JP2012125095A - Vehicle charging device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle charging device capable of suppressing the rise in a system power at the charging.SOLUTION: A vehicle charging device has: a combining part combining a system power and a power charged in a battery and supplying the combined power to a vehicle; a first switch connected to one input terminal of the combining part and controlled to be in a conductive state when the system power is supplied to the vehicle; a second switch connected to the other input terminal of the combining part and controlled to be in a conductive state when the power is supplied from the battery to the vehicle; a third switch connected to an input terminal of the battery and controlled to be in a conductive state when the system power is supplied to the battery; and a controller controlling the first and second switches to be in a blocking state and controlling the third switch to be in the conductive state when there is no charging request from the vehicle, and controlling the first and second switches to be in the conductive state and controlling the third switch in a blocking state when there is a charging request from the vehicle.

Description

  The present invention relates to a vehicle charging device.

  Conventionally, when an electric vehicle or a hybrid vehicle is charged using a vehicle charging device, for example, charging is performed using grid power supplied from a commercial distribution line network owned by an electric power company. However, when a large amount of electric power is used instantaneously as in the case of rapid charging, the electric power increases instantaneously and gives a high load to the system power supply side.

  For example, a rectifier that rectifies an alternating current from a power receiving facility, a secondary battery for equipment, a charger that controls charging / discharging of the secondary battery for equipment, a switching control circuit that switches a connection destination of the charger input / output, There is known a charging device comprising: According to this charging apparatus, the rectifier and the charger input are connected at all times (when charging is not requested from the vehicle), and the charger output is connected to the secondary battery for equipment. Also, when there is a charging request from the vehicle, the rectifier output is opened, the secondary battery for equipment and the charger input are connected, the charger output and the vehicle are connected, and the secondary battery for equipment directs the vehicle battery to DC. Charge. As a result, the vehicle can be quickly charged while leveling the load on the system power supply side.

JP-A-5-207668

  This invention is made | formed in view of the above situations, and it aims at providing the vehicle charging device which suppresses the raise of the system electric power in charge.

The vehicle charging device which is one of the embodiments includes a battery, a combining unit, a first switch, a second switch, a third switch, and a control unit.
The battery charges the power supplied to the vehicle using the system power.

The combining unit combines the system power and the power charged in the battery, and supplies the combined power to the vehicle.
The first switch is connected to one input terminal of the combining unit, and becomes conductive when the system power is supplied to the vehicle.

The second switch is connected to the other input terminal of the combining unit, and becomes conductive when power is supplied from the battery to the vehicle.
The third switch is connected to the input terminal of the battery and becomes conductive when supplying system power to the battery.

  When there is no charge request from the vehicle, the control unit turns off the first switch and the second switch and turns on the third switch. Further, when there is a request for charging from the vehicle, the control unit turns on the first switch and the second switch and turns off the third switch.

  According to the embodiment, there is an effect that an increase in system power during charging can be suppressed.

FIG. 1 is a block diagram illustrating an example of a vehicle charging device and a vehicle according to the first embodiment. FIG. 2 is a diagram illustrating an example of the operation of the vehicle charging device 1 according to the first embodiment. FIG. 3 is a diagram illustrating an example of a table used when switching the switches SW1 to SW3 according to the first embodiment. FIG. 4 is a diagram illustrating a transition between the system power and the battery power according to the first embodiment. FIG. 5 is a diagram illustrating an example of the operation of the vehicle charging device 1 according to the second embodiment. FIG. 6 is a diagram illustrating an example of a table used when the switches SW1 to SW3 are switched in the second embodiment.

Hereinafter, embodiments will be described in detail based on the drawings.
The first embodiment will be described.
The vehicle charging apparatus according to the first embodiment charges the battery with the power supplied to the vehicle using the system power when there is no charge request from the vehicle. Further, when the vehicle charging device has a charging request from the vehicle, the vehicle charging device combines the system power and the power charged in the battery, and supplies the combined power to the vehicle. It is a signal containing the information which shows whether the charge transmitted from a vehicle is permitted. For example, it is a signal indicating that a charging plug for supplying electric power of the vehicle charging device and a charging socket of the vehicle are connected.

  FIG. 1 is a block diagram illustrating an example of a vehicle charging device and a vehicle according to the first embodiment. The vehicle charging device 1 includes a power receiving facility 3, a battery 4, a conversion unit 5, a combining unit 6, a control unit 7, a communication unit 8, and switches SW1 to SW3. The power receiving facility 3 receives system power supplied from a commercial distribution network owned by the power company and supplies it to the converter 5. The power receiving facility 3 is a facility such as a switchboard, for example. The battery 4 stores the DC power supplied from the conversion unit 5.

  The converter 5 converts system power (AC power) into DC power having a predetermined voltage value. For example, an AC-DC converter (AC-DC converter) or the like can be considered as the converter 5. In addition, when the supply source of system power supplies DC power, for example, a DC-DC converter (DC-DC converter) can be considered. Further, when the system power is DC power having a predetermined voltage value, the conversion unit 5 may not be provided. Hereinafter, the power output from the conversion unit 5 is referred to as system power.

  The combining unit 6 combines the converted system power supplied from the conversion unit 5 and the power charged in the battery 4, and supplies the combined power to the vehicle 2 via the charging cable 11. The combining unit 6 is not limited as long as it is a circuit capable of combining power.

  The control unit 7 has a processing unit and a recording unit. The processing unit may be a central processing unit (CPU) or a programmable device (Field Programmable Gate Array (FPGA), Programmable Logic Device (PLD), etc.). The recording unit records programs and data executed by the processing unit. The recording unit may be a memory such as a read only memory (ROM) or a random access memory (RAM), a hard disk, or the like. The recording unit may record data such as parameter values and variable values, or may be used as a work area at the time of execution. The operation of the control unit 7 will be described later.

  The communication unit 8 communicates with the communication unit 10 of the vehicle 2 and acquires information indicating permission of charging from the vehicle 2 and information indicating the charging state of the battery 9 of the vehicle 2 via the signal cable 12. Thereafter, the communication unit 8 transmits information indicating the state of charge to the control unit 7. As a communication method, Controller Area Network (CAN) can be considered.

  The switch SW <b> 1 is controlled to switch between conduction (ON) and cutoff (OFF) by the control unit 7, and enters the conduction state when supplying system power to the combining unit 6. Further, one terminal of the switch SW1 is connected to one output terminal of the conversion unit 5. The other terminal of the switch SW1 is connected to one input terminal of the combining unit 6.

  The switch SW <b> 2 is controlled to be switched between conduction (ON) and cutoff (OFF) by the control unit 7, and enters the conduction state when the power charged in the battery 4 is supplied to the combining unit 6. Further, one terminal of the switch SW2 is connected to the output terminal of the battery 4. The other terminal of the switch SW2 is connected to the other input terminal of the combining unit 6.

  The switch SW <b> 3 is controlled to be switched between conduction (ON) and cutoff (OFF) by the control unit 7, and enters the conduction state when supplying system power to the battery 4. Further, one terminal of the switch SW3 is connected to the other output terminal of the conversion unit 5. The other terminal of the switch SW3 is connected to the input terminal of the battery 4.

  The vehicle 2 includes a battery 9 and a communication unit 10. In this example, only the battery 9 and the communication unit 10 are shown for convenience. For example, the vehicle 2 may be an electric vehicle or a hybrid vehicle. The battery 9 can be a lithium battery, for example. The communication unit 10 communicates with the communication unit 8 of the vehicle charging device 1, and transmits information indicating that charging is permitted and information indicating the state of charge of the battery 9 of the vehicle 2 to the communication unit 8 of the vehicle charging device 1. As a communication method, Controller Area Network (CAN) can be considered.

The operation of the vehicle charging device 1 will be described.
FIG. 2 is a diagram illustrating an example of the operation of the vehicle charging device 1. In step S1, the control unit 7 determines whether or not a charge request has been received from the vehicle 2. If a charge request is received, the process proceeds to step S4 (Yes), and if not received, step S2 (No) ). The charging request is a signal including information indicating whether or not charging transmitted from the vehicle is permitted. For example, it is conceivable to use a charging permission signal in the CHAdeMO standard. In step S <b> 1, the communication unit 8 receives the charge permission signal and transmits information for permitting the charge included in the charge permission signal to the control unit 7. If the control part 7 receives the information which permits charge, when the charge request is received, it will transfer to step S4 (Yes).

  In step S2, since there is no charge request from the vehicle 2, the control unit 7 turns off the switch SW1 and the switch SW2, and switches the switch SW3 to the conductive state. As a result, system power is supplied to the battery 4 from the converter 5 via the switch SW3. For example, the control unit 7 switches the switches SW1 to SW3 with reference to the table 31 recorded in the recording unit shown in FIG. FIG. 3 shows an example of a table used when switching the switches SW1 to SW3. The table 31 records that the switches SW1, SW2, and SW3 are set to “OFF”, “OFF”, and “ON”, respectively, when “charging is not permitted” indicating that there is no charging request from the vehicle 2. .

  In step S3, the control unit 7 determines whether or not the charging of the battery 4 has been completed. For example, the charging state of the battery 4 is monitored using a voltmeter or an ammeter, and when the charging state reaches a predetermined charging capacity, the charging is completed, all the switches SW1 to SW3 are turned off, and step S1 (Yes ). If charging has not been completed yet, the process loops at step S3 (No) and continues charging. In addition, when charging is completed, you may stop operation | movement of the conversion part 5 until the information contained in a charge permission signal becomes charge permission.

  In step S4, the control unit 7 acquires information (charging power value) indicating the charging state of the battery 9 from the vehicle 2, and compares the acquired information with a preset system power threshold value. As a result of comparison, when the acquired information is equal to or greater than the system power threshold, the process proceeds to step S5 (Yes), and when the acquired information is lower than the system power threshold, the process proceeds to step S6 (No). For example, in the CHAdeMO standard, the charging current command value may be used as the information indicating the charging state.

  In step S5, when there is a charge request from the vehicle 2, when the charging power value of the vehicle 2 is greater than or equal to a preset system power threshold, the control unit 7 turns on the switch SW1 and the switch SW2 and cuts off the switch SW3. Switch to state. As a result, power is supplied from the conversion unit 5 and the battery 4 to the combining unit 6, and the combined power output from the combining unit 6 can be supplied to the vehicle 2 via the charging cable 11. For example, the control unit 7 switches the switches SW1 to SW3 with reference to the table 31 recorded in the recording unit shown in FIG. In the table 31, when there is a charge request from the vehicle 2 and “charging permission 1” indicating that the charging power value is equal to or higher than a preset system power threshold value, the switches SW 1, SW 2, and SW 3 are respectively set to “ON”. “ON” and “OFF” are recorded.

  In step S6, when there is a charging request from the vehicle 2, when the charging power value of the vehicle is lower than a preset system power threshold, the switch SW1 is turned on and the switches SW2 and SW3 are turned off. As a result, the system power is supplied from the conversion unit 5 to the combining unit 6, and the system power output from the combining unit 6 can be supplied to the vehicle 2 via the charging cable 11. For example, the control unit 7 switches the switches SW1 to SW3 with reference to the table 31 recorded in the recording unit shown in FIG. In the table 31, when there is a charge request from the vehicle 2 and “charging permission 2” indicating that the charging power value is lower than a preset system power threshold, the switches SW 1, SW 2, and SW 3 are set to “ON” and “ON”, respectively. “OFF” and “OFF” are recorded.

  In step S <b> 7, the vehicle charging device 1 starts supplying power to the vehicle 2. Thereafter, when the battery 9 of the vehicle 2 reaches a predetermined charging capacity in step S7, the vehicle charging device 1 completes charging.

  In this example, in steps S4 to S6, the determination is made using the system power threshold, and the switches SW1 to SW3 are switched according to the determination result. However, if it is determined in step S1 that charging is permitted, the process directly proceeds to step S5. You may move to. When the process directly goes to step S5, the processes of steps S4 and S6 are not necessary.

The effect of Embodiment 1 is demonstrated using FIG.
FIG. 4A is a diagram illustrating the amount of power used by the vehicle charging device 1 when the vehicle 2 is rapidly charged using only the system power without using the battery 4. In FIG. 4A, the vertical axis indicates the amount of power used for system power used for quick charging, and the horizontal axis indicates time. A period t1 shown in FIG. 4 indicates a period during which the vehicle is charging. As shown in FIG. 4A, when the vehicle 2 is rapidly charged using only a predetermined amount of system power during the period t1, the charge amount is assumed to be the charge power consumption (maximum power amount) shown in A of FIG. .

  On the other hand, when control is performed using the system power and the power charged in the battery 4 as described in the first embodiment, the system power used for the quick charging in the period t1 is greater than the amount of power used for charging by the amount of power charged in the battery 4. Can be lowered. That is, an increase in system power during charging can be suppressed. A case where quick charging is performed in the first embodiment will be described with reference to B to D in FIG. FIG. 4B is a diagram illustrating an example of system power transition in the first embodiment. FIG. 4C is a diagram illustrating an example of a change in the electric energy of the battery according to the first embodiment. FIG. 4D is a diagram illustrating an example of the transition of the combined power in the period t1 in the first embodiment. In the period t1 for quick charging shown in FIGS. 4B to 4D, the switches SW1 to SW3 are in the “ON”, “ON”, and “OFF” states as described in Step 5. Further, a period t2 shown in B and C of FIG. 4 indicates a period during which the system power is charged in the battery 4. A period t3 indicated by B and C in FIG. 4 indicates a period during which the electric power charged in the battery 4 is stored. The system power in the first embodiment includes power for setting the battery 4 in the period t2 to a predetermined power amount, and a preset maximum power amount (system to be used in the rapid charging shown in the t1 period in FIG. 4B. Power threshold). Further, the combined power obtained by combining the system power in the charging period t1 and the power charged in the battery 4 is the same as the amount of power used for charging as shown in C of FIG. That is, the grid power used for the quick charging in the period t1 can reduce the above-mentioned charging power consumption by the amount of power charged in the battery 4. Since the relationship between the amount of power used for charging and the maximum amount of power (system power threshold) satisfies the amount of power used for charging> the maximum amount of power (system power threshold), an increase in system power during charging can be suppressed.

  Further, in the case of charging using only system power as in the conventional case, the basic contract fee of power is determined by the magnitude of the instantaneous peak power in charging that uses a large amount of power instantaneously. In particular, rapid charging has a problem that the peak power is large and the basic contract fee is high. However, by performing the control as described in the first embodiment, it is possible to reduce the basic contract fee because an instantaneous increase in peak power can be suppressed.

  In addition, even in the case of share charging to a plurality of vehicles, since the vehicle is not charged using only the battery 4, depending on the capacity of the battery 4, the combined power is used, so the power to the vehicle is insufficient. The instantaneous peak power can be reduced without doing so.

Embodiment 2 will be described.
In the second embodiment, the vehicle 2 is charged with the system power and the battery 4 is charged when the charging power value received by the vehicle 2 is equal to or less than the system power threshold. When there is a charging request from the vehicle 2, the control unit 7 turns on the switch SW1 and the switch SW2 and turns off the switch SW3 when the charging power value of the vehicle 2 is equal to or greater than a preset system power threshold. . Further, when there is a charge request from the vehicle 2, when the charging power value of the vehicle is lower than a preset system power threshold, the control unit 7 turns on the switch SW1 and the switch SW3 and turns off the switch SW2. .

Operation | movement of the vehicle charging device 1 in Embodiment 2 is demonstrated.
FIG. 5 is a diagram illustrating an example of the operation of the vehicle charging device 1 according to the second embodiment. In step S51, it is determined whether or not the control unit 7 has received a charge request from the vehicle 2. If a charge request is received, the process proceeds to step S54 (Yes), and if not received, step S52 (No) ). The charging request is a signal including information indicating whether or not charging transmitted from the vehicle is permitted. For example, it is conceivable to use a charging permission signal in the CHAdeMO standard. In step S <b> 51, the communication unit 8 receives the charge permission signal and transmits information for permitting charging included in the charge permission signal to the control unit 7. The control part 7 will transfer to step S54 (Yes), if the charge request | requirement is received if the information which permits charge is received.

  In step S52, since there is no charge request from the vehicle 2, the control unit 7 switches off the switch SW1 and the switch SW2, and switches the switch SW3 to the conductive state. As a result, system power is supplied to the battery 4 from the converter 5 via the switch SW3. For example, the control unit 7 switches the switches SW1 to SW3 with reference to the table 61 recorded in the recording unit shown in FIG. FIG. 6 shows an example of a table used when switching the switches SW1 to SW3. The table 61 records that the switches SW1, SW2, and SW3 are set to “OFF”, “OFF”, and “ON”, respectively, when “charging is not permitted” indicating that there is no charging request from the vehicle 2. .

  In step S53, the control unit 7 determines whether or not the charging of the battery 4 has been completed. For example, the charging state of the battery 4 is monitored using a voltmeter or an ammeter, and when the charging state reaches a predetermined charging capacity, the charging is completed, all the switches SW1 to SW3 are turned off, and step S51 (Yes ). If the charging has not been completed yet, the process loops at step S53 (No) to continue the charging. In addition, when charging is completed, you may stop operation | movement of the conversion part 5 until the information contained in a charge permission signal becomes charge permission.

  In step S54, the control unit 7 acquires information (charging power value) indicating the charging state of the battery 9 from the vehicle 2, and compares the acquired information with a preset system power threshold value. As a result of comparison, when the acquired information is equal to or greater than the system power threshold, the process proceeds to step S56 (Yes), and when the acquired information is lower than the system power threshold, the process proceeds to step S55 (No). For example, in the CHAdeMO standard, the charging current command value may be used as the information indicating the charging state.

  In step S55, when there is a charge request from the vehicle 2, when the charging power value of the vehicle is lower than a preset system power threshold, the switches SW1 and SW3 are turned on and the switch SW2 is turned off. As a result, the system power is supplied from the conversion unit 5 to the combining unit 6, and the system power can be supplied to the vehicle 2 via the combining unit 6 and the charging cable 11. In addition, system power can be supplied from the converter 5 to the battery 4. For example, the control unit 7 switches the switches SW1 to SW3 with reference to the table 61 recorded in the recording unit shown in FIG. In the table 61, when there is a charge request from the vehicle 2 and “charging permission 3” indicating that the charging power value is lower than a preset system power threshold value, the switches SW 1, SW 2, and SW 3 are respectively “ON”. “OFF” and “ON” are recorded.

  In step S56, when there is a charge request from the vehicle 2, when the charging power value of the vehicle 2 is equal to or greater than a preset system power threshold, the control unit 7 turns on the switch SW1 and the switch SW2, and cuts off the switch SW3. Switch to state. As a result, power is supplied from the conversion unit 5 and the battery 4 to the combining unit 6, and the combined power output from the combining unit 6 can be supplied to the vehicle 2 via the charging cable 11. For example, the control unit 7 switches the switches SW1 to SW3 with reference to the table 61 recorded in the recording unit shown in FIG. In the table 61, when there is a charge request from the vehicle 2 and “charge permission 1” indicating that the charge power value is equal to or higher than a preset system power threshold, the switches SW1, SW2 and SW3 are respectively set to “ON”. “ON” and “OFF” are recorded.

  In step S <b> 57, the vehicle charging device 1 starts supplying power to the vehicle 2. Thereafter, when the battery 9 of the vehicle 2 reaches a predetermined charging capacity in step S57, the vehicle charging device 1 completes charging.

  According to the second embodiment, an increase in system power during charging can be suppressed. In addition, since the relationship between the amount of power used for charging and the maximum amount of power (system power threshold) satisfies the amount of power used for charging> the maximum amount of power (system power threshold), an increase in system power during charging can be suppressed.

  Further, in the case of charging using only system power as in the conventional case, the basic contract fee of power is determined by the magnitude of the instantaneous peak power in charging that uses a large amount of power instantaneously. In particular, rapid charging has a problem that the peak power is large and the basic contract fee is high. However, by performing the control as described in the first embodiment, it is possible to reduce the basic contract fee because an instantaneous increase in peak power can be suppressed.

  In addition, even in the case of share charging to a plurality of vehicles, since the vehicle is not charged using only the battery 4, depending on the capacity of the battery 4, the combined power is used, so the power to the vehicle is insufficient. The instantaneous peak power can be reduced without doing so.

  The present invention is not limited to the above-described embodiment, and various improvements and modifications can be made without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 1 Vehicle charging device 2 Vehicle 3 Power receiving equipment 4 Battery 5 Conversion part 6 Composition part 7 Control part 8 Communication part 9 Battery 10 Communication part 11 Charging cable 12 Signal cable SW1, SW2, SW3 Switch

Claims (3)

A battery for charging the power supplied to the vehicle using the grid power;
A combining unit that combines the system power and the power charged in the battery, and supplies the combined power to the vehicle;
A first switch that is connected to one input terminal of the combining unit and is in a conductive state when supplying the grid power to the vehicle;
A second switch that is connected to the other input terminal of the combining unit and is in a conductive state when power is supplied from the battery to the vehicle;
A third switch connected to the input terminal of the battery and in a conductive state when supplying grid power to the battery;
When there is no charge request from the vehicle, the first switch and the second switch are turned off, the third switch is turned on, and when there is a charge request from the vehicle, the first switch A control unit for turning on the first switch and the second switch and turning off the third switch;
A vehicle charging device comprising: The controller is
When there is the charging request from the vehicle, when the charging power value of the vehicle is lower than a preset system power threshold, the first switch is turned on, and the second switch and the third switch To shut off,
The vehicle charging device according to claim 1. The controller is
When there is a charge request from the vehicle, when the charging power value of the vehicle is lower than a preset system power threshold, the first switch and the third switch are turned on, and the second switch To shut off,
The vehicle charging device according to claim 1.