JP2010252547A - Apparatus for charging and discharging of power, and system and method for charging and discharging of power between vehicle - Google Patents

Apparatus for charging and discharging of power, and system and method for charging and discharging of power between vehicle Download PDF

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JP2010252547A
JP2010252547A JP2009099906A JP2009099906A JP2010252547A JP 2010252547 A JP2010252547 A JP 2010252547A JP 2009099906 A JP2009099906 A JP 2009099906A JP 2009099906 A JP2009099906 A JP 2009099906A JP 2010252547 A JP2010252547 A JP 2010252547A
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power
relay
vehicle
discharging
connected
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JP2009099906A
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Japanese (ja)
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Takeshi Nakajima
中島  剛
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Nissan Motor Co Ltd
日産自動車株式会社
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7005Batteries

Abstract

<P>PROBLEM TO BE SOLVED: To provide an inter-vehicle power charging and discharging system or the like, capable of suppressing a high rush current from flowing between vehicles when the power is charged and discharged between the vehicles. <P>SOLUTION: A vehicle 1A and a vehicle 1B include: connection connectors 13A, 13B connected to another vehicle via a power line; battery units 11A, 11B; first main relays 32a and second main relays 32b; and precharging relays 33 and precharging resistors 34 provided in parallel to the second main relays 32b, respectively. When power is charged from the vehicle 1A to the vehicle 1B, control units 14A, 14B bring the precharging relays 33 into a conduction state for energization of the precharging relays 33, thereby preventing a rush current. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to an electric power discharging / charging device, an inter-vehicle electric power discharging / charging system, and an inter-vehicle electric power discharging / charging method for charging and discharging electric power to a power storage unit mounted on a vehicle.

  2. Description of the Related Art Conventionally, a technique described in Patent Document 1 below is known as a technique for transferring power between vehicles. Patent Document 1 describes a method of charging electric power to a battery of the host vehicle by connecting the rescue vehicle and the battery of the host vehicle.

JP 2004-358304 A

  However, in the above-described technology, since the vehicles are directly connected, there is a possibility that an inrush current flows when charging of electric power is started. In particular, a scene that requires power transfer between vehicles is a state where the battery voltage of one vehicle is low and the battery voltage of the other vehicle is high. Therefore, a high inrush current may flow due to the potential difference between the batteries when the vehicles are connected to start power discharging.

  Therefore, the present invention has been proposed in view of the above-described circumstances, and when discharging power between vehicles, a power discharging / charging device and inter-vehicle power that can suppress a high inrush current flowing between vehicles. It is an object of the present invention to provide a discharge / charge system and an inter-vehicle power discharge / charge method.

  The present invention provides a vehicle connected to a vehicle via a power line, a power storage means for storing power supplied to each part of the vehicle, and a pair of power lines connected to the power storage means. 1 relay, 2nd relay, and auxiliary relay and inrush current suppression resistor provided in parallel with the 2nd relay, and another vehicle is connected to the connection means by the control means to charge the power storage means. Alternatively, when discharging, the opening / closing operation of the first relay and the second relay and the opening / closing operation of the auxiliary relay are controlled to control the current flowing through the power line.

  According to the present invention, when charging or discharging power to the power storage unit, the current flowing through the power line is controlled by controlling the opening / closing operation of the auxiliary relay, so that inrush current when power is transferred between vehicles can be suppressed. , It is possible to avoid problems with the circuit of each vehicle.

1 is a circuit diagram showing a configuration of an inter-vehicle power discharging / charging system shown as an embodiment of the present invention. It is a flowchart which shows the 1st battery charge operation | movement of the inter-vehicle electric power discharge system shown as embodiment of this invention. It is a figure which shows the change of an energization current when performing 1st battery charge operation | movement by the inter-vehicle electric power discharge / charge system shown as embodiment of this invention. It is a flowchart which shows the 1st battery charge operation | movement of the inter-vehicle electric power discharge system shown as embodiment of this invention. It is a figure which shows the change of an energization current when performing 1st battery charge operation | movement by the inter-vehicle electric power discharge / charge system shown as embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[Overall configuration of inter-vehicle power discharging / charging system]
As shown in FIG. 1, an inter-vehicle power discharging / charging system shown as an embodiment of the present invention is configured such that a vehicle 1 </ b> A and a vehicle 1 </ b> B are connected by an electric power harness 2 and exchange electric power.

  The vehicle 1A includes a battery device 11A, a DC / DC converter 12A, a connection connector portion 13A, and a control unit 14A. Similarly to the vehicle 1A, the vehicle 1B includes a battery device 11B, a DC / DC converter 12B, a connection connector portion 13B, and a control unit 14B. Note that the vehicle 1A and the vehicle 1B illustrated in FIG. 1 are electric vehicles that drive a driving motor, an air conditioner, and the like using the power of the battery module 31 included in the battery devices 11A and 11B, for example. In such vehicles 1A and 1B, control units 14A and 14B and battery devices 11A and 11B that perform a first battery charging operation and a second battery charging operation, which will be described later, in order to transfer power between the vehicles 1A and 1B. However, it constitutes a power discharge / charge device.

  The connection connector parts 13 </ b> A and 13 </ b> B are connection means connected to other vehicles via the power harness 2. The connection connector portions 13A and 13B include coupling portions 51a and 51b that are structured to be connected to the connector portions 21A and 21B at both ends of the power harness 2 by an operator. The connection connector portions 13A and 13B are connected to the connector portions 21A and 21B in order to be electrically connected to the positive and negative power lines 22, respectively.

  The battery devices 11A and 11B include a plurality of battery modules 31, a pair of first main relay 32a and second main relay 32b, a precharge relay 33, and a precharge resistor 34.

  The plurality of battery modules 31 are power storage means for storing power supplied to each part of the vehicle. The plurality of battery modules 31 can be switched in number, series state, or parallel state according to the amount of power required for the vehicle.

  A pair of power lines corresponding to the positive electrode and the negative electrode is connected to each of the positive electrode terminal and the negative electrode terminal of the battery module 31. A first main relay 32 a and a second main relay 32 b are connected to each of the pair of power lines in the battery module 31.

  The first main relay 32a and the second main relay 32b are provided on the power line corresponding to the positive electrode and the negative electrode in the battery device 11A. The first main relay 32a and the second main relay 32b are switched between a conductive state (closed state) and a cut-off state (open state) according to the control of the control units 14A and 14B.

  The second main relay 32b is provided with a precharge relay 33 and a precharge resistor 34 in parallel. The precharge relay 33 and the precharge resistor 34 are connected in series. Note that the precharge relay 33 and the precharge resistor 34 may be provided in parallel to the first main relay 32a. In this case, what is necessary is just to change the 1st main relay 32a and the 2nd main relay 32b in the battery charge operation mentioned later.

  The precharge relay 33 (auxiliary relay) is in a conductive state (closed state) and a cut-off state (open state) according to control of the control units 14A and 14B when power is exchanged between the vehicle 1A and the vehicle 1B. Can be switched between. When the precharge relay 33 is in a conducting state, a current for charging or discharging the battery module 31 flows through the precharge resistor 34 (inrush power suppression resistor). The precharge resistor 34 is configured so that the energization current does not exceed a threshold according to the total voltage of the battery module 31 and the energization current (inrush current) allowed when power is transferred between the vehicle 1A and the vehicle 1B. The resistance value is determined.

  The DC / DC converters 12A and 12B convert a DC voltage corresponding to the electric power stored in the battery module 31 of the battery device 11A, and supply it to each part of the vehicle 1A and the vehicle 1B. The DC / DC converters 12A, 12B are connected to the vehicle 1A, a driving motor for the vehicle 1B, the air conditioner in the vehicle 1A, the vehicle 1B, and the like. The DC / DC converters 12A and 12B supply a predetermined DC voltage to an inverter connected to the traveling motor in order to drive the traveling motor. Further, the DC / DC converters 12A and 12B supply a predetermined low DC voltage in order to drive a device that operates at a low voltage such as an air conditioner.

  The DC / DC converters 12A and 12B include a first DC / DC internal relay 41a and a second DC / DC internal relay 41b on the power lines connected to the battery devices 11A and 11B and the connection connector portions 13A and 13B. When the first DC / DC internal relay 41a and the second DC / DC internal relay 41b execute power transfer between the vehicle 1A and the vehicle 1B, the first DC / DC internal relay 41a and the second DC / DC internal relay 41b are in a conductive state (closed state) according to the control of the control units 14A and 14B. It is switched between the shut-off state (open state).

  When connected to another vehicle, the control units 14A and 14B control each part of the vehicle 1A and the vehicle 1B described above in order to exchange power with the other vehicle. Control units 14A and 14B are connected to a connection detection sensor (not shown) and detect that power harness 2 is connected to connection connector portions 13A and 13B. When the power harness 2 is connected to the vehicle 1A and the vehicle 1B, the control units 14A and 14B determine that the battery module 31 is charged or discharged. For this purpose, the control units 14A and 14B perform the opening / closing operation of the first DC / DC internal relay 41a and the second DC / DC internal relay 41b so as to perform a first battery charging operation or a second battery charging operation described later, By controlling the opening / closing operation of the main relay 32a and the second main relay 32b and the opening / closing operation of the precharging relay 33, the energization current flowing through the vehicle 1A, the power line in the vehicle 1B, and the power harness 2 is controlled.

[First battery charging operation]
The first battery charging operation is as shown in FIG. Thereby, in the vehicle 1A and the vehicle 1B, as shown in FIG. 3, the energization current in the power line is suppressed. In the following description, when the battery module 31 of the vehicle 1A has a sufficiently high charge amount and the battery module 31 of the vehicle 1B has a low charge amount, the vehicle 1A, the vehicle The operation when 1B is connected will be described.

  In order to charge the vehicle 1A with the electric power of the vehicle 1A, the worker connects the connector portions 21A and 21B of the power harness 2 to the connection connector portions 13A and 13B of the vehicle 1A and the vehicle 1B. Then, control unit 14A, 14B detects that the power harness 2 was connected to the connection connector part 13A, 13B in step S1, and advances a process to step S2.

  In step S2, the control units 14A and 14B turn on the first DC / DC internal relay 41a and the second DC / DC internal relay 41b in both the vehicle 1A and the vehicle 1B (conductive state). In this state, as shown at time t1 in FIG. 3, no current flows from the vehicle 1A to the vehicle 1B.

  In the next step S3, the control units 14A and 14B turn on the first main relay 32a and the precharge relay 33 in both the vehicle 1A and the vehicle 1B (conductive state). Thereby, the energization current according to the difference between the battery voltage of the battery module 31 of the vehicle 1A and the battery voltage of the battery module 31 of the vehicle 1B flows through the power line between the battery devices 11A and 11B. At this time, as shown at time t2 in FIG. 3, the energization current includes the potential difference between the battery modules 31, the energization resistance of the power harness 2 and various relays, the internal resistance of the battery module 31, and the vehicles 1A and 1B. The inrush current is in accordance with the sum of the precharge resistor 34. Here, in the inter-vehicle power discharging and charging system, the inrush current when the first main relay 32a and the precharging relay 33 are simultaneously turned on in the vehicle 1A and the vehicle 1B has a predetermined threshold (maximum allowable current). It is assumed that the storage capacities of the battery devices 11A and 11B and the precharge resistor 34 are designed so as not to exceed.

  By such step S3, electric power is sent from the battery module 31 of the vehicle 1A to the battery module 31 of the vehicle 1B. Note that either step S2 or step S3 may be performed first.

  In this manner, in both the vehicle 1A and the vehicle 1B, if the state in which the first main relay 32a and the precharge relay 33 are kept in the conductive state is continued, the potential difference between the battery modules 31 becomes small. The energizing current gradually decreases after t2. Then, the control units 14A and 14B set the first main relay 32a and the precharge relay 33 in the conductive state, and then at step t4 at a predetermined timing when the current flowing in the power harness 2 and the power line is reduced. Thus, the second main relay 32b is turned on. The timing at which the second main relay 32b is brought into a conducting state is such that the energizing current is maintained even when the second main relay 32b is brought into a conducting state after the first main relay 32a and the precharging relay 33 are brought into a conducting state at time t2. It is set when the energization current is sufficiently low so as not to exceed the threshold.

  Then, as shown at time t <b> 3 in FIG. 3, the energization current rushes according to the potential difference between the battery modules 31 and the sum of the energization resistance of the power harness 2 and various relays and the internal resistance of the battery module 31. It becomes current.

  In the next step S5, the control units 14A and 14B turn off the precharge relay 33 (cut off state) at time t4 in FIG. Thereby, the vehicle 1A and the vehicle 1B can move electric power from the vehicle 1A to the vehicle 1B via the first main relay 32a and the second main relay 32b.

  Thus, the vehicle 1A and the vehicle 1B stop charging the electric power from the vehicle 1A to the vehicle 1B when the charge amounts of both the battery modules 31 become substantially the same and the change in the energization current decreases. . At this time, the control units 14A and 14B place the first DC / DC internal relay 41a and the second DC / DC internal relay 41b in a disconnected state. In the inter-vehicle power discharging / charging system, the determination process for stopping the charging of the vehicle 1A and the vehicle 1B is to determine that the current flowing through the power line is equal to or less than a predetermined threshold by a current sensor (not shown). Can do.

  As described above, according to the inter-vehicle power discharging / charging system that performs the first battery charging operation, when charging power from the battery module 31 of the vehicle with a large amount of charge to the battery module 31 of the vehicle with a small amount of charge, First, a current is passed through the precharge resistor 34. Thereby, according to this inter-vehicle power discharging / charging system, it is possible to avoid flowing an energizing current exceeding a threshold value that causes a problem in the circuits such as the battery devices 11A and 11B and the DC / DC converters 12A and 12B.

[Second battery charging operation]
Next, the second battery charging operation by the inter-vehicle power discharging system will be described with reference to FIGS. 4 and 5.

  Similar to the first battery charging operation, the second battery charging operation performs the operations of step S1 to step S3. First, in step S1, the control units 14A and 14B detect that the power harness 2 is connected to the connection connector portions 13A and 13B, and the process proceeds to step S2.

  In step S2, the control units 14A and 14B turn on the first DC / DC internal relay 41a and the second DC / DC internal relay 41b in both the vehicle 1A and the vehicle 1B (conductive state).

  In the next step S3, the control units 14A and 14B turn on the first main relay 32a and the precharge relay 33 in both the vehicle 1A and the vehicle 1B (conductive state). Thereby, the difference between the battery voltage of the battery module 31 of the vehicle 1A and the battery voltage of the battery module 31 of the vehicle 1B, the energization resistance of the power harness 2 and various relays, the internal resistance of the battery module 31, and the two of the vehicles 1A and 1B. An energization current corresponding to the sum of the precharge resistors 34 flows through the power line between the battery devices 11A and 11B.

  By such step S3, electric power is sent from the battery module 31 of the vehicle 1A to the battery module 31 of the vehicle 1B. Note that either step S2 or step S3 may be performed first.

  Thereafter, electric power is charged from the battery module 31 of the vehicle 1A to the battery module 31 of the vehicle 1B, and the energization current decreases to a predetermined value at time t ′ in FIG. Then, in step S11, the control unit 14A turns on the second main relay 32b of the vehicle 1A (conduction state) at a time t11 after a predetermined period T from the time t '. Here, time t ′ is a time point at which the energization current has sufficiently decreased so that the inrush current does not exceed the threshold even when energization of one precharge relay 33 is stopped. At this time, the control unit 14A can determine the time t ′ based on the energized current, and can control the second main relay 32b to be in a conductive state after a predetermined period T from the time t ′.

  In the next step S12, the control unit 14A puts the precharge relay 33 in the cutoff state. The time when the precharge relay 33 in the vehicle 1A is cut off is the time t12 when the energization current is sufficiently reduced by the control unit 14A after the time t11.

  In the next step S13, the control unit 14B of the vehicle 1B turns on (conductive state) the second main relay 32b of the vehicle 1B at time t13. Here, time 13 is a point in time when the energization current is sufficiently reduced. As a result, the energization current is determined by the potential difference between the battery modules 31 of the vehicles 1A and 1B, the energization resistance of the power harness 2 and various relays, the internal resistance of the battery module 31, and the single precharge resistance 34 of the vehicle 1B. Inrush current according to the sum.

  In the next step S <b> 14, the control unit 14 </ b> B puts the precharge relay 33 in the cutoff state. The time when the precharging relay 33 in the vehicle 1B is cut off is the time t14 when the energization current is sufficiently reduced by the control unit 14B after the time t13.

  As described above, in the inter-vehicle power discharging / charging system, when power is transferred between the vehicle 1A and the vehicle 1B, the first main relay 32a and the precharging for both the vehicle 1A and the vehicle 1B are performed by the control units 14A and 14B. The relay 33 is turned on (t2). Thereafter, in the vehicle 1A, the second main relay 32b is closed at a predetermined first timing (t11) at which the energization current decreases and no inrush power exceeding a predetermined value occurs. Thereafter, in the vehicle 1A, the precharge relay 33 is opened at a predetermined second timing (t12) at which the energization current decreases and no inrush power exceeding a predetermined value occurs. Similarly, after the time t2, in the vehicle 1B, the second main relay 32b is closed at a predetermined first timing (t13) at which the energization current decreases and no rush power exceeding a predetermined value occurs. Thereafter, in the vehicle 1B, the precharge relay 33 is opened at a predetermined second timing (t14) at which the energization current decreases and no inrush power exceeding a predetermined value occurs.

  Note that any of steps S11 and S12 performed by the vehicle 1A and steps S13 and S14 performed by the vehicle 1B may be earlier.

  According to such an inter-vehicle power discharging / charging system that performs the second battery charging operation, when power is transferred between the vehicle 1A and the vehicle 1B, the inrush power is first suppressed by using the two precharge relays 33. Then, the precharge relays 33 of the vehicles 1A and 1B can be cut off one by one to suppress the inrush current step by step.

  In addition, according to the inter-vehicle power discharging / charging system, when the second main relay 32b is set in the conductive state in each vehicle 1A and vehicle 1B (steps S11 and S13), the predetermined value is set so that the energization current does not exceed the threshold value. Wait until timing. Thereby, according to the inter-vehicle power discharging / charging system, it is possible to avoid the occurrence of an inrush current that causes a problem in circuits such as the battery devices 11A and 11B and the DC / DC converters 12A and 12B.

  The above-described embodiment is an example of the present invention. For this reason, the present invention is not limited to the above-described embodiment, and various modifications can be made depending on the design and the like as long as the technical idea according to the present invention is not deviated from this embodiment. Of course, it is possible to change.

1A, 1B Vehicle 2 Power harness 11A, 11B Battery device 12A, 12B DC / DC converter 13A, 13B Connection connector part 14A, 14B Control unit 21A, 21B Connector part 22 Power line 31 Battery module 32a First main relay 32b Second main relay 33 Precharge Relay 34 Precharge Resistor 41a First DC / DC Relay 41b Second DC / DC Relay

Claims (7)

  1. A power discharging / charging device mounted on a vehicle,
    Connection means connected to another vehicle via a power line;
    Power storage means for storing power supplied to each part of the vehicle;
    A first relay and a second relay connected to each of a pair of power lines of the power storage means;
    An auxiliary relay provided in parallel with the second relay and an inrush current suppressing resistor;
    When another vehicle is connected to the connection means and the power storage means is charged or discharged, the power line is controlled by controlling the opening / closing operation of the first relay and the second relay and the opening / closing operation of the auxiliary relay. And a control means for controlling the current flowing through the power discharging / charging device.
  2.   The control means closes the first relay and the auxiliary relay to charge or discharge power to the power storage means via the inrush current suppression resistor, and then closes the second relay. The power discharging / charging device according to claim 1, wherein the power storage unit is charged or discharged with power.
  3.   3. The control unit according to claim 2, wherein after the first relay and the auxiliary relay are closed, the control unit closes the second relay at a predetermined timing when a current flowing through the power line is reduced. Power discharge device.
  4. An inter-vehicle power discharging / charging system for transferring power between vehicles,
    The power discharge and charging device installed in each vehicle
    A connection means connected via a power line to a power discharging / charging device mounted on another vehicle;
    Power storage means for storing electric power supplied to each part of the host vehicle;
    A first relay and a second relay connected to each of a pair of power lines of the power storage means;
    An auxiliary relay provided in parallel with the second relay and an inrush current suppressing resistor;
    When another vehicle is connected to the connection means and the power storage means is charged or discharged, the power line is controlled by controlling the opening / closing operation of the first relay and the second relay and the opening / closing operation of the auxiliary relay. And a control means for controlling the current flowing in the vehicle.
  5. Both vehicles connected by the connection means close the first relay and the auxiliary relay to charge or discharge the power storage means through the inrush current suppression resistor,
    After that, one of the vehicles opens the auxiliary relay after closing the second relay,
    5. The inter-vehicle power discharging / charging system according to claim 4, wherein the other vehicle then opens the auxiliary relay after closing the second relay. 6.
  6.   After the first relay and the auxiliary relay are closed, the control means of each vehicle has the second timing at a predetermined first timing at which a current flowing through the power line decreases and no inrush power exceeding a predetermined value is generated. 6. The relay is closed, and thereafter, the auxiliary relay is opened at a predetermined second timing at which a current flowing through the power line decreases and no inrush power exceeding a predetermined value is generated. Inter-vehicle power discharge system.
  7. A vehicle-to-vehicle power discharging / charging method for transferring power between vehicles,
    When charging or discharging power to the storage means that stores the power supplied to each part of the host vehicle connected between the vehicles via the power line,
    The current flowing through the power line by controlling the opening / closing operation of the first relay and the second relay connected to each of the pair of power lines of the power storage means and the opening / closing operation of the auxiliary relay provided in parallel with the second relay Through an inrush current suppression resistor connected in series with the auxiliary relay.
JP2009099906A 2009-04-16 2009-04-16 Apparatus for charging and discharging of power, and system and method for charging and discharging of power between vehicle Pending JP2010252547A (en)

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Cited By (7)

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WO2013175772A1 (en) 2012-05-25 2013-11-28 パナソニック株式会社 In-vehicle power supply device and photovoltaic power generation device
JP2013258836A (en) * 2012-06-13 2013-12-26 Kyushu Electric Power Co Inc Power supply device
JP2014113008A (en) * 2012-12-05 2014-06-19 Chugoku Electric Power Co Inc:The Electric vehicle, and battery charging method for electric vehicle
JP2015050895A (en) * 2013-09-04 2015-03-16 株式会社デンソー Feeding vehicle and feeding system
JP2015050894A (en) * 2013-09-04 2015-03-16 株式会社デンソー Feeding vehicle and feeding system
KR20160052134A (en) 2014-11-04 2016-05-12 현대자동차주식회사 Battery charging apparatus and method for charging from one vehicle to other vehicle using the same
CN105762877A (en) * 2015-11-04 2016-07-13 郑州宇通客车股份有限公司 Automobile-to-automobile charging machine

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JP2006050842A (en) * 2004-08-06 2006-02-16 Nissan Motor Co Ltd Power supply device for electric vehicle
JP2006262565A (en) * 2005-03-15 2006-09-28 Sony Corp Backup circuit, memory medium drive unit, and charging circuit
JP2008220084A (en) * 2007-03-06 2008-09-18 Toyota Motor Corp Power unit for vehicle and method of controlling power unit

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006050842A (en) * 2004-08-06 2006-02-16 Nissan Motor Co Ltd Power supply device for electric vehicle
JP2006262565A (en) * 2005-03-15 2006-09-28 Sony Corp Backup circuit, memory medium drive unit, and charging circuit
JP2008220084A (en) * 2007-03-06 2008-09-18 Toyota Motor Corp Power unit for vehicle and method of controlling power unit

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013175772A1 (en) 2012-05-25 2013-11-28 パナソニック株式会社 In-vehicle power supply device and photovoltaic power generation device
US9834102B2 (en) 2012-05-25 2017-12-05 Panasonic Intellectual Property Management Co., Ltd. In-vehicle power supply device
JP2013258836A (en) * 2012-06-13 2013-12-26 Kyushu Electric Power Co Inc Power supply device
JP2014113008A (en) * 2012-12-05 2014-06-19 Chugoku Electric Power Co Inc:The Electric vehicle, and battery charging method for electric vehicle
JP2015050895A (en) * 2013-09-04 2015-03-16 株式会社デンソー Feeding vehicle and feeding system
JP2015050894A (en) * 2013-09-04 2015-03-16 株式会社デンソー Feeding vehicle and feeding system
KR20160052134A (en) 2014-11-04 2016-05-12 현대자동차주식회사 Battery charging apparatus and method for charging from one vehicle to other vehicle using the same
CN105762877A (en) * 2015-11-04 2016-07-13 郑州宇通客车股份有限公司 Automobile-to-automobile charging machine

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