Battery Trailer

Abstract

To provide a technique capable of preventing power of a battery trailer from being stolen by a third person when the battery trailer is not used, in regard to the battery trailer for feeding power to a vehicle, that is electrically connected with the vehicle.SOLUTION: A battery trailer according to the present disclosure comprises a lock mechanism for locking connection with a vehicle via an operation with a predetermined key, and a relay mechanism for switching between conduction and non-conduction in regard to power feeding. The battery trailer is so constituted that the relay mechanism produces conduction when the connection with the vehicle is locked by the lock mechanism, and produces non-conduction when the connection with the vehicle is not locked.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to management of the supply of electric power to a vehicle, and more particularly to a battery trailer that electrically connects to a vehicle and supplies electric power to the vehicle. [Background technology]

[0002] Patent document 1 discloses an outlet unit that includes a verification unit that authenticates whether the operator connecting the connection plug is authentic, and a locking mechanism that switches between an unlocked state that allows insertion into the socket and a locked state that restricts insertion into the socket based on the verification results of the verification unit.

[0003] Other documents that demonstrate the technical level in this field include Patent Document 2 and Patent Document 3 below. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2011-175755 A [Patent Document 2] JP 2013-081271 A [Patent Document 3] Japanese Patent Application Publication No. 10-262340 Summary of the Invention [Problem to be solved by the invention]

[0005] In recent years, battery trailers have been considered for electrically connecting to vehicles to supply power to them, with the aim of extending the driving range of electrically powered vehicles. Battery trailers are expected to be stored in specific locations and used as needed. Therefore, there is a risk that third parties may steal the power from the battery trailer when it is not in use.

[0006] In view of the above-mentioned problems, one object of the present disclosure is to provide a technology that can prevent the theft of power from a battery trailer. [Means for solving the problem]

[0007] The present disclosure relates to a battery trailer that electrically connects to a vehicle and supplies power to the vehicle.

[0008] The battery trailer according to the present disclosure includes a locking mechanism that locks the connection with the vehicle by operating a predetermined key, and a relay mechanism that switches the power supply between conduction and cut-off. The relay mechanism is configured to be conductive when the connection with the vehicle is locked by the locking mechanism, and to be cut-off when the connection with the vehicle is unlocked. [Effects of the Invention]

[0009] According to the present disclosure, when the connection to the vehicle is not locked by the locking mechanism, power is not supplied from the battery trailer, which prevents third parties from stealing power from the battery trailer when the battery trailer is not in use. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 2 is a conceptual diagram for explaining the configuration of the battery trailer according to the present embodiment. [Figure 2] 5A and 5B are conceptual diagrams for explaining the operation of the locking mechanism according to the embodiment. [Figure 3] FIG. 10 is a conceptual diagram showing a configuration example in which the battery trailer has a connector. [Figure 4] FIG. 10 is a conceptual diagram showing an example of the configuration of one of the further preventive measures that can be adopted in the battery trailer according to the present embodiment. [Figure 5] FIG. 10 is a conceptual diagram showing an example of the configuration of one of the further preventive measures that can be adopted in the battery trailer according to the present embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. However, when the numbers, quantities, amounts, ranges, etc. of each element are mentioned in the embodiments described below, the concept of the present disclosure is not limited to the mentioned numbers unless otherwise specified or clearly identified in principle. Furthermore, the configurations, etc. described in the embodiments described below are not necessarily essential to the concept of the present disclosure unless otherwise specified or clearly identified in principle. In addition, the same or corresponding parts in each drawing are designated by the same reference numerals, and duplicate explanations thereof will be appropriately simplified or omitted.

[0012] 1. Configuration This embodiment relates to a battery trailer that is electrically connected to a vehicle and supplies power to the vehicle. The configuration of a battery trailer 100 according to this embodiment will be described below with reference to Fig. 1. Fig. 1 shows the battery trailer 100 and a vehicle 200 that is to be charged by the battery trailer 100.

[0013] The vehicle 200 includes a control ECU 210, a power converter 220, a motor 230, and an on-board battery 240. The power converter 220 is electrically connected to the motor 230 and the on-board battery 240. The vehicle 200 travels when the motor 230 is driven by power from the on-board battery 240.

[0014] The power converter 220 is typically configured with a converter, an inverter, a rectifier, etc. The power converter 220 also typically includes a switching device, and switching control is performed by a control device (not shown). By controlling the switching of the power converter 220, drive control of the motor 230, charge control of the on-board battery 240, switching between drive of the motor 230 and charging of the on-board battery 240, etc. are realized.

[0015] The vehicle 200 has a connector 300 for electrically connecting to the battery trailer 100. The connector 300 is connected to the power converter 220 by a cable 312. In other words, when the vehicle 200 is connected to the battery trailer 100 by the connector 300, the power supplied from the battery trailer 100 to the vehicle 200 is transmitted to the power converter 220 via the cable 312. Then, the on-board battery 240 is charged by switching control of the power converter 220.

[0016] Here, a relay mechanism 250 is provided on the cable 312. A coil portion of the relay mechanism 250 is connected to a control line 322 of the control ECU 210, and the relay mechanism 250 is configured to be switched between conduction and cut-off by the control ECU 210. The control ECU 210 typically turns on the relay mechanism 250 in response to the connection of the vehicle 200 to the battery trailer 100 via the connector 300. When the relay mechanism 250 is turned on, power can be transmitted from the connector 300 to the power converter 220. In this embodiment, one end of the control line 322 is connected to the connector 300, and the relay mechanism 250 is configured not to operate when the connector 300 is not connected to the battery trailer 100. For this reason, in this embodiment, the relay mechanism 250 is normally open.

[0017] The connector 300 has an insertion portion 330. The insertion portion 330 is provided to lock the connection between the vehicle 200 and the battery trailer 100 using the locking mechanism 120 of the battery trailer 100. The locking mechanism 120 of the battery trailer 100 will be described later.

[0018] The battery trailer 100 according to this embodiment includes a power receiving port 110, a locking mechanism 120, a battery 140, and a relay mechanism 150. The battery trailer 100 is a device that supplies power from the battery 140 to the vehicle 200 by connecting to the vehicle 200. Here, the battery 140 is typically a rechargeable secondary battery such as a lithium-ion battery or a nickel-metal hydride battery. When the battery trailer 100 is connected to the vehicle 200, it travels together with the vehicle 200.

[0019] The relay mechanism 150 is provided on a power line 311 extending from the battery 140. In other words, the relay mechanism 150 switches between conduction and cut-off for the supply of power from the battery trailer 100. Here, the coil portion of the relay mechanism 150 is connected to a control line 321, and the relay mechanism 150 is configured to switch between conduction and cut-off in response to an electrical signal on the control line 321.

[0020] The power receptacle 110 is a portion through which the connector 300 connects to the battery trailer 100. The power receptacle 110 includes one end of a power line 311, and is configured so that when the connector 300 connects to the battery trailer 100 via the power receptacle 110, the cable 312 and the power line 311 are connected. This forms a power transmission path from the battery 140 to the power converter 220. Ultimately, an electrical connection between the vehicle 200 and the battery trailer 100 is realized.

[0021] The power receptacle 110 further includes one end of a control line 321, and is configured so that when the connector 300 is connected to the battery trailer 100 via the power receptacle 110, the control line 322 of the vehicle 200 and the control line 321 of the battery trailer 100 are connected. In other words, when the connector 300 is connected to the battery trailer 100 via the power receptacle 110, the relay mechanism 150 of the battery trailer 100 is configured to be switched between conduction and cut-off by the control ECU 210. In particular, when the relay mechanism 250 of the vehicle 200 is conductive, the relay mechanism 150 of the battery trailer 100 is also conductive. This starts the transmission of power from the battery 140 to the power converter 220. However, as will be described later, the relay mechanism 150 according to this embodiment is configured not to operate when the connection with the vehicle 200 is not locked by the locking mechanism 120. In particular, the relay mechanism 150 is normally open, and is configured to be cut off when the connection with the vehicle 200 is not locked by the locking mechanism 120.

[0022] The locking mechanism 120 locks the connection with the vehicle 200 by operating a predetermined key. Here, the operation by the predetermined key may be mechanical or electronic. However, considering the risk of the battery running out when the battery trailer 100 is stored without being used, a mechanical key is preferable. Any suitable form of predetermined key may be adopted. However, it is assumed that the predetermined key will be handed over to the user of the battery trailer 100 and will not be disclosed to third parties.

[0023] The operation of the locking mechanism 120 according to this embodiment will be described below with reference to Fig. 2. In Fig. 2, (A) shows a state before the connection with the vehicle 200 is locked, and (B) shows a state after the connection with the vehicle 200 is locked by the locking mechanism 120.

[0024] The battery trailer 100 is configured so that when the connector 300 is connected to the battery trailer 100 via the power receiving port 110, the insertion portion 330 of the connector 300 is inserted into a part of the battery trailer 100. Here, the insertion portion 330 has a hole portion 331. On the other hand, the locking mechanism 120 has a mating portion 121. As shown in FIG. 2 , the locking mechanism 120 according to this embodiment operates so that the mating portion 121 protrudes when a predetermined key is operated. Then, the mating portion 121 fits into the hole portion 331 of the insertion portion 330, thereby locking the connection with the vehicle 200. In particular, the locking mechanism 120 may be configured so that the mating portion 121 does not operate when the insertion portion 330 of the connector 300 is not inserted into the battery trailer 100.

[0025] The locking mechanism 120 according to this embodiment further includes a switch 122. The switch 122 is provided on a control line 321 of the battery trailer 100, and when the switch 122 is off, the control line 321 is opened. The switch 122 is also configured to switch on and off in conjunction with the operation of the locking mechanism 120. In particular, the switch 122 is configured to be on when the connection with the vehicle 200 is locked by the locking mechanism 120, and to be off when the connection with the vehicle 200 is not locked.

[0026] In other words, when the connection with the vehicle 200 is locked by the locking mechanism 120, the control ECU 210 can switch between conduction and cut-off of the relay mechanism 250 of the vehicle 200 and the relay mechanism 150 of the battery trailer 100. As a result, the relay mechanism 150 of the battery trailer 100 is configured to be conductive when the connection with the vehicle 200 is locked by the locking mechanism 120, and to be cut-off when the connection with the vehicle 200 is not locked.

[0027] In this way, the battery trailer 100 according to this embodiment is configured so that the relay mechanism 150 cannot be made conductive unless the switch 122, which is linked to the operation of the locking mechanism 120, is on. Therefore, even if an attempt is made to steal electricity by connecting another connector to an unused stored battery trailer 100, power will not be supplied from the battery trailer 100.

[0028] 2.Effects As described above, according to this embodiment, the battery trailer 100 includes the lock mechanism 120 that locks the connection with the vehicle 200 by operating a predetermined key, and the relay mechanism 150 that switches the supply of power between conduction and interruption. The relay mechanism 150 is configured to be conductive when the connection with the vehicle 200 is locked by the lock mechanism 120, and to be interrupted when the connection with the vehicle 200 is not locked. As a result, when the connection with the vehicle 200 to be charged is not locked by the lock mechanism 120, power is not supplied from the battery trailer 100. This also makes it possible to prevent power theft from the battery trailer 100 by a third party when the battery trailer 100 is stored in a specific location, for example.

[0029] In the above description, the vehicle 200 to be charged has the connector 300, but this embodiment can also be applied to cases where the battery trailer 100 has the connector 300. FIG. 3 shows an example configuration where the battery trailer 100 has the connector 300. As shown in FIG. 3, in this case, by providing the vehicle 200 with an insertion portion 330 and configuring the battery trailer 100 to include the locking mechanism 120 as part of the connector 300, the locking mechanism 120 can be operated in the same manner as described above. Ultimately, the same effects can be achieved.

[0030] 3. Other configurations As a further measure to prevent the theft of the power of the battery trailer 100, the battery trailer 100 can also employ the following configuration.

[0031] One is to configure the cover attached to the power receptacle 110 so as to lock it. FIG. 4 shows an example of a configuration for locking a cover 400 attached to the power receptacle 110. In the configuration example shown in FIG. 4, the battery trailer 100 includes a locking mechanism 420 for locking the cover 400. The locking mechanism 420 for locking the cover 400 may have the same configuration as the locking mechanism 120 that locks the connection with the vehicle 200. In other words, the cover 400 has an insertion portion 430, and the locking mechanism 420 is configured so that an engaging portion 421 protrudes when operated with a predetermined key. Then, the engaging portion 421 engages with the hole of the insertion portion 430, thereby locking the cover 400.

[0032] By further adopting this configuration, the cover 400 can prevent other connectors from being connected to the power receptacle 110 while the battery trailer 100 is not in use. Furthermore, the cover 400 can be locked by operating a predetermined key. This further prevents third parties from stealing power from the battery trailer 100.

[0033] The other is to configure the battery trailer 100 so that, when it has the connector 300, the connector 300 is locked in a stored state in the battery trailer 100. FIG. 5 shows an example of a configuration for locking the connector 300 in a stored state in the battery trailer 100. In the configuration example shown in FIG. 5, the battery trailer 100 includes a storage connector 500 for storing the connector 300. When the connector 300 is connected to the storage connector 500, the connector 300 is stored in the battery trailer 100. Here, the configuration for locking the connector 300 in a stored state can utilize the locking mechanism 120 included as part of the connector 300. In other words, the storage connector 500 has an insertion portion 530, and when a predetermined key is operated, the locking mechanism 120 operates to fit the fitting portion 121 into the hole of the insertion portion 530, thereby locking the connector 300 in a stored state.

[0034] By further employing such a configuration, it is possible to prevent the connector 300 from being connected to an unintended device while the battery trailer 100 is not in use. This in turn makes it possible to further prevent theft of power from the battery trailer 100 by a third party.

[0035] The battery trailer 100 can be expected to be effective in preventing power theft to a certain extent even if it does not include the switch 122 and employs any of the other configurations described above. [Explanation of symbols]

[0036] 100 Battery Trailer 110 Power receiving port 120 Locking mechanism 140 Battery 150 Relay mechanism 200 vehicles 210 Control ECU 220 Power Converter 230 Motor 240 Automotive battery 250 Relay mechanism 300 Connector

Claims

[Claim 1] A battery trailer electrically connected to a vehicle to supply power to the vehicle, a connector having a locking mechanism that locks the connection with the vehicle by operation of a predetermined key; a relay mechanism for switching between conduction and interruption of the power supply; a storage connector for storing the connector; Including, the relay mechanism is configured to be conductive when the connection with the vehicle is locked by the lock mechanism, and to be cut off when the connection with the vehicle is not locked, The connector is configured to be lockable via the locking mechanism when stored in the storage connector. A battery trailer characterized by:

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