage variable frequency control (VVVF) inverter device 61 is an inverter device that controls the rotation of the drive motor of the vehicle 20 by variable voltage variable frequency control (VVVF). Note that an inverter device is a device that converts DC power into AC power using semiconductor elements. Hereinafter, in this embodiment, the variable voltage variable frequency control inverter device 61 is also referred to as "VVVF 61."

[0076] Three-phase induction motor (IM) 62 is a three-phase induction motor (IM) used as a drive motor for vehicle 20. Hereinafter, in this embodiment, three-phase induction motor 62 is also referred to as "IM 62."

[0077] The gear grounding device (GB) 63 is a grounding device for grounding the rail 16 from a gear device in which the IM 62 is arranged. Hereinafter, in this embodiment, the gear grounding device 63 is also referred to as a "GB (Gear Box) 63."

[0078] The static inverter device (SIV) 64 is an auxiliary power supply device for the vehicle 20 that uses semiconductor elements to convert high-voltage DC and AC to DC and AC. In this embodiment, the static inverter device 64 converts DC power obtained from the storage battery 21 to AC440V, AC100V, DC24V, or DC100V, and supplies it to, for example, control, cooler, compressed air, wipers, passenger power supply, etc. Hereinafter, in this embodiment, the static inverter device 64 is also referred to as "SIV (Static Inverter) 64."

[0079] The branch electric wire 65 connects the positive electrode side electric wire 66 and the electric wire 41 via a charging contactor (CHK) 72 .

[0080] The positive electrode side electric wire 66 connects the storage battery 21 to the VVVF 61 and the SIV 64 via a DC contactor (LB) 71. The positive electrode side electric wire 66 also connects the storage battery 21 to the electric wire 41 via a branch electric wire 65 and a charging contactor (CHK) 76.

[0081] The negative electrode side electric wire 67 connects the storage battery 21 to the VVVF 61 and the SIV 64. The negative electrode side electric wire 67 also connects the storage battery 21 to the DC output 17 via the GB 63 and the rail 16.

[0082] 3, the charging control circuit 70 in the control circuit 23 of the vehicle 20 has an electric coupler 36, an electric wire 41, a CHK·PSK closing command line 42, a CHK·PSK releasing command line 43, a connection detection signal line 44, and a connection detection signal line 45. Note that all of these components of the charging control circuit 70 are similar to the components of the charging control circuit 18 of the charging device 10 with the same reference numerals, and therefore detailed description thereof will be omitted.

[0083] 3, the charging control circuit 70 in the control circuit 23 of the vehicle 20 has a DC contactor (LB) 71, a charging contactor (CHK) 72, a connection detection relay (CUDR) 73, and a contactor closing command switch (K closing SW) 74. The charging control circuit 70 also has a contactor release command switch (K release SW) 75, a charging contactor closing auxiliary relay (CHKAR) 76, a charging contactor release auxiliary relay (CHKCR) 77, and a DC contactor auxiliary contact (LB auxiliary contact) 78.

[0084] The DC contactor (LB) 71 is a contactor that is closed when driving the variable voltage variable frequency control (VVVF) inverter device 61. Hereinafter, in this embodiment, the DC contactor 71 is also referred to as "LB 71."

[0085] The charging contactor (CHK) 72 is a contactor that can be turned on when the charging device 10 is connected to the vehicle 20. Hereinafter, in this embodiment, the charging contactor 72 is also referred to as "CHK 72."

[0086] The connection detection relay (CUDR) 73 is a relay that is turned on when the charging device 10 and the vehicle 20 are connected. When the charging device 10 and the vehicle 20 are connected, the connection detection relay 73 has a coil excited and an a-contact closed. Hereinafter, in this embodiment, the connection detection relay 73 is also referred to as "CUDR 73."

[0087] The contactor closing command switch (K closing SW) 74 is a physical switch that closes the charging contactor (CHK) 72. The contactor closing command switch 74 is, for example, a push button that can be pressed by an operator or the like. Hereinafter, in this embodiment, the contactor closing command switch 74 is also referred to as the "K closing SW 74."

[0088] The contactor release command switch (K release SW) 75 is a physical switch that releases the charging contactor (CHK) 72. The contactor release command switch 75 is, for example, a push button that can be pressed by an operator or the like. Hereinafter, in this embodiment, the contactor release command switch 75 is also referred to as the "K release SW 75."

[0089] Charging contactor closing auxiliary relay (CHKAR) 76 is an auxiliary relay for closing the charging contactor (CHK) 72. When the CHK·PSK closing command line 42 is energized, the charging contactor closing auxiliary relay 76 has its coil excited, its a-contact closed, and self-held. Hereinafter, in this embodiment, the charging contactor closing auxiliary relay 76 is also referred to as "CHKAR 76."

[0090] The charging contactor release auxiliary relay (CHKCR) 77 is an auxiliary relay for releasing the charging contactor (CHK) 72. When the CHK·PSK release command line 43 is pressurized, the coil of the charging contactor release auxiliary relay 77 is excited, the b contact is opened, and the self-holding is released. Hereinafter, in this embodiment, the charging contactor release auxiliary relay 77 is also referred to as "CHKCR 77."

[0091] The DC contactor auxiliary contact (LB auxiliary contact) 78 is an auxiliary contact that is closed when the DC contactor (LB) 71 is open. Hereinafter, in this embodiment, the DC contactor auxiliary contact 78 is also referred to as the "LB auxiliary contact 78."

[0092] Above, an example of the configuration of the charging control circuit 18 and the control circuit 23 shown in FIG. 1 has been described using FIG. 3. However, the circuit shown in FIG. 3 is an example of this embodiment, and another circuit may be used as long as it has the same function as the circuit shown in FIG. 3.

[0093] Also, as long as it has the same function as the circuit shown in Fig. 3, it is not limited to being realized by a circuit, but may be realized in another form. For example, the same function as the circuit shown in Fig. 3 may be realized by executing a predetermined program stored in a storage unit (not shown). The function may be realized by a program executed by an arithmetic processing unit of a control device (not shown) or may be realized by hardware.

[0094] <Example of operation during connection in one embodiment> Next, an example of the operation of the battery vehicle charging device 10 and the battery vehicle charging system 1 of this embodiment when connected will be described.

[0095] Fig. 4 is a diagram showing an example of the configuration and operation of the battery vehicle charging device 10 and the battery vehicle charging system 1 shown in Fig. 1 to Fig. 3 when connected. Fig. 5 is a diagram showing an example of the configuration and operation of the charging control circuit 18 and the control circuit 23 shown in Fig. 4 when connected. Fig. 6 is a flowchart showing an example of the operation of each part of the battery vehicle charging system 1 shown in Fig. 4 and Fig. 5 when connected.

[0096] The flowchart in Fig. 6 will be described below with reference to Fig. 4 and Fig. 5. The flowchart in Fig. 6 starts when the vehicle 20 arrives at the terminal station 2 and the coupler unit 12 of the charging device 10 and the coupler unit 22 of the vehicle 20 are coupled (the electric couplers 36 are coupled to each other) as shown in Fig. 4.

[0097] In step S1, when the charging device power circuit breaker (CB) 51 is turned on (connected) and a connection between the coupler unit 12 of the charging device 10 and the coupler unit 22 of the vehicle 20 (between the electric couplers 36) is detected, power is supplied to the thick wire.

[0098] In step S2, the connection detection signal lines 44, 45 are energized, and the coil of the connection detection relay (CUDR) 73 on the vehicle 20 side and the coil of the connection detection relay (CUDR) 53 on the charging device 10 side are excited.

[0099] In step S3, the contact a of the connection detection relay (CUDR) 73 on the vehicle 20 side and the contact a of the connection detection relay (CUDR) 53 on the charging device 10 side are closed.

[0100] <Example of operation at the start of charging in one embodiment> Next, an example of the operation of the battery vehicle charging device 10 and the battery vehicle charging system 1 of this embodiment at the start of charging will be described.

[0101] Fig. 7 is a diagram showing an example of the configuration and operation at the start of charging in the battery vehicle charging device 10 and the battery vehicle charging system 1 shown in Fig. 1 to Fig. 6. Fig. 8 is a diagram showing an example of the configuration and operation at the start of charging in the charging control circuit 18 and the control circuit 23 shown in Fig. 7. Fig. 9 is a flowchart showing an example of the operation at the start of charging in each part of the battery vehicle charging system 1 shown in Figs. 7 and 8.

[0102] The flowchart in Fig. 9 will be described below with reference to Fig. 7 and Fig. 8. The flowchart in Fig. 9 starts after the processing in the flowchart shown in Fig. 6 is completed.

[0103] In step S11, when the variable voltage variable frequency control inverter device (VVVF) 61 is stopped, the DC contactor (LB) 71 is opened and the DC contactor auxiliary contact (LB auxiliary contact) 78 is closed.

[0104] In step S12, for example, the contactor closing command switch (K closing SW) 74 on the vehicle 20 side or the contactor closing command switch (K closing SW) 54 on the charging device 10 side is pressed by an operator (not shown).

[0105] In step S13, the CHK·PSK closing command line 42 is energized, exciting the coil of the charging contactor closing auxiliary relay (CHKAR) 76 and the coil of the charging contactor closing auxiliary relay (PSKAR) 56. Then, the a-contact of the charging contactor closing auxiliary relay (CHKAR) 76 and the a-contact of the charging contactor closing auxiliary relay (PSKAR) 56 are closed and self-held.

[0106] In step S14, the coil of the charging contactor (CHK) 72 and the coil of the charging contactor (PSK) 52 are excited, and the charging contactor (CHK) 72 and the charging contactor (PSK) 52 are closed.

[0107] In step S15, when the DC power supply (DC output) 17 is turned on by, for example, a control program (not shown) or an operator (not shown), charging of the main circuit storage battery (storage battery) 21 starts.

[0108] In step S16, the negative current of the main circuit storage battery (storage battery) 21 is returned to the DC power supply (DC output) 17 from the rail 16 via the gear ground device (GB) 63.

[0109] As described above, as shown in steps S1 to S16, charging is not performed unless charging device 10 and vehicle 20 are connected, connection detection is performed, and main circuits 60 such as VVVF 61 are stopped. This makes it possible to prevent electric shock.

[0110] <Example of operation when charging is completed in one embodiment> Next, an example of the operation of the battery vehicle charging device 10 and the battery vehicle charging system 1 of this embodiment at the time of charging completion will be described.

[0111] Fig. 10 is a diagram showing an example of the configuration and operation at the completion of charging in the battery vehicle charging device 10 and the battery vehicle charging system 1 shown in Fig. 1 to Fig. 9. Fig. 11 is a diagram showing an example of the configuration and operation at the completion of charging in the charging control circuit 18 and the control circuit 23 shown in Fig. 10. Fig. 12 is a flowchart showing an example of the operation at the completion of charging in each part of the battery vehicle charging system 1 shown in Figs. 10 and 11.

[0112] The flowchart in Fig. 12 will be described below with reference to Fig. 10 and Fig. 11. The flowchart in Fig. 12 starts after the processing in the flowchart shown in Fig. 9 is completed.

[0113] In step S21, when charging of vehicle 20 from charging device 10 is completed, the output of DC power supply (DC output) 17 is stopped. Note that the output of DC power supply (DC output) 17 may be stopped automatically or manually.

[0114] In step S22, for example, the contactor release command switch (K release SW) 75 on the vehicle 20 side or the contactor release command switch (K release SW) 55 on the charging device 10 side is pressed by an operator (not shown).

[0115] In step S23, the CHK·PSK release command line 43 is energized, exciting the coil of the charging contactor release auxiliary relay (CHKCR) 77 and the coil of the charging contactor release auxiliary relay (PSKCR) 57. Then, the b-contact of the charging contactor release auxiliary relay (CHKCR) 77 and the b-contact of the charging contactor release auxiliary relay (PSKCR) are opened, and the self-holding is released.

[0116] In step S24, the coil of the charging contactor (CHK) 72 and the coil of the charging contactor (PSK) 52 are demagnetized, and the charging contactor (CHK) 72 and the charging contactor (PSK) 52 are opened.

[0117] In step S25, the connection (between the electric couplers 36) between the coupler unit 12 of the charging device 10 and the coupler unit 22 of the vehicle 20 is released (disconnected). Then, the DC contactor (LB) 71 is closed, the DC contactor auxiliary contact (LB auxiliary contact) 78 is opened, the variable voltage variable frequency control inverter device (VVVF) 61 is driven, and the vehicle 20 departs.

[0118] As shown in steps S21 to S25, the connection between the charging device 10 and the vehicle 20 is not released (disconnected) until charging is completed and the completion of charging is detected. This makes it possible to prevent electric shock.

[0119] An example of the configuration and operation of the battery vehicle charging device 10 and the battery vehicle charging system 1 has been described above using Figures 4 to 12. However, these configurations and operations are only examples of this embodiment, and other configurations may be used or other operations may be performed as long as they have the same functions as those shown in Figures 4 to 12.

[0120] <Effects of one embodiment> As described above, according to the embodiment shown in Fig. 1 to Fig. 12, the charging device 10 includes the car stop 11, the coupler 31 to which the vehicle 20 is coupled, the charging power coupler 35 to which the vehicle 20 is coupled so as to be chargeable, and the DC output 17 that supplies DC power to the charging power coupler 35. That is, in the embodiment shown in Fig. 1 to Fig. 12, since the vehicle 20 necessarily has a coupler 31 (coupler unit 22), the car stop 11 is also provided with a coupler 31 (coupler unit 12) and this is used as the charging device 10. In this way, by using a simple configuration that uses the car stop 11 and coupler 31 that exist as existing facilities and equipment, it is possible to provide a technology that enables charging of the vehicle 20 without increasing costs.

[0121] 1 to 12, the charging device 10 is provided with a shock absorber 13 on the other end opposite to the end where the coupler 31 is provided, and multiple wheels 15 are provided on the bottom. This makes it possible to absorb shocks when the charging device 10 is coupled to the vehicle 20. Furthermore, by providing the wheels 15, the charging device 10 can be moved to another station or another location on the track 16.

[0122] 1 to 12, the charging device 10 has two charging connectors 35 arranged in the horizontal direction across the connector. This makes it possible to secure vertical space for the control connector 32, and prevents the contacts from burning even if a large current flows through the charging connector 35, and also makes it possible to secure an insulation distance.

[0123] 1 to 12, the charging device 10 detects the connection with the vehicle 20, and starts charging the vehicle 20 after the main circuits 60 such as the VVVF 61 of the vehicle 20 are stopped. This makes it possible to prevent electric shock.

[0124] 1 to 12, the charging device 10 starts to couple to and disconnect from the vehicle 20 after detecting the completion of charging to the vehicle 20. This makes it possible to prevent electric shock.

[0125] 1 to 12, a battery vehicle charging system 1 includes any one of the charging devices 10 described above and a vehicle 20, and the vehicle 20 includes a coupler 31 and a charging coupler 35 to which the charging device 10 is connected, and a storage battery 21 that is charged by the charging coupler 35. This allows the vehicle 20 to be charged without increasing costs by using a simple configuration that utilizes the car stopper 11 and coupler 31, which are existing facilities and equipment.

[0126] 1 to 12, the vehicle 20 is a railway vehicle 20 that runs on a railway line 16, and the railway vehicle 20 is connected to the positive electrode side of the DC output 17 via the charging coupler 35, and is connected to the negative electrode side of the DC output 17 via the railway line 16. This makes it possible to secure an insulation distance and suppress electric shock, for example, even if a large current flows or a high voltage is applied.

[0127] <Supplementary information for the embodiment> 1 to 12, the charging device 10 detects connection with the vehicle 20 and starts charging the vehicle 20 after the main circuit 60 of the vehicle 20 is stopped, by using the configuration and operation described in Fig. 4 to 12. In addition, the charging device 10 starts disconnecting the vehicle 20 after detecting that charging of the vehicle 20 is completed. However, the present invention is not limited to this, and other configurations or operations may be used or performed in, for example, the charging control circuit 18 and the control circuit 23, etc., as long as electric shock can be prevented.

[0128] In addition, according to the embodiment shown in Figures 1 to 12, a battery vehicle charging device 10 and a battery vehicle charging system 1 have been described as an example of one aspect of the present disclosure, but it can also be realized as a charging method for a battery vehicle.

[0129] The present disclosure can also be realized as a battery vehicle charging program that causes a computer to execute the processing steps of the battery vehicle charging method.

[0130] The present disclosure can also be realized as a storage medium (non-transitory computer-readable medium) storing the above-mentioned storage battery vehicle charging program. The storage battery vehicle charging program can be stored and distributed on a removable disk such as a CD (Compact Disc), a DVD (Digital Versatile Disc), or a USB (Universal Serial Bus) memory. The storage battery vehicle charging program may be uploaded onto a network via a network interface (not shown) included in the charging control circuit 18 or the control circuit 23, or may be downloaded from the network and stored in a memory, for example.

[0131] The features and advantages of the embodiments will be apparent from the above detailed description. It is intended that the claims cover the features and advantages of the embodiments as described above without departing from the spirit and scope of the claims. In addition, any improvements and modifications can be easily made by a person having ordinary skill in the art. Therefore, it is not intended to limit the scope of the inventive embodiments to the above, and appropriate improvements and equivalents within the scope of the embodiments disclosed can be used. [Explanation of symbols]

[0132] 1...Charging system for battery vehicles; 2...Terminal station; 10...Charging device for battery vehicles (charging device); 11...Car stopper; 12...Coupling unit; 13...Shock absorber; 14...Wall; 15...Wheels; 16...Railway (rail); 17...DC power supply (DC output); 18...Charging control circuit (charging control circuit on the charging device side); 20...Battery vehicle (vehicle, railway vehicle); 21...Battery (main circuit battery); 22...Coupling unit; 23...Control circuit; 31...Coupling; 31a...Protrusion; 3 1b...hole; 32, 32a, 32b...control electrical coupler (control electrical coupler); 33...brake pipe (BP); 34...main air pipe (main air reservoir pipe, MR); 35, 35a, 35b...charging electrical coupler (charging electrical coupler); 36...electrical coupler (electrical coupler); 41...electrical wire; 42...CHK·PSK closing command line; 43...CHK·PSK releasing command line; 44...connection detection signal line; 45...connection detection signal line; 51...charging device power supply circuit breaker (charging device power supply CB); 52...charging Contactor (PSK); 53... Connection detection relay (CUDR); 54... Contactor closing command switch (K closing SW); 55... Contactor release command switch (K release SW); 56... Charging contactor closing auxiliary relay (PSKAR); 57... Charging contactor release auxiliary relay (PSKCR); 60... Main circuit; 61... Variable voltage variable frequency control inverter device (VVVF); 62... Three-phase induction motor (IM); 63... Gear grounding device (GB); 64... Static inverter device (S IV); 65... Branch wire; 66... ​​Positive wire; 67... Negative wire; 70... Charging control circuit; 71... DC contactor (LB); 72... Charging contactor (CHK); 73... Connection detection relay (CUDR); 74... Contactor closing command switch (K closing SW); 75... Contactor release command switch (K release SW); 76... Charging contactor closing auxiliary relay (CHKAR); 77... Charging contactor release auxiliary relay (CHKCR); 78... DC contactor auxiliary contact (LB auxiliary contact)

Claims

1. A battery vehicle charging device installed at the end or midway of a railway line, comprising: a coupler to which a battery-powered vehicle, which is a rail vehicle running on the track, is coupled; a charging electrical coupler that is connected to the battery vehicle so as to be capable of charging the battery vehicle when the battery vehicle is connected to the coupler; a DC power source connected to the charging electrical connector for supplying DC power to the charging electrical connector; A charging device for a battery vehicle comprising:

2. 2. The battery vehicle charging device according to claim 1, A charging device for a battery vehicle, characterized in that the battery vehicle is connected to the positive side of the DC power source via the charging electrical connector and to the negative side of the DC power source via the line.

3. 2. The battery vehicle charging device according to claim 1, a shock absorber provided on the other end opposite to the end on which the coupler is provided, the shock absorber absorbing a shock when the battery vehicle is coupled to the vehicle; a plurality of wheels provided to enable the battery vehicle charging device to move when coupled to the battery vehicle; A charging device for a battery vehicle comprising:

4. 2. The battery vehicle charging device according to claim 1, a charging control circuit that detects connection with the battery vehicle and starts charging the battery vehicle after a main circuit of the battery vehicle is stopped. A charging device for a battery vehicle.

5. 2. The battery vehicle charging device according to claim 1, The charging control circuit further includes a charging control circuit that starts to disconnect the battery vehicle after detecting completion of charging the battery vehicle. A charging device for a battery vehicle.

6. A battery vehicle charging device provided at the end or midway of a railway line; A battery vehicle charging system including: a railway vehicle that runs on a railroad track and has a battery that is charged by the battery vehicle charging device; The battery vehicle charging device includes: a coupler to which the battery vehicle is coupled; a charging electrical coupler that is connected to the battery vehicle so as to be chargeable at the same time as the battery vehicle is connected to the coupler; The battery vehicle includes: a vehicle-side coupler connected to the coupler of the battery vehicle charging device; a vehicle-side charging electrical coupler connected to the charging electrical coupler of the battery vehicle charging apparatus.

7. Car stop and a coupler provided at the car stopper and to which a battery vehicle is coupled; a charging electrical coupler that is provided on the car stopper adjacent to the coupler and to which the battery vehicle is connected so as to be chargeable; a DC power source connected to the charging electrical connector for supplying DC power to the charging electrical connector; an impact absorber provided on the other end of the vehicle stopper opposite to the end on which the coupler is provided, the impact absorber absorbing an impact when the vehicle is coupled to the battery vehicle; A plurality of wheels are provided at a lower portion of the car stopper so that the car stopper can be moved when the car stopper is coupled to the battery vehicle; A charging device for a battery vehicle comprising:

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