JP2011188588A - Charging cable and charging system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a charging cable and a charging system for electric vehicles. <P>SOLUTION: An emergency charging cable 100 includes a feeding cable 110, a power receiving cable 120, and a control box 130 which controls charging from the power supply side to the power receiving side. The control box 130 includes: a connection detector 151; an incorrect connection determiner 163 which determines incorrect connection when the power receiving cable 120 is connected to an electric vehicle EV having a higher SOC (State of Charge); an alarm 131 which outputs an alarm if the incorrect connection is determined; voltage measurement modules 142, 144 which measure a voltage of a storage device 1 of each electric vehicle EV; and a voltage converter 140 which converts the voltages so as to make the current flow from the power supply side to the power receiving side. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a charging cable and a charging system for an electric vehicle.

An electric vehicle travels using a mounted battery as a drive source. As a method of charging a battery mounted on an electric vehicle, a method of inducting with a direct current supplied from an external charger, a method of charging directly from an AC power source (on-board charger), and the like are generally known.
Patent Document 1 discloses a method for supplying power to an electric vehicle from an external charger via another electric vehicle. Patent Document 2 discloses a charging device for an electric vehicle (electric vehicle) that is connected to a wiring system including an AC power source and supplies power to the electric vehicle.
Patent Document 3 discloses an emergency charging system that charges an over-discharged electric vehicle (electric vehicle) from another electric vehicle (electric vehicle).

Japanese Patent Laid-Open No. 10-117444 JP 7-147705 A JP 2007-267561 A

However, the electric vehicle charging device and charging method disclosed in Patent Documents 1 and 2 require an external charger (power supply device) and an AC power supply (distribution system). When the battery is in an electric shortage state, the electric vehicle stops moving and there is a problem that there is no first aid method.
Moreover, in the emergency charging system of the electric vehicle of patent document 3, in order to prevent incorrect connection at the power receiving side (charging side) and the power feeding side (discharging side), the shape of the power receiving side connector and the power receiving connection port, and the power feeding side connection And the shape of the power supply connection port are different from each other.
In addition, in the emergency charging system for an electric vehicle of Patent Document 3, the charging worker cannot grasp the amount of power received by the power-receiving-side electric vehicle or the remaining power of the power-supplying-side electric vehicle. It is not possible to charge / receive based on the amount of electric power exchanged or received.
In addition, in the emergency charging system for an electric vehicle of Patent Document 3, since the device composed of the first charging cable, the control box, and the second charging cable is used only in an emergency, the frequency of use is Small and difficult to guarantee operation. Moreover, there is a risk that a charging cable with low usage frequency may be forgotten.

  Then, this invention makes it a subject to provide the cable for charging between electric vehicles, and a charging system.

  In order to solve such a problem, the present invention provides a charging cable according to claim 1 for use in an electric vehicle including a DC circuit for charging / discharging a power storage device used for DC charging between electric vehicles. The charging cable includes a power feeding cable connected to a power storage device charging / discharging DC circuit on a power feeding side, a power receiving cable connected to a power storage device charging / discharging DC circuit on a power receiving side, and a power feeding side. A control box for controlling charging from the power receiving side to the power receiving side, the control box from the power feeding cable, connection detecting means for detecting connection of the power receiving cable to each electric vehicle, and from each electric vehicle An erroneous connection determination means that receives the SOC information of each power storage device calculated by each electric vehicle and determines that the electric power receiving cable is connected to the electric vehicle having a higher SOC when the electric power receiving cable is connected; Warning means that warns when an erroneous connection is determined by the incorrect connection determination means, voltage measurement means that measures the voltage of the power storage device of each electric vehicle, and voltage conversion so that current flows from the power supply side to the power reception side. And a voltage converter for performing.

  According to the present invention, since the erroneous connection is determined based on the SOC information of each electric vehicle, the same connection port may be used in both cases of power supply and reception, and a dedicated power supply port and power reception port are provided on the electric vehicle side. There is no need to provide it separately. Further, even when power storage devices having different voltage characteristics between the electric vehicles are used, it is possible to reliably supply power to the electric shortage vehicle.

  The charging cable according to claim 2 further includes a charge amount setting unit that can arbitrarily set a charge power amount, and a power conversion unit that performs charge conversion corresponding to the charge power amount. The display means displays a charge amount and a charge calculated by the power conversion means.

  According to the present invention, since it is possible to set the amount of charging power to be supplied to the power-receiving electric vehicle, it is possible to receive only the amount of power as required. In addition, since the charge conversion corresponding to the amount of charging power can be displayed, it is possible to easily grasp the burden on the power feeding side.

  Further, the charging cable according to claim 3, wherein the control box further includes a remaining power setting means for setting a remaining power after feeding of the vehicle on the feeding side, when the set remaining power is reached. Is characterized by terminating charging.

  According to the present invention, since the remaining amount of electric power of the electric vehicle on the power supply side can be set, power can be supplied according to the convenience of the power supply side.

  The charging cable according to claim 4 is characterized in that the control box further includes a plug connector for external output.

  According to the present invention, it can be used as a power source and can be used for various applications.

  Further, in the charging cable according to claim 5, it is visually determined whether the power feeding side connector of the power feeding cable and the power receiving side connector of the power receiving cable have the same shape and which connector is the power receiving and power feeding. It can be distinguished.

  According to the present invention, since it is visually easy to understand when connecting, erroneous connection can be suppressed.

  In the case where the charging system according to claim 6 is a vehicle including a diode for preventing theft and a bypass circuit that bypasses the diode, the vehicle is connected to the charging cable when the charging cable is connected. A connection target determining means for determining a connection target with the own vehicle, and when the connection target determining means determines the connection target and performs power feeding from the own vehicle, the bypass circuit is selected and power feeding is performed. It is characterized by performing.

  According to the present invention, charging can be performed through the bypass circuit even when a diode for preventing theft of electric power is inserted in the electric vehicle.

  According to the charging cable and the charging system according to the present invention, charging between the electric vehicles can be performed.

It is a block diagram of the emergency charging system which concerns on this embodiment. It is a block diagram explaining the functional structure of the control part of an electric vehicle. It is a figure explaining the method to detect the charging rate of a battery. It is a circuit diagram of the buck-boost circuit with which the cable for emergency charging of the emergency charging system which concerns on this embodiment is provided. It is a figure explaining the switch operation and voltage waveform of a buck-boost circuit, (a) shows the switch operation at the time of buck-boost, (b) shows the voltage waveform and switch operation at the time of pressure | voltage rise, (c) is at the time of pressure | voltage fall Shows the voltage waveform and switch operation. It is a block diagram explaining the functional structure of the control part of the cable for emergency charging. It is a flowchart explaining operation | movement of the control part of the cable for emergency charging used for the emergency charging system of this embodiment. It is a figure explaining the case where charge amount is set, (a) is a charge amount screen displayed on the display part 13, (b) is a determination flowchart in case charge amount is set. It is a figure explaining the case where charge amount is set, (a) is a charge screen displayed on the display part 13, (b) is a flowchart of electric power charge calculation. It is a figure explaining the case where an electric power remaining amount is set, (a) is an electric power remaining amount screen displayed on the display part 13, (b) is a determination flowchart when an electric power remaining amount is set. . It is a figure explaining the completion | finish of charge when charge amount and electric power residual amount are set. FIG. 6 is a circuit diagram of an emergency charging cable according to a first modification. It is a block diagram of the emergency charging system which concerns on a 2nd modification. It is a flowchart explaining operation | movement of the control part of the cable for emergency charging used for the emergency charging system which concerns on a 3rd modification.

  Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the drawings as appropriate.

≪Emergency charging system≫
The configuration of the emergency charging system S according to the present embodiment will be described with reference to FIG.
The emergency charging system S is used when, for example, the remaining amount of power stored in the battery 1 provided in the electric vehicle EV2 decreases and it becomes impossible to run on its own to the destination or the nearest charging facility, or when the battery of the battery 1 rises. When the electric vehicle EV2 becomes unable to travel (so-called unpowered vehicle), the battery 1 equipped with the electric vehicle EV2 is fed from the battery 1 equipped with the other electric vehicle EV1, and the battery 1 equipped with the electric vehicle EV2 is supplied. Can be charged.
As shown in FIG. 1, the emergency charging system S includes an electric vehicle EV1 on the power supply side provided with the DC circuit 10 for charging / discharging, an electric vehicle EV2 on the power receiving side provided with the DC circuit 10 for charging / discharging, and an emergency charging cable. 100.

≪Electric vehicle≫
First, the power storage device of the electric vehicle EV will be described. In addition, since the structure of an electrical storage apparatus is the same as the electric vehicle EV1 by the side of electric power feeding, and the electric vehicle EV2 by the side of electric power reception, it demonstrates as the electric vehicle EV below.

  The electric vehicle EV (EV1, EV2) includes a charging / discharging DC circuit 10 that charges and discharges the battery 1. The charging / discharging DC circuit 10 includes a battery 1 that is a power storage device, a control unit 2, a current sensor 3 that is connected in series with the battery 1 and detects a current amount of the battery 1, and a battery 1 that is connected in parallel with the battery 1. Voltage sensor 4 for detecting the voltage of the battery, temperature sensor 5 for detecting the temperature of the battery 1, positive contactor 6A, precharge contactor 6B, precharge resistor 7, negative contactor 8, and terminals 9A and 9B. , 9C.

One end of the + side contactor 6A is connected to the + side (positive electrode side) of the battery 1, and the other end of the + side contactor 6A is connected to the terminal 9A of the connection port 9.
One end of the precharge contactor 6B is connected to the positive side (positive side) of the battery 1, and the other end of the precharge contactor 6B is connected to the terminal 9A of the connection port 9 via the precharge resistor 7.
One end of the negative contactor 8 is connected to the negative side of the battery 1, and the other end of the negative contactor 8 is connected to the terminal 9 </ b> B of the connection port 9.
The connection port 9 of the electric vehicle EV is connected to a charging stand or the like that supplies a direct current and is used for quick charging of the battery 1, and the emergency charging system S (emergency charging cable 100 according to the present embodiment) is used. (Emergency charging between used electric vehicles EV).

  The control unit 2 receives a signal indicating the current amount of the battery 1 from the current sensor 3, a signal indicating the voltage of the battery 1 from the voltage sensor 4, and a signal indicating the temperature of the battery 1 from the temperature sensor 5. The + side contactor 6A, the precharge contactor 6B, and the − side contactor 8 are controlled by the control unit 2 to switch the contactor between conduction and interruption. Further, the control unit 2 is connected to the terminal 9C of the connection port 9, and connectors (111, 121) of an emergency charging cable 100 described later are connected to the connection port 9, whereby the control unit 2 (communication means 24: FIG. 2) and a control unit 150 (communication means 158: see FIG. 6) of the emergency charging cable 100 described later are configured to be able to communicate with each other.

The electric vehicle EV may include an on-board charger (hereinafter referred to as “OBC”) 11 in addition to the charging / discharging DC circuit 10.
When the plug 13 is connected to a commercial power supply (AC power supply), the AC power is supplied to the OBC 11 through the connection port 12. The OBC 11 has an AC / DC converter (not shown) inside. As a result, the OBC 11 can convert the supplied AC power source to DC and supply a charging current to the battery 1.
In this way, the charging worker can charge the battery 1 by connecting the plug 13 to the commercial power source in a place where the commercial power source can be secured.

<Control part of DC circuit for charging / discharging>
Next, the control unit 2 of the charging / discharging DC circuit 10 will be described with reference to FIG.
FIG. 2 is a block diagram illustrating a functional configuration of the control unit 2 of the electric vehicle EV.
The control unit 2 includes an SOC detection unit 21 that detects a state of charge (SOC) of the battery 1 and a contactor control unit 22 that controls ON (conduction) / OFF (cutoff) of the contactors (6A, 6B, 8). And a connection target determining unit 23 for determining a device connected to the connection port 9 and a communication unit 24 for communicating with the device connected to the connection port 9.

<Battery SOC Detection Method>
Here, a method in which the SOC detection means 21 of the control unit 2 detects the charge rate SOC of the battery 1 mounted on the electric vehicle EV will be described.
FIG. 3 is a diagram for explaining a method of detecting the charging rate SOC of the battery 1.
As shown in FIG. 3, the battery 1 includes an open circuit voltage OCV, R _a simulating liquid resistance and ohmic resistance, R _b simulating reaction resistance, C _b simulating electric double layer capacity, It can be expressed as a battery equivalent circuit 211 using a closed circuit voltage CCV and a current I flowing through the circuit.
Here, R _a , R _b , and C _b depend on the change in the temperature T of the battery 1, and the SOC detection means 21 of the control unit 2 has a liquid resistance, an ohmic resistance R _a , and a reaction resistance R _{It is} assumed that a map (not shown) indicating the relationship between _b and the electric double layer capacity C _b and the temperature T of the battery 1 is stored.

また、閉回路電圧ＣＣＶおよび開回路電圧ＯＣＶは、以下の（２）式および（３）式として表すことができる。

Here, when the equivalent circuit model of the battery 1 is the battery equivalent circuit 211 shown in FIG. 3, the internal resistance r of the battery 1 can be expressed as the following equation (1).

Further, the closed circuit voltage CCV and the open circuit voltage OCV can be expressed as the following expressions (2) and (3).

Specifically, first, the SOC detection means 21 of the control unit 2 uses a map (not shown) based on the temperature T of the battery 1 (see FIG. 1) detected by the temperature sensor 5 (see FIG. 1). _a , R _b and C _b are determined.
Next, the determined R _a , R _b , and C _b are used as the current value I detected by the current sensor 3 (see FIG. 1) and the voltage V of the battery 1 detected by the voltage sensor 4 (see FIG. 1) (ie, , The closed circuit voltage CCV), and the open circuit voltage OCV of the battery 1 can be calculated from the equations (1) and (3).

Further, the relationship between the open circuit voltage OCV of the battery 1 and the charging rate SOC of the battery 1 corresponds one-to-one as shown in an “OCV-SOC map” 212 in FIG.
Therefore, the SOC detection means 21 of the control unit 2 can obtain the charge rate SOC of the battery 1 from the “OCV-SOC map” 212 using the calculated open circuit voltage OCV of the battery 1.

As described above, the SOC detection means 21 of the control unit 2 of the electric vehicle EV has the characteristics of the battery 1 (“temperature T dependence map of the battery 1 of R _a , R _b , C _b ” (not shown), “OCV -SOC map "212) is stored in advance, the current value I detected by the current sensor 3 (see FIG. 1), the voltage V of the battery 1 detected by the voltage sensor 4 (see FIG. 1) (closed). The charging rate SOC of the battery 1 can be detected from the circuit voltage CCV) and the temperature T of the battery 1 (see FIG. 1) detected by the temperature sensor 5 (see FIG. 1).

≪Emergency charging cable≫
Next, the emergency charging cable 100 used in the emergency charging system S of the present embodiment will be described.
As shown in FIG. 1, the emergency charging cable 100 includes a power feeding cable 110, a power receiving cable 120, and a control box 130.
In addition, the control box 130 is provided with a display unit 131 and switches 132 (132a, 132b, 132c).
FIG. 1 also shows an outlet (external output plug connector) 134 described in a first modification described later. Therefore, the outlet 134 is not an essential configuration.

One end of the power supply cable 110 is connected to the control box 130, and the other end is connected to the power supply side connector 111. One end of the power receiving cable 120 is connected to the control box 130, and the other end is connected to the power receiving side connector 121.
The power feeding side connector 111 and the power receiving side connector 121 are connectors of the same shape, and can be connected to the connection port 9 of the electric vehicle EV.

It is preferable that the power supply side connector 111 (power supply cable 110) and the power reception side connector 121 (power reception cable 120) have different colors or the like so that the charging operator can identify them. For example, the power supply side connector 111 is colored red and the power reception side connector 121 is colored blue, so that the charging operator can distinguish between the power supply side and the power reception side. Moreover, you may attach | subject the character, symbol, etc. which show the electric power feeding side / power receiving side to each connector (111,121).
Further, not limited to the power supply side connector 111 and the power reception side connector 121, a symbol or the like may be attached so that one end of the power supply cable 110 of the control box 130 and one end of the power reception cable 120 can be identified. In FIG. 1, a mark (arrow) 133 indicating the relationship of charging from the power receiving side to the power feeding side is attached.

With such a configuration, compared to the emergency charging system described in Patent Document 3, the emergency charging system S of the present embodiment has a power supply connection port that is different from the charging connection port in the electric vehicle EV. There is no need to provide it, which reduces the cost of parts and improves the product design of the vehicle.
Further, the power supply side connector 111 (power supply cable 110), the power reception side connector 121 (power reception cable 120), and the control box 130 are provided with colors, characters, symbols, etc. indicating the power supply side / power reception side, It is possible for the charging operator to identify the power supply side / power reception side.

<Buck-boost circuit>
Next, a step-up / down circuit (voltage converter) 140 provided in the emergency charging cable 100 will be described with reference to FIGS. 4 and 5. The step-up / step-down circuit (voltage converter) 140 and the control unit 150 are stored in the control box 130.
FIG. 4 is a circuit diagram of the step-up / down circuit 140 included in the emergency charging cable 100 of the emergency charging system S according to the present embodiment. FIG. 5 is a diagram for explaining the switch operation and voltage waveform of the step-up / down circuit 140.
The step-up / down circuit 140 includes a current sensor 141 that detects a current A ₁ on the power supply side, a voltage sensor 142 that detects a voltage V ₁ on the power supply side, a current sensor 143 that detects a current A ₂ on the power reception side, and a voltage V on the power reception side. ₂ is a circuit constituted by a voltage sensor 144 for detecting ₂ , switches SW ₁ and SW ₂ constituted by switching elements such as transistors, capacitors C ₁ and C ₂ , a coil L and diodes D ₁ and D ₂ .

The power supply side connector 111 includes terminals 111A, 111B, and 111C. When the power supply side connector 111 is connected to the connection port 9 of the electric vehicle EV1 on the power supply side, the terminal 9A and the terminal 111A, the terminal 9B and the terminal 111B, and the terminal 9C and the terminal 111C are electrically connected to each other.
The power receiving side connector 121 includes terminals 121A, 121B, and 121C. When the power receiving side connector 121 is connected to the connection port 9 of the electric vehicle EV2 on the power receiving side, the terminal 9A and the terminal 121A, the terminal 9B and the terminal 121B, the terminal 9C and the terminal 121C are electrically connected to each other.

The control unit 150 includes a signal indicating the current A ₁ on the power supply side from the current sensor 141, a signal indicating the voltage V ₁ on the power supply side from the voltage sensor 142, a signal indicating the current A ₂ on the power reception side from the current sensor 143, and the voltage sensor 144. A signal indicating the voltage V ₂ on the power receiving side is input. The switches SW1 and SW2 are controlled to be switched ON (conductive) / OFF (blocked) by the control unit 150.
Further, the control unit 150 is connected to the terminal 111C of the power supply side connector 111, and the power supply side connector 111 is connected to the connection port 9 of the electric vehicle EV1 on the power supply side, whereby the control unit 150 (communication means 158 described later: FIG. 6) and the control unit 2 (communication means 24: see FIG. 2) of the electric vehicle EV1 on the power feeding side are configured to be able to communicate with each other. Further, the control unit 150 is connected to the terminal 121C of the power receiving side connector 121, and the power receiving side connector 121 is connected to the connection port 9 of the power receiving side electric vehicle EV2, whereby the control unit 150 (communication means 158 described later: FIG. 6) and the control unit 2 (communication means 24: see FIG. 2) of the electric vehicle EV2 on the power receiving side are configured to be able to communicate with each other.

First, the circuit operation during boosting will be described. At the time of boosting, as shown in FIGS. 5A and 5B, the switch SW1 is always in an ON state. First, when the switch SW2 is in the OFF state, the voltage V ₂ on the power receiving side is equal to the voltage V ₁ on the power feeding side. Here, when the switch SW2 is turned on, a current flows through the switch SW1, the coil L, and the switch SW2. Thereafter, when the switch SW2 to the OFF state, the electromotive force generated in the coil L, the voltage V ₂ of the power receiving side is boosted. Thereafter, the current flowing through the coil L decreases, and the voltage V ₂ on the power receiving side gradually decreases (although V ₂ does not fall below V ₁ ).
Thus, the buck-boost circuit 140, the switch SW1 is turned ON, PWM switch SW2 (Pulse Width Modulation) by controlling the target voltage of a voltage higher than the voltage V ₁ of the feed-side voltage V ₂ of the power receiving side It can be.

Next, circuit operation at the time of step-down will be described. At the time of step-down, as shown in FIGS. 5A and 5C, the switch SW2 is always in an OFF state. When the switch SW1 is turned ON, the switch SW1, the coil L, the diode D ₂ and the current flows, the voltage V ₂ of the power receiving side is boosted. Then, switching SW1 is becomes the OFF state, the diode D ₁ is turned ON, to function as a load short circuit to release the energy stored in the coil L, the voltage V ₂ of the power receiving side is reduced moderately.
Thus, the step-up / step-down circuit 140 can set the voltage V2 on the power receiving side to a target voltage lower than the voltage V1 on the power feeding side by setting the switch SW2 to the OFF state and performing PWM control on the switch SW1.

<Control part of emergency charging cable>
Next, the controller 150 of the emergency charging cable 100 will be described with reference to FIG.
FIG. 6 is a block diagram illustrating a functional configuration of the control unit 150 of the emergency charging cable 100.
The control unit 150 includes a connection detection unit 151, an SOC information determination unit 152, an erroneous connection determination unit 153, a charge amount setting calculation unit 154, a power conversion unit 155, a remaining power setting calculation unit 156, and a step-up / down pressure. Circuit control means 157 and communication means 158 are included.

  FIG. 7 is a flowchart for explaining the operation of the control unit 150 of the emergency charging cable 100 used in the emergency charging system S of the present embodiment.

  When performing emergency charging between the electric vehicles EV1 and EV2 using the emergency charging cable 100 of the emergency charging system S according to the present embodiment, first, the charging operator enters the connection port 9 of the electric vehicle EV1 on the power feeding side. The power supply side connector 111 of the emergency charging cable 100 is connected. Further, the power receiving side connector 121 of the emergency charging cable 100 is connected to the connection port 9 of the power receiving side electric vehicle EV2. At the start of the power feeding operation, the contactors (6A, 6B, 8) of the electric vehicles EV1, EV2 are in the OFF state.

The connection detection means 151 of the control unit 150 detects whether the emergency charging cable 100 and the electric vehicles EV1 and EV2 are connected (step S101). The connection detection unit 151 repeats step S101 until it is detected that the connection has been established. When it is detected that the connection has been connected (Yes in step S101), the connection detection unit 151 proceeds to step S102.
Specifically, when the connector (111, 121) is connected to the connection port 9 of each electric vehicle EV, the control unit 2 of the electric vehicle EV and the control unit 150 of the emergency charging cable 100 are connected to the connection port 9 and the connector. Communication is possible via (111, 121). The connection detection unit 151 detects whether the emergency charging cable 100 and the electric vehicles EV1 and EV2 are connected by determining whether or not communication with each control unit 2 of the electric vehicles EV1 and EV2 is possible.

The charging operator operates the display changeover switch 132c provided in the control box 130 of the emergency charging cable 100 to display a screen for setting the charge amount on the power receiving side on the display unit 131 (see FIG. 8A). ), The charge amount (set charge amount) is set by the change switch 132b.
Thereby, the charge amount setting calculation means 154 of the control unit 150 sets a “set charge amount” set by the charging operator (step S201 in FIG. 8B described later).
The charging operator operates the display changeover switch 132c provided in the control box 130 of the emergency charging cable 100 to display a screen for setting the power remaining amount on the power feeding side on the display unit 131 (FIG. 10A). The remaining power (set remaining power) is set by the change switch 132b.
Thereby, the remaining power setting calculation means 156 of the control unit 150 sets a “set remaining power” set by the charging worker (step S401 in FIG. 10B described later).
Thus, after setting the charge amount and / or the remaining power, the charging operator operates the power supply start switch 132a provided in the control box 130 of the emergency charging cable 100.

  The controller 150 determines whether or not the power supply start switch 132a is turned on (step S102). The control unit 150 repeats step S102 until the power supply start switch 132a is turned on. If the power supply start switch 132a is turned on (Yes in step S102), the control unit 150 proceeds to step S103.

The controller 150 performs a self-diagnosis of the step-up / step-down circuit 140 (step S103), and determines whether the step-up / step-down circuit 140 is normal (step S104).
If an abnormality is found in the step-up / step-down circuit 140 (No in step S104), the process proceeds to step S116, where the control unit 150 displays an error on the display unit 131 of the control box 130 and ends the flow.
If no abnormality is found in the step-up / step-down circuit 140 (Yes in step S104), the process proceeds to step S105.

The communication means 158 of the control unit 150 transmits an “inter-vehicle charging standby signal” for causing each control unit 2 of the electric vehicles EV1, EV2 to recognize “inter-vehicle charging” and to enter a standby state (step S105).
When each control unit 2 of the electric vehicles EV1 and EV2 receives the “inter-vehicle charging standby signal” from the control unit 150, the control unit 2 recognizes that it is “inter-vehicle charging” and waits for “inter-vehicle charging”. Thus, the communication unit 24 of the control unit 2 transmits a signal indicating that the control unit 150 is in a standby state to the control unit 150.

Control unit 150 determines whether each control unit 2 of electric vehicles EV1 and EV2 is in a standby state of “inter-vehicle charging mode”, that is, whether a signal indicating the standby state is received from each control unit 2 or not. (Step S106).
When the standby state signal is not received from each control unit 2 (No in step S106), the process proceeds to step S116, and the control unit 150 displays an error on the display unit 131 of the control box 130 and performs the flow. finish.
If a standby signal is received from each control unit 2 of the electric vehicles EV1, EV2 (Yes in step S106), the process proceeds to step S107.

The communication means 158 of the control unit 150 transmits an “SOC information request signal” for requesting SOC information (charge rate SOC, battery capacity) of each battery 1 to each control unit 2 of the electric vehicles EV1, EV2 (step S107). ).
The control unit 2 that has received the “SOC information request signal” detects the SOC information of the battery 1 according to the SOC detection means 21 (see FIGS. 2 and 3), and the communication means 24 of the control unit 2 The SOC information is transmitted to 150.

Control unit 150 determines whether or not SOC information has been received from each control unit 2 of electric vehicles EV1 and EV2 (step S108).
When the SOC information is not received from each control unit 2 of electric vehicle EV1, EV2 (No in step S108), the process proceeds to step S116, and control unit 150 displays an error display on display unit 131 of control box 130. To end the flow.
When the SOC information is received from each control unit 2 of the electric vehicles EV1 and EV2 (Yes in step S108), the process proceeds to step S109.

The SOC information determination unit 152 of the control unit 150 includes the SOC information (charge rate SOC ₁ ) of the battery 1 of the electric vehicle EV1 connected to the power supply side connector 111 and the battery of the electric vehicle EV2 connected to the power reception side connector 121. 1 is compared with the SOC information (charging rate SOC ₂ ) (step S109).
If SOC ₁ > SOC ₂ (Yes in step S109), the process proceeds to step S110.
On the other hand, in the case of SOC ₁ ≦ SOC ₂ (No in step S109), a state in which a battery having a low charging rate is going to be charged to a battery having a high filling rate (or a state in which charging is performed between batteries having the same charging rate) ), The erroneous connection determination means 153 of the control unit 150 determines that the connection is incorrect, and proceeds to step S117. The control unit 150 displays “incorrect connection error” on the display unit 131 of the control box 130. To end the flow. Thereby, it is possible to prompt the charging operator to confirm the connection between the power supply side connector 111 and the power reception side connector 121.

In step S110, the communication means 158 of the control unit 150 transmits a “contactor ON request signal” to each control unit 2 of the electric vehicles EV1 and EV2.
The control unit 2 that has received the “contactor ON request signal” controls the contactor by the contactor control means 22. Specifically, the contactor control means 22 of the control unit 2 first turns the precharge contactor 6B and the negative contactor 8 on. A precharge resistor 7 is inserted between the precharge contactor 6B and the terminal 9A of the connection port 9 to prevent a large current from flowing due to an inrush current. Thereafter, the + side contactor 6A is turned on, and the precharge contactor 6B is turned off. Thereby, “inter-vehicle charging” is started.

The control unit 150 compares the voltage of the battery 1 of the electric vehicle EV1 on the power feeding side with the voltage of the battery 1 of the electric vehicle EV2 on the power receiving side (step S111). Specifically, the output value V ₁ of the voltage sensor 142 on the power feeding side of the step-up / down circuit 140 is compared with the output value V ₂ of the voltage sensor 144 on the power receiving side.
In addition, although the voltage of the battery 1 is described as using the output values of the voltage sensors 142 and 144 of the emergency charging cable 100, the present invention is not limited to this, and the output value of the voltage sensor 4 of each electric vehicle EV is used. The control unit 150 may receive the voltage via the control unit 2 and compare the voltages.

When the output value V _{1 of the} power supply side voltage sensor 142 is less than or equal to the output value V ₂ of the power reception side voltage sensor 144 (Yes in step S111), the step-up / down circuit control means 157 of the control unit 150 The step-up / down circuit 140 is boosted so that the charging current supplied to the battery 1 (that is, the current A ₂ detected by the current sensor 143) becomes the set charging current (set charging current) (FIG. 5 ( a) (b)) (step S112).

When the output value V ₁ of the voltage sensor 142 on the power supply side is larger than the output value V ₂ of the voltage sensor 144 on the power receiving side (No in step S111), the step-up / down circuit controller 157 of the control unit 150 The step-up / down circuit 140 is stepped down so that the charging current supplied to the battery 1 (that is, the current A ₂ detected by the current sensor 143) becomes the set charging current (set charging current) (FIG. 5 ( a) (c) (step S113). Note that, when the set charging current is not reached by the step-down control, the step-up / step-down circuit control unit 157 may perform step-up control of the step-up / down circuit 140.

  In step S <b> 114, the control unit 150 determines whether the set charge amount set by the charge amount setting calculation unit 154 or the set power remaining amount set by the remaining power setting calculation unit 156 has been reached. The control unit 150 continues “inter-vehicle charging” until the set charge amount or the set power remaining amount is reached (No in step S114). When the set charge amount or the set power remaining amount is reached (Yes in step S114), the control unit 150 performs step S115. Proceed to

In step S115, the communication means 158 of the control unit 150 transmits a “contactor OFF request signal” to each control unit 2 of the electric vehicles EV1 and EV2.
The control unit 2 that has received the “contactor OFF request signal” controls the contactor by the contactor control means 22. Specifically, the contactor control means 22 of the control unit 2 turns off the + side contactor 6A and the − side contactor 8. Thereby, “inter-vehicle charging” is completed.

Next, the calculation of the set charge amount or the set remaining power amount determined by the control unit 150 in step S114 will be described.
First, a case where the charging amount is set by the charging operator will be described.
FIG. 8B is a determination flowchart when the charge amount is set.
The charge amount setting calculation means 154 of the control unit 150 sets “set charge amount” (step S201).

The charge amount setting calculation means 154 calculates the charge amount from the integration of the output value V ₁ of the voltage sensor 142 on the power supply side of the step-up / down circuit 140, the output value A ₁ of the current sensor 141 on the power supply side, and the charge time t (step). S202).
The calculation of the amount of charge is not limited to this. “The output value V ₂ of the voltage sensor 144 on the power receiving side of the step-up / down circuit 140, the output value A ₂ of the current sensor 143 on the power receiving side, and the charging time” It may be calculated from “integration with t”, and “the output value V of the voltage sensor 4 and the output value A of the current sensor 3 of the electric vehicle EV1 on the power feeding side are received via the communication means 24 and the communication means 158 and charged. It may be calculated from “integration with time t”, and “the output value V of the voltage sensor 4 and the output value A of the current sensor 3 of the electric vehicle EV2 on the power receiving side are received via the communication means 24 and the communication means 158, It may be calculated from “integration with charging time t”.

The charge amount setting calculation means 154 determines whether or not the charge amount calculated in step S202 is equal to or greater than the set charge amount set in step S201 (step S203). If the charge amount is less than the set charge amount (No in step S203), the process returns to step S202. If the charge amount is equal to or greater than the set charge amount (Yes in step S203), the flow ends.
Accordingly, when the charge amount setting calculation unit 154 determines that the set charge amount is reached, the control unit 150 determines Yes in step S114 and proceeds to step S115.
In addition, the control unit 150 displays the charge amount calculated by the charge amount setting calculation unit 154 on the display unit 131 (FIG. 8A).

Note that the control unit 150 may cause the display unit 131 to display a power charge corresponding to the charge amount by operating the display changeover switch 132c by the charging operator (see FIG. 9A).
FIG. 9B is a flowchart for calculating a power charge.
The power conversion means 155 of the control unit 150 acquires power rate information that is a power rate per unit power (step S301). The power rate information may be acquired from the car navigation system mounted on the electric vehicle EV via the communication unit 158 of the control unit 150 and the communication unit 24 of the control unit 2, and input by the charging operator operating the switch 132. Obtained power rate information.

The power conversion unit 155 acquires the charge amount calculated by the charge amount setting calculation unit 154 (step S302). The power conversion means 155 calculates the power charge by integrating the power charge information acquired in step S301 and the charge amount acquired in step S302 (step S303).
In addition, the control unit 150 displays the power charge calculated by the power conversion unit 155 on the display unit 131 (FIG. 9A).

Next, a case where the remaining power is set by the charging operator will be described.
FIG. 10B is a determination flowchart when the remaining power is set.
The remaining power setting calculation means 156 of the control unit 150 sets “set remaining power” (step S401).
The remaining power setting calculation means 156 integrates the charging rate SOC and the battery capacity from the SOC information (charging rate SOC, battery capacity) of the electric vehicle EV1 on the power supply side, and calculates “remaining electric power before charging of the electric vehicle EV1 on the power supply side. Amount "is calculated (step S402).

The remaining power setting calculation means 156 calculates the amount of charge from the integration of the output value V ₁ of the voltage sensor 142 on the power supply side of the step-up / down circuit 140, the output value A ₁ of the current sensor 141 on the power supply side, and the charging time t. Calculate (step S403).
The calculation of the amount of charge is not limited to this. “The output value V ₂ of the voltage sensor 144 on the power receiving side of the step-up / down circuit 140, the output value A ₂ of the current sensor 143 on the power receiving side, and the charging time” It may be calculated from “integration with t”, and “the output value V of the voltage sensor 4 and the output value A of the current sensor 3 of the electric vehicle EV1 on the power feeding side are received via the communication means 24 and the communication means 158 and charged. It may be calculated from “integration with time t”, and “the output value V of the voltage sensor 4 and the output value A of the current sensor 3 of the electric vehicle EV2 on the power receiving side are received via the communication means 24 and the communication means 158, The charge amount calculated by the charge amount setting calculation means 154 may be acquired.

The remaining power setting calculation means 156 determines whether or not the remaining power (that is, the difference between the remaining power before power reception calculated in step S402 and the charge amount calculated in step S403) is equal to or less than the set charge amount set in step S401. Is determined (step S404).
If the remaining power is greater than the set remaining power (No in step S404), the process returns to step S403. If the remaining power level is equal to or lower than the set remaining power level (Yes in step S404), the flow ends.
Accordingly, by determining that the remaining power level set by the remaining power level setting calculation unit 156 is reached, the control unit 150 determines Yes in step S114 and proceeds to step S115.
In addition, the control unit 150 displays the remaining power calculated by the remaining power setting calculation unit 156 on the display unit 131 (FIG. 10A).

Next, a case where the charging amount and the remaining power are set by the charging operator will be described.
FIG. 11 is a diagram illustrating the end of charging when the charge amount and the remaining power are set.
When the set power remaining amount W ₁ and the set charge amount W ₂ are set, since the charge amount on the power receiving side has reached W ₂ at the charge time t ₁ , “inter-vehicle charging” is ended.
On the other hand, when the set power remaining amount W ₁ and the set charge amount W ₃ are set, the charge amount on the power receiving side does not reach the set charge amount W ₂ at the charge time t ₂ , but the power on the power supply side Since the remaining amount has reached W ₁ , “inter-vehicle charging” is terminated. In this case, the control unit 150 may display an error display indicating that the amount of charge is insufficient on the display unit 131.

  Note that the error display (warning display), the charge amount display, the charge charge display, the remaining power display, and the like of the present embodiment are described as being displayed on the display unit 131 provided in the control box 150 of the charging cable 100. However, the control unit 150 of the emergency charging cable 100 sends a signal to the control unit 2 of the electric vehicle EV via the communication unit 158 and the communication unit 24, and the control unit 2 transmits the signal to the electric vehicle EV through the communication unit 24. You may display on the liquid crystal display part of the car navigation system mounted in.

<First Modification>
FIG. 12 is a circuit diagram of the emergency charging cable 100 according to the first modification.
As shown in FIG. 12, the emergency charging cable 100 according to the first modification has a switch SW3, a DC / AC inverter 145, and an outlet (external output) so as to be connected to the terminals 111A and 111B of the power supply side connector 111. 1 is provided with a circuit constituted by a plug connector for use) 134 (see FIG. 1). Other structures are the same as those of the circuit shown in FIG.
When the user connects the power supply side connector 111 of the power supply cable 110 to the connection port 9 of the electric vehicle EV1 and instructs the switch 132 to output AC power from the outlet 134, the control unit 150 By turning on the contactors 6 and 8 via the switch SW3 and the control unit 2, the outlet 134 can be used as a power source for supplying AC 100V, for example.
When the amount of charge of the battery 1 is sufficient because the emergency charging cable 100 according to the first modification has such an added value, the emergency charging cable 100 according to the first modification is used. AC power supply can be used.
As described above, since the frequency of use of the emergency charging cable 100 is increased, the frequency of checking the operation of the emergency charging cable 100 is increased, and the emergency charging cable 100 can be always carried.

<Second Modification>
FIG. 13 is a configuration diagram of the emergency charging system S according to the second modification.
An electric vehicle EV1 on the power feeding side shown in FIG. 13 is a diode for preventing theft on a circuit connecting the + side (positive electrode) of the battery 1 and the terminal 9A of the connection port 9 via a contactor 6A that is turned ON during charging. 6D is inserted.
In addition, in the electric vehicle EV, a bypass circuit through the contactor 6C is provided in a circuit that connects the positive side (positive electrode) of the battery 1 and the terminal 9A of the connection port 9.

In such a configuration, when the connection port 9 of the electric vehicle EV is connected to a charging stand or the like that supplies a direct current to perform quick charging of the battery 1, the contactor control means 2 of the control unit 2 is connected to the contactor 6C. The charging is performed by controlling the contactors 6A, 6B, and 8 without turning ON.
On the other hand, when “inter-vehicle charging” is performed in which another electric vehicle EV is connected to the connection port 9 of the electric vehicle EV via the emergency charging cable 100 and the own vehicle is on the power supply side, When the object discriminating means 23 discriminates, it is possible to supply power via a bypass circuit that bypasses the diode 6D by controlling the contactor 6C instead of controlling the contactor 6A.

The control unit 150 transmits an “inter-vehicle charging standby signal” (see step S107 in FIG. 7) including a signal for identifying the power supply side and the power receiving side, and the control unit 2 receives the “inter-vehicle charging standby signal” on the power supply side. In this case, the connection target determining unit 23 selects a bypass circuit.
In the electric vehicle EV on the power receiving side, the bypass circuit may or may not be used.
With such a configuration, even in an electric vehicle in which a diode 6D for the purpose of preventing electric theft is inserted, power can be supplied via the bypass circuit, and emergency charging can be performed between the electric vehicles. .

<Third Modification>
In the present embodiment, the electric vehicle EV1 having a high SOC is charged from the electric vehicle EV2 having a low SOC. However, the present invention is not limited to this.
FIG. 14 is a flowchart for explaining the operation of the control unit 150 of the charging cable 100 used in the emergency charging system S according to the third modification.
It is the same as the flowchart of the control device 140 in FIG. 7 in many parts, and only the differences will be described.

In the case of SOC ₁ ≦ SOC ₂ (No in step S109), the erroneous connection determination means 153 of the control unit 150 is connected to the erroneous connection because the low charge rate battery is being charged to the high charge rate battery. The control unit 150 displays an erroneous connection error display on the display unit 131 of the control box 130 (step S117).
The control unit 150 determines whether or not an operation for permitting continuous charging has been performed by the charging operator (step S118).
If the charging operator has not performed an operation for permitting continued charging (No in step S118), the flow ends.
On the other hand, if the charging operator performs an operation for permitting continuous charging (Yes in step S118), the process proceeds to step S110 to start “inter-vehicle charging”.

According to the third modification, even if the charging rate SOC ₂ of the battery 1 of the electric vehicle EV2 on the power receiving side is higher than the charging rate SOC ₁ of the battery 1 of the electric vehicle EV1 on the power feeding side, permission is obtained by the charging operator. If possible, it can be charged.
As a result, when the destination of the electric vehicle EV2 is far away, the destination of the electric vehicle EV1 is near, and the remaining amount of the battery 1 is sufficient, the charging rate SOC is changed from the electric vehicle EV1 having a low charging rate SOC. It is possible to cope with a case where it is necessary to charge the high electric vehicle EV2.
Further, when the electric vehicle EV is discarded due to a failure or the like, inter-vehicle charging can be performed even if the charging rate SOC of the electric vehicle EV to be discarded is lower than the charging rate SOC of the electric vehicle EV on the power receiving side.
Further, even if the charging rate SOC is high, the travel distance of the electric vehicle EV2 is shortened when the load weight of the electric vehicle EV2 is high.
In order to cope with such a case, after the emergency charging cable 100 of the emergency charging system S according to the present embodiment displays a warning display in step S117, the control unit 150 displays the warning charging cable 100 display unit. When the charging operator is instructed to perform a confirmation operation by 131 and a charging permission operation is performed by the charging operator, the electric vehicle EV2 having the lower charging rate SOC is changed from the electric vehicle EV1 having the lower charging rate SOC to the electric vehicle EV2 having the higher charging rate SOC. It is good also as a structure which permits charge.

  The emergency charging system S has been described as being used for inter-electric charging of the electric vehicle EV, but is not limited thereto, and may be applied to vehicles other than electric vehicles. In addition, the emergency charging system S has been described by taking an emergency state in which the electric vehicle EV2 on the power receiving side is in an electric shortage state and cannot travel, but is not limited to this and may be applied to other than emergency situations. it can.

S Emergency charging system (charging system)
EV, EV1, EV2 Electric vehicle 1 Battery (power storage device)
2 Control unit 3 Current sensor 4 Voltage sensor (voltage measuring means)
5 Temperature sensor 6A + side contactor 6B precharge contactor 7 precharge resistor 8-side contactor 9A, 9B, 9C terminal 9 connection port 10 DC circuit for charge / discharge 11 on-board charger (OBC)
DESCRIPTION OF SYMBOLS 12 Connection port 13 Plug 21 SOC detection means 22 Contactor control means 23 Connection object discrimination means 24 Communication means 100 Emergency charging cable (charging cable)
DESCRIPTION OF SYMBOLS 110 Power supply cable 111 Power supply side connector 120 Power reception cable 121 Power reception side connector 130 Control box 131 Display part (warning means)
132a, 132b, 132c Switch 133 Symbol 134 Outlet (plug connector for external output)
140 Buck-boost circuit (voltage converter)
141, 143 Current sensor 142, 144 Voltage sensor (voltage measuring means)
150 Control Unit 151 Connection Detection Unit 152 SOC Information Discriminating Unit 153 Incorrect Connection Determination Unit 154 Charge Amount Setting Calculation Unit (Charge Amount Setting Unit)
155 Power conversion means 156 Remaining power setting calculation means (remaining power setting means)
157 Buck-boost circuit control means 158 communication means

Claims (6)

A charging cable used for an electric vehicle provided with a DC circuit for charging / discharging a power storage device used for DC charging between electric vehicles,
The charging cable is
A power supply cable connected to a DC circuit for charging / discharging the power storage device on the power supply side;
A power receiving cable connected to a DC circuit for charging / discharging the power storage device on the power receiving side;
A control box for controlling charging from the power feeding side to the power receiving side, and
The control box is
Connection detecting means for detecting connection of the power feeding cable and the power receiving cable to each electric vehicle;
Erroneous connection determination means that receives SOC information of each power storage device calculated by each electric vehicle from each electric vehicle, and determines that the power reception cable is connected to the electric vehicle having a higher SOC when the power reception cable is connected;
Warning means for warning when it is determined that the connection is incorrect by the incorrect connection determination means;
Voltage measuring means for measuring the voltage of the power storage device of each electric vehicle;
A charging cable comprising: a voltage converter that performs voltage conversion so that a current flows from the power feeding side to the power receiving side. The control box is
Charge amount setting means capable of arbitrarily setting the charge power amount;
Power conversion means for performing charge conversion corresponding to the amount of charged power, and
The charging cable according to claim 1, wherein the display unit displays a charge amount and a charge calculated by the power conversion unit. The control box is
A power remaining amount setting means for setting the remaining amount of power after feeding the vehicle on the power feeding side;
The charging cable according to claim 1, wherein the charging is terminated when the set remaining power amount is reached. The control box is
The charging cable according to any one of claims 1 to 3, further comprising a plug connector for external output. The power feeding side connector of the power feeding cable and the power receiving side connector of the power receiving cable have the same shape and can visually discriminate which connector is the power receiving / power feeding. The charging cable according to any one of 4. A charging system using the charging cable according to any one of claims 1 to 5,
In the case of a vehicle equipped with a diode for preventing theft and a bypass circuit that bypasses the diode,
The vehicle has a connection object determining means for determining a connection object with the own vehicle at the time when the charging cable is connected;
The charging system according to claim 1, wherein when the connection target determining unit determines a connection target and power is supplied from the host vehicle, the bypass circuit is selected and power is supplied.

Images