JP2012196105A - Inter-vehicle charging device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a low-cost and small-sized inter-vehicle charging device capable of supplying a charging current suitable for a battery of a rescue target vehicle without using a quick charging DC/DC converter.SOLUTION: An inter-vehicle charging device charges a battery BATof a rescue target vehicle 102 by means of a rescue vehicle 101 having a battery BAT, an inverter INV, a vehicle driving motor Mdriven by the inverter INV, and a control device CONThaving a function for managing the battery BAT, a function for controlling the inverter INV, and a function for controlling the charging to the battery BATof the other rescue target vehicle 102. The inter-vehicle charging device has standardized connectors 4s and 4r and a cable 5 for supplying to the battery BATa charging current outputted from a neutral point of the motor Mand one of positive and negative DC buses of the inverter INV, and transmitting and receiving a control signal for charging the battery BATbetween the control device CONTand the rescue target vehicle 102.

Description

  The present invention relates to an inter-vehicle charging device that is mounted on a vehicle such as an electric vehicle or a hybrid vehicle and charges a battery of another vehicle.

  To rescue a vehicle such as an electric vehicle (hereinafter referred to as a vehicle to be rescued) that has become unable to run on its own due to a so-called battery run out by a vehicle such as an electric vehicle or a hybrid vehicle (hereinafter referred to as a rescue vehicle) having a sufficient remaining battery level. As a conventional technique for charging and discharging between vehicles, there is an invention described in Patent Document 1.

The above prior art will be described below.
FIG. 19 shows a main circuit configuration in which the rescue vehicle 101 having a sufficient remaining battery capacity of the own vehicle charges the rescue target vehicle 102 whose battery has run out.
First, in order to suppress the inrush current generated when the batteries BAT ₁ and BAT ₂ of both vehicles are connected, after the cable 5 is connected, the relays RY _2a , RY _3a and RY _2b , RY _3b are made conductive, respectively. Pre-charging is started using the current prevention resistor 1. Thereafter, relays RY _1a and RY _1b are turned on, and main charging from battery BAT ₁ to battery BAT ₂ is started. Reference numeral 11 denotes a connector.

Further, as a conventional technique for supplying electric power to the outside of the vehicle, there is an invention described in Patent Document 2.
This prior art includes a power generation device that includes an internal combustion engine and a first rotating electrical machine that includes a star-connected first multiphase winding as a stator winding, and the first rotating electrical machine includes: The rotating shaft is coupled to the crankshaft of the internal combustion engine, and power is generated using the output of the internal combustion engine. Also, a second rotating electric machine including the second multiphase winding connected in a star shape as a stator winding, and first and second inverters provided corresponding to the first and second rotating electric machines, respectively. And a voltage difference for outputting power to the electric load is generated between the first neutral point of the first multiphase winding and the second neutral point of the second multiphase winding. And an inverter control unit for controlling the first and second inverters, and a power output connected to the first and second neutral points to output power from the first and second neutral points to the electric load. And a power conversion unit having the unit.
The control unit controls the power generation amount of the first rotating electrical machine so that the power generation amount of the first rotating electrical machine is substantially equal to the power amount output from the power conversion unit to the external electric load. .

JP 2010-252547 A (paragraphs [0010] to [0021], FIG. 1 etc.) Japanese Patent No. 4412270 (paragraphs [0022], [0027] to [0055], FIG. 1, etc.)

In the prior art according to Patent Document 1, a precharge circuit is necessary to suppress inrush current during charging, which increases cost and occupied space. In addition, the charging current depends on the battery specifications of the rescue vehicle and the vehicle to be rescued, and also depends on the SOC (charged state) and SOH (degraded state) of the battery, and exceeds the appropriate precharge resistance value and allowable charge current value. It is difficult to know the timing of turning on the main relay in advance. That is, there is a concern that this conventional technology cannot be applied between different vehicle types.
Furthermore, since the amount of charge cannot be controlled with this conventional technology, an operation such as charging the minimum amount of charge necessary for the vehicle to be rescued to travel to the nearest charging station cannot be performed.

Moreover, in the prior art which concerns on patent document 2, although it is possible to control the electric current supplied to an external load, without adding a power converter separately, two sets of rotary electric machines (motors) and an inverter are needed. This increases the cost and enlarges the apparatus.
On the other hand, as another means, it is possible to use a rescue vehicle equipped with a quick charger that complies with the standard. However, this requires a separate DC / DC converter for rapid charging, which causes problems such as high cost and space pressure.

  Therefore, the problem to be solved by the present invention is that it is possible to supply a charging current suitable for the battery of the vehicle to be rescued without using a precharge circuit or a DC / DC converter for rapid charging, and it is possible to reduce the cost and size. It is providing the vehicle-to-vehicle charging device.

In order to solve the above problems, an invention according to claim 1 is directed to a battery, an inverter that converts a DC voltage of the battery into an AC voltage, a vehicle driving motor that is driven by the inverter, and a management function of the battery. In the inter-vehicle charging device capable of charging the battery of the rescue target vehicle by the rescue vehicle including the control function of the inverter, the control device having a charge control function to the battery of the other rescue target vehicle,
Supplying a charging current output from the neutral point of the motor and one of the positive and negative DC buses of the inverter to the battery of the rescue target vehicle, and a control signal for charging the battery of the rescue target vehicle A connection unit that transmits and receives between the control device and the rescue target vehicle is provided.

The invention according to claim 2 is a battery, a converter that boosts a DC voltage of the battery, an inverter that converts a DC output voltage of the converter into an AC voltage, a vehicle driving motor driven by the inverter, The battery of the rescue target vehicle can be charged by the rescue vehicle having the battery management function, the control function of the converter and the inverter, and the control device having the charge control function to the battery of the other rescue target vehicle. In the inter-vehicle charging device,
Supplying a charging current output from the neutral point of the motor and one of the positive and negative DC buses of the inverter to the battery of the rescue target vehicle, and a control signal for charging the battery of the rescue target vehicle A connection unit that transmits and receives between the control device and the rescue target vehicle is provided.

  The invention according to claim 3 is the inter-vehicle charging apparatus according to claim 1 or 2, wherein the rescue vehicle includes an engine and a generator driven by the engine, and the generator It has a charge control function for charging the battery of the rescue vehicle.

  According to a fourth aspect of the present invention, in the inter-vehicle charging device according to any one of the first to third aspects, the rescue vehicle has a function of specifying a charge amount for the battery of the rescue target vehicle. Is.

  According to a fifth aspect of the present invention, in the inter-vehicle charging apparatus according to any one of the first to fourth aspects, the connecting portion has a standardized quick charging connector.

According to the invention which concerns on Claim 1, a charging circuit with respect to the battery of the relief object vehicle can be shared with the motor drive circuit of a relief vehicle, and charging current can be controlled arbitrarily. Thereby, the inrush current at the start of charging can be suppressed without using the precharge circuit, and charging with a charging current suitable for the battery of the vehicle to be rescued as the charging target is possible. In addition, a dedicated DC / DC converter for charging, which has been conventionally required separately to realize these functions, is also unnecessary.
Therefore, according to the present invention, it is possible to provide a rescue vehicle having a charging function equivalent to a quick charger at a small size and at low cost.
According to the second aspect of the invention, in addition to the effect of the first aspect, charging is possible even when the charging voltage required by the rescue target vehicle is higher than the battery voltage of the rescue vehicle.
According to the invention of claim 3, in addition to the effects of claims 1 and 2, the battery of the rescue vehicle itself can be charged by power generation by the engine. For this reason, restrictions on the cruising distance of the rescue vehicle are relaxed, and the operating range can be expanded.
According to the invention which concerns on Claim 4, a flexible response | compatibility, such as specifying and charging the minimum charge amount required for the vehicle for relief to self-propelled to the nearest charging station, is attained. For this reason, since emergency charging is possible in a short time, the rescue time can be shortened and the rescue vehicle can be efficiently operated.
According to the invention which concerns on Claim 5, the standardized interface can be utilized and it can be rescued irrespective of the vehicle model of a relief object vehicle.

It is a block diagram which shows 1st Example of this invention. It is a block diagram which shows 2nd Example of this invention. It is a block diagram which shows 3rd Example of this invention. 1 is a configuration diagram of an electric vehicle drive system to which a first embodiment of the present invention is applied. It is a block diagram of the inverter control apparatus in FIG. It is a block diagram of the charge control apparatus in FIG. It is a flowchart which shows the charge operation | movement to the rescue object vehicle in embodiment of this invention. It is a time chart corresponding to FIG. It is a block diagram of the electric vehicle drive system with which 2nd Embodiment of this invention is applied. It is a block diagram of the rescue vehicle which materialized FIG. It is a block diagram of the own vehicle charging device in FIG. This is a motor drive circuit using a three-phase inverter. 13 is a zero-phase equivalent circuit of the three-phase inverter shown in FIG. This is a motor drive circuit using a three-phase inverter. FIG. 15 is a zero-phase equivalent circuit of the three-phase inverter shown in FIG. 14. It is a figure which shows the PWM pulse control block for the circuit shown in FIG. It is operation | movement explanatory drawing of FIG. It is a figure which shows the PWM pulse control block for charging a rescue object vehicle with the charging current decided beforehand. It is a main circuit block diagram of the prior art described in patent document 1. FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
First, FIG. 4 is a configuration diagram of an electric vehicle drive system to which the first embodiment of the present invention is applied. This system is for charging a battery of another rescue target vehicle (electric vehicle or the like) using an electric vehicle or a hybrid vehicle as a rescue vehicle.

4, the electric vehicle drive system includes a motor M ₁ such as a permanent magnet synchronous motor for running the electric vehicle, a three-phase inverter INV for driving the motor M ₁ , a battery BAT ₁ , and a control device CONT _1. Yes. Further, 1 resistor for preventing a rush _{current, 2a, 2b, 2c, RY} 1, RY 2 is relay, 3 capacitors, 4s connector for standardized rapid charging of the connecting portion, 7,7U, 7v , 7w current detector, 8, 8a is a voltage detector, 10 is a magnetic pole position _detector, T 11 _{through T 16} are semiconductor switching elements.
On the other hand, the control device CONT ₁ includes a battery management device 100, an inverter control device 300, a charge control device 400, and a host control device 500. The host control device 500 receives a rescue target vehicle from an external charge amount setting device 200. The charge amount set value (target charge amount) is input.

The general operation of this system is as follows.
When the vehicle is traveling, the relays RY ₁ and RY ₂ are in an open state, and the inverter INV drives the motor M ₁ by a normal three-phase inverter operation.
On the other hand, when supplying the charging current to the battery of the rescue target vehicle not shown, the relays RY ₁ and RY ₂ are closed, and the neutral point of the motor M ₁ and the negative DC bus are connected via the connector 4s to the rescue target vehicle. Configure the circuit to connect to the battery.

By configuring the circuit in this way, according to, for example, Japanese Patent No. 3223842, the zero-phase equivalent circuit of the three-phase inverter shown in FIG. 12 becomes FIG. 13, and a step-down converter can be configured. In Figure 13, T _U is the switching elements of the upper arm of the inverter INV, T _B is the switching device in the lower arm similarly, L _z correspond respectively to the reactor windings of the motor M _1, the load relief target vehicle It corresponds to a battery.
Since the operation principle of this circuit is described in detail in Japanese Patent No. 3223842, it is omitted here.

In the above-mentioned Japanese Patent No. 3223842, the voltage V ₁ of the battery BAT ₁ of the rescue vehicle, the potential difference V ₂ between the neutral point of the motor M ₁ and the negative DC bus, the on-duty D _{1 of the} upper arm It is described that there is a relationship of Formula 1.

According to Formula 1, by changing the duty of the upper and lower arms, the supply voltage (charge voltage) to the rescue target vehicle connected between the neutral point of the motor M ₁ and the negative DC bus is set to 0 to V. It can be adjusted to an arbitrary size between ₁ . This means that the charging current for the rescue target vehicle can be controlled, and constant current charging is possible. Therefore, if the relays RY ₁ and RY ₂ are closed with the initial value of the charging voltage set to the battery voltage of the vehicle to be rescued, no inrush current will occur.

As another configuration, when a load (battery of the vehicle to be rescued) is connected between the neutral point of the motor M ₁ and the positive DC bus as shown in FIG. 14, the zero-phase equivalent circuit of the three-phase inverter is shown in FIG. Thus, a step-down converter can be configured similarly.
That is, by obtaining the output voltage from between the one of the positive and negative DC bus of the neutral point and the inverter INV of the motor M _1, constitutes a buck converter with an input voltage V ₁ of the battery BAT ₁ rescue vehicle be able to.

Next, means for changing the duty of the upper and lower arms for the circuit shown in FIG. 12 will be described.
FIG. 16 is a diagram showing a PWM pulse control block, wherein SW ₁ and SW ₂ are switches, 9 u, 9 v and 9 w are adders / subtractors, and 12 is a PWM generator. FIG. 17 is a diagram showing a PWM pulse generation method using this block.
As shown in FIG. 17, the PWM generator 12 compares the triangular wave as a carrier wave with the voltage command values v _z ^* , v _u1 ^* , v _v1 ^* , v _w1 ^{* as} signal waves, Generate.

As a method of changing the duty of the upper and lower arms, as shown in FIG. 16, AC voltage command values v _u1 ^* , v _v1 ^* , v _w1 ^* for driving the motor are cut off by the switch SW ₁ (v _u1 ^* , v _v1 ^* , V _w1 ^* may be zero), while the switch SW ₂ is closed and the same voltage command value v _z ^* is input to each phase. As a result, the switching elements T _{11 to} T ₁₆ of the upper and lower arms of the inverter INV are turned on and off in the same pattern, and function as the switching elements T _U and T _B constituting the step-down converter shown in FIG. Here, it is obvious that the duty of the upper and lower arms can be changed by controlling v _z ^* .

FIG. 18 is a diagram illustrating a PWM pulse control block for charging a rescue target vehicle with a predetermined charging current.
By configuring the current regulator ACR using the above-described output current (charging current) detection value i _zdet of the step-down converter as a feedback amount, the output is set as a phase voltage command value v _z ^* to be input to each phase. The battery of the rescue target vehicle can be charged according to the current command value I _c ^* . Reference numeral 9a denotes an adder / subtracter.
As a means for determining charging stop, a standardized charging interface is used, and the SOC of the battery mounted on the rescue target vehicle is acquired by communicating between the rescue vehicle and the rescue target vehicle via the connector 4s. When the numerical value reaches a preset SOC, charging may be stopped.

Next, FIG. 9 is a configuration diagram of an electric vehicle drive system according to a second embodiment of the present invention.
The difference from FIG. 4 will be mainly described. In the second embodiment, a DC / DC converter that boosts the voltage of the battery BAT ₁ of the rescue vehicle is added, and the voltage of the battery BAT ₁ is changed to the main voltage of the inverter INV. The voltage is boosted within the withstand voltage limit of the switching elements T _{11 to} T ₁₆ of the circuit and supplied to the DC bus.
Reference numeral 600 denotes a DC / DC converter control device provided in the control device CONT ₂ .

The DC / DC converter (boost converter) includes a series circuit of the switching elements _{T 21, T 22} connected in parallel to the inverter INV, is constituted by a reactor _{L 1,} one end and the switching of the reactor _{L 1} is a capacitor 3 The elements T ₂₁ and T ₂₂ are connected between the series connection points. Incidentally, 3a is capacitor connected in parallel to the series circuit of the switching elements _{T 21, T 22,} 7a denotes a current detector.

この数式２と数式１との関係より、充電出力であるモータＭ_１の中性点と負側直流母線との間の電位差Ｖ_２は、数式３となる。

Here, it is known that there is a relationship of Formula 2 between the voltage V ₁ of the battery BAT ₁ and the DC bus voltage V ₃ . For convenience, the on-time T ₂₁ of the upper arm uses the same sign as the switching element T ₂₁ .

From the relationship between Equation 2 and Equation 1, the potential difference V ₂ between the neutral point of the motor M ₁ that is the charging output and the negative DC bus is Equation 3.

That is, by changing the duty ratio of the upper and lower arms of the switching elements T ₂₁ and T ₂₂ and the duty ratio of the upper and lower arms of the switching elements T _{11 to} T ₁₆ , the voltage V ₁ of the battery BAT ₁ of the rescue vehicle is arbitrarily increased. The voltage can be adjusted. This is also the charging voltage rescue target vehicle is required higher than the battery voltage V ₁ of the rescue vehicle, which means that you can control the required charging current to the battery relief target vehicle, constant current fast charge It is possible.

Next, examples of the present invention will be described.
FIG. 1 shows a first embodiment of the present invention corresponding to claims 1, 4 and 5. The first embodiment is configured based on the first embodiment of FIG. 4 described above, and illustration of a current detector, a voltage detector and the like is omitted. A vehicle equipped with the charging device according to the first embodiment is a rescue vehicle 101, and a vehicle whose battery is charged by the rescue vehicle 101 is a rescue target vehicle 102.

The rescue vehicle 101 includes a quick charge output terminal on the connector 4s, and is connected to the quick charge input terminal of the connector 4r of the rescue target vehicle 102 via the cable 5. The cable 5 transmits a charge current and a control signal for charge control. Standardized quick charging standards are adopted for the structural specifications, electrical specifications, and communication specifications of the connectors 4r and 4s as the connecting portions. In addition, charging start and end procedures are performed according to standardized quick charge sequence specifications.
On the other hand, the rescue target vehicle 102 is, for example, an electric vehicle or a hybrid vehicle, and includes the connector 4r, relays 2d and 2e, a battery BAT ₂ , and a control device CONT _r .

Next, the configuration of the control device CONT ₁ of the rescue vehicle 101 will be described based on FIG.
The control device CONT ₁ includes a battery management device 100, an inverter control device 300, and a charge control device 400, which are low-order control devices, and a high-order control device 500 that controls these in an integrated manner. A charge amount setting device 200 for setting a charge amount to the rescue target vehicle 102 is connected. Each of these devices includes a microcomputer having an A / D conversion function, a memory function, and a communication function, a liquid crystal touch panel, and the like.
Note that com, com ₁ , com ₂ , and com ₃ are communication signals.

The host control device 500 displays the vehicle operation command, the charge start command, and the charge amount setting value of the rescue target vehicle 102 set by the charge amount setting device 200 as the lower control devices (battery management device 100, inverter control device 300). To the charging control device 400).
The charge amount setting device 200 is a human interface device that receives a target charge amount setting value as input, and transmits the set data to the host control device 500.
The battery management device 100 includes monitoring means for monitoring the SOC, SOH, and the like of the battery BAT ₁ of the host vehicle, and means for transmitting a charging specification for the battery BAT ₂ of the rescue target vehicle 102.

The inverter control device 300 is configured as shown in FIG.
The inverter control device 300, communication signal processing block 310, the motor control block 320, the charging current control block 330 and,, and a PWM generator 12 which generates a gate signal for driving the switching element _T 11 _{through T 16.}
The input signals to the motor control block 320 are the torque command value T ^* of the motor M ₁ that drives the rescue vehicle 101, the inverter output phase current detection values i _udet , i _vdet , i _wdet , the magnetic pole position detection signal θ of the motor M _1. a _det, the input signal to the charging current control block 330, the charging current command value _I ^c for the rescue target vehicle 102 *, ACR hold signal hold, and an output voltage initial value of the current regulator _{ACR3 v} zini ^*.
Here, the sum i _zdet of the inverter output phase current detection values i _udet , i _vdet , i _wdet calculated by the adder / subtractor 9c becomes the charge current detection value, and the deviation from the charge current command value I _c ^* is calculated by the adder / subtractor 9b. It is calculated and input to the current regulator ACR3.

Motor control block 320 is provided with vector calculator 321, a vector rotator 322, current regulator ACR1, ACR2, subtracter 9d, 9q, the switch SW _1. The voltage command values v _u2 ^* , v _v2 ^* , obtained by adding the voltage command value v _z ^* to the phase voltage command values v _u1 ^* , v _v1 ^* , v _w1 ^* output from the vector rotator 322. v _w2 ^* is input to the PWM generator 12, and the output thereof is a gate signal for driving the six switching elements T _{11 to} T ₁₆ of the three-phase inverter INV.

In the normal traveling state of the rescue vehicle 101, the motor control block 320 operates, receives a torque command T ^* from the host controller 500, and generates a torque corresponding to the command T ^* by the vector calculator 321 to generate a d-axis. , Q-axis motor current command values i _d ^* , i _q ^* are calculated. Current regulator ACR1, ACR2 is for applying a 3-phase AC voltage to the motor M _1, a control method thereof, using the vector control to drive the permanent magnet synchronous motor. Since this vector control method is well known, detailed description thereof is omitted here.
By closing the switch SW ₁ for switching the voltage command value and opening the switch SW ₂ which is complementary to these, the voltage command value for the PWM generator 12 to perform the PWM calculation is changed to the current regulators ACR1 and ACR2. Output.
Therefore, in the normal running state, the control is not different from the motor driving by the normal three-phase inverter.

Next, an operation of charging the battery BAT ₂ of the rescue target vehicle 102 will be described.
In this case, by closing the switch SW ₂ and opening the switch SW ₁ that is complementary to the switch SW ₂ , the voltage command value at which the PWM generator 12 performs the PWM operation is changed to the current in the charging current control block 330. The output of the controller ACR3.
The charging current command value I _c ^* , which is the input of the current regulator ACR3, is an allowable charging current value obtained from the rescue target vehicle 102 by communication via the connectors 4r and 4s.

Next, the charging control device 400 in FIG. 4 will be described with reference to FIG.
As shown in FIG. 6, the charging control device 400 includes an initial voltage detection unit 401, communication signal processing units 402 and 403, and a charging sequence control device 404.
That is, the charging control device 400 detects the charging start signal and the target charge amount SOC ^* (communication signal com ₁ ) from the host control device 500, the bidirectional communication signal com with the rescue target vehicle 102, and the battery voltage detection of the rescue target vehicle 102. The value V _BAT2det is input, and the charging current command value and the charging initial voltage are output to the inverter control device 300 via the _host control device 500. The communication signal processing unit 402 cancels the hold signal for the charging sequence control device 404 at the timing of starting charging, and gives the inverter control device 300 a command for passing the charging current to the rescue target vehicle 102. The functions of the charging control device 400 described above are the minimum necessary, but it is desirable that the on-board functions conform to standardized quick charging specifications.

By executing the flowchart shown in FIG. 7 using these control blocks, charging from the rescue vehicle 101 to the rescue target vehicle 102 is possible.
FIG. 7 is a flowchart showing the charging operation to the rescue target vehicle 102 in this embodiment. The voltage of the battery BAT ₂ of the vehicle 102 to be rescued is detected, this voltage is preset in the integrator of the current regulator ACR 3, the relays RY ₁ and RY ₂ are closed, and the current regulator ACR 3 is operated after the hold signal is released. (Steps S1 to S6). When the SOC of the battery BAT ₂ of the rescue target vehicle 102 exceeds the set value, the current command value of the current regulator ACR3 is set to zero, and the relays RY ₁ and RY ₂ are opened to stop the operation of the current regulator ACR3. At the same time, a charge completion signal is transmitted to the rescue target vehicle 102 (steps S7 to S11).
FIG. 8 is a time chart corresponding to FIG. 7 and shows (1) charging current I _c , (2) charging voltage V _out , and (3) voltage of battery BAT ₂ .

FIG. 2 shows a second embodiment of the present invention corresponding to the second aspect. The second example is configured based on the second embodiment of FIG. 9 described above, and illustration of a current detector, a voltage detector, and the like is omitted.
The second embodiment of FIG. 2 is different from the first embodiment of FIG. 1 in that a function of boosting the voltage of the battery BAT ₁ of the rescue vehicle 101 by a boost converter is added as described in FIG. It is.
The configuration of the control device CONT ₂ of the rescue vehicle 101 in the second embodiment is as shown in FIG. 9 described above, and the charge control method is the same as that in the first embodiment except for the following description.

このような制御を行うことで、第１実施例により説明した充電制御方法を適用することができ、救援対象車両１０２のバッテリーＢＡＴ_２の電圧が救援車両１０１のバッテリーＢＡＴ_１の電圧より高い場合にも充電可能である。
なお、昇圧コンバータの制御方法は周知であるため、説明を省略する。 From Equation 3 described above, the charging output voltage from the rescue vehicle 101 is the duty of the upper and lower arm switching elements T ₂₁ and T ₂₂ on the DC / DC converter side and the upper and lower arm switching elements T ₁₁ and T ₁₂ on the three-phase inverter INV side. , T ₁₃ and T ₁₄ , T ₁₅ , and T ₁₆ can be controlled by both the duty of the upper and lower arms on the three-phase inverter INV side to control the charging current, so that the DC / DC converter side The duty of the upper and lower arms is fixed. The fixed value is a value at which the DC bus voltage becomes the _end- of-charge voltage V _end of the battery BAT ₂ of the rescue target vehicle 102. As a result, the charging output voltage is represented by Equation 4 from Equation 3 described above.

By performing such control, the charge control method described in the first embodiment can be applied, and the voltage of the battery BAT ₂ of the rescue target vehicle 102 is higher than the voltage of the battery BAT ₁ of the rescue vehicle 101. Can also be charged.
Since the control method of the boost converter is well known, the description is omitted.

FIG. 3 shows a third embodiment of the present invention corresponding to the third aspect.
The difference between the third embodiment and the first and second embodiments is that an engine 700, a generator 800, and a vehicle charging device 900 for charging the battery BAT ₁ of the vehicle are included in the rescue vehicle 101. It is the point which added.

FIG. 10 is a control block diagram showing the configuration of the rescue vehicle 101 that embodies FIG.
The engine 700 is activated by a power generation command, operates at a preset rotation speed, and drives the generator 800 via the mechanical shaft 6. The generator 800 is a three-phase AC synchronous generator.

FIG. 11 shows the configuration of a vehicle charging device 900 that charges the vehicle.
The own vehicle charging device 900 includes a rectifier circuit including diodes D _{1 to} D ₆ that rectify currents input from the three-phase AC output terminals R, S, and T of the generator 800, and a positive electrode BAT ₁ of the battery BAT ₁ of the own vehicle. (+), Switching elements T _U2 and T _B2 for supplying a charging current to the negative electrode BAT ₁ (−), SOC calculation means 901 for calculating the SOC of the battery BAT ₁ , and charging for determining the charging current based on the calculated SOC A current determination means 902, a current regulator 904 and a PWM generator 905 that control the current with the determined charging current, an engine start command that outputs a power generation command of the engine 700 based on the calculated SOC and controls its start and stop; It comprises stop determination means 903. 3b, 3c capacitor, _{L 2} is a reactor, 7b current detector, 9e are subtracter.

The SOC calculation means 901 calculates the SOC by measuring the charge / discharge current of the battery BAT ₁ and integrating the current values. V _BAT1det the voltage detection value of the battery BAT _{1, i BAT1det} is a current detection value of the battery BAT _1. A specific method for calculating the SOC is disclosed in, for example, Japanese Patent Application Laid-Open No. 2005-354825, and the detailed description thereof is omitted.
Charging current determining means 902 determines the charging current from the charging current acceptance characteristic of battery BAT ₁ with respect to the SOC.
The engine start / stop determination unit 903 uses a predetermined SOC as a threshold value, stops the engine 700 when the SOC calculated by the SOC calculation unit 901 is equal to or greater than the threshold value, and starts the engine 700 when the SOC is less than the threshold value. Eg _ctr is output.

According to the third embodiment, by adding the above-described function, the rescue target vehicle 102 described in the first and second embodiments can be charged, and the battery BAT ₁ of the rescue vehicle 101 is installed. Charging can be performed by the engine 700 mounted on the host vehicle.

  The present invention can be applied not only when the rescue target vehicle 102 is an electric vehicle or a hybrid vehicle, but also when it is a normal gasoline vehicle or an electric bicycle.

1: Resistor 2a, 2b, 2c: Relay 3, 3a, 3b, 3c: Capacitor 4, 4s, 4r: Standardized quick charging connector 5: Cable 6: Mechanical shaft 7, 7a, 7b, 7u, 7v, 7w: current detector 8, 8a: voltage detector 9, 9a, 9b, 9c, 9d, 9e, 9q, 9u, 9v, 9w: adder / subtractor 10: magnetic pole position detector 11: connector 12: PWM generator 100: Battery management device 101: rescue vehicle 102: rescue target vehicle 200: charge amount setting device 300: inverter control device 310: communication signal processing block 320: motor control block 330: charge current control block 321: vector calculator 322, 323: vector Rotator 400: Charge control device 401: Initial voltage detection unit 402, 403: Communication signal processing unit 403: Charge sequence Control device 500: host control device 600: DC / DC converter control device 700: engine 800: generator 900: own vehicle charging device 901: SOC calculation means 902: charging current determination means 903: engine start / stop determination means 904: current regulator 905: PWM generator _{CONT 1, CONT 2, CONT 3} , CONT r: control device M _1: motor BAT _1: battery rescue vehicle BAT _2: battery T ₁₁ relief target vehicle ~T _{16, T 21, T 22, T U, T B} , T U2, T B2: switching elements _{L 1, L 2, L z} : reactor ACR, ACR1, ACR2, ACR3: current regulator RY _1, RY _2: relay D ₁ to D ₆ : diode SW _1, SW _2: switch

Claims (5)

To a battery, an inverter for converting a DC voltage of the battery into an AC voltage, a vehicle driving motor driven by the inverter, a management function of the battery, a control function of the inverter, and a battery of another rescue target vehicle In the inter-vehicle charging device capable of charging the battery of the rescue target vehicle by a rescue vehicle equipped with a control device having a charge control function of
Supplying a charging current output from the neutral point of the motor and one of the positive and negative DC buses of the inverter to the battery of the rescue target vehicle, and a control signal for charging the battery of the rescue target vehicle A vehicle-to-vehicle charging device comprising a connection for transmitting and receiving between the control device and the rescue target vehicle. Battery, converter for boosting DC voltage of battery, inverter for converting DC output voltage of converter to AC voltage, vehicle driving motor driven by inverter, battery management function, converter And a control device having a control function of the inverter, a control device having a charge control function to a battery of another rescue target vehicle, and a vehicle-to-vehicle charging device capable of charging the battery of the rescue target vehicle by a rescue vehicle,
Supplying a charging current output from the neutral point of the motor and one of the positive and negative DC buses of the inverter to the battery of the rescue target vehicle, and a control signal for charging the battery of the rescue target vehicle A vehicle-to-vehicle charging device comprising a connection for transmitting and receiving between the control device and the rescue target vehicle. In the inter-vehicle charging device according to claim 1 or 2,
The rescue vehicle includes an engine and a generator driven by the engine, and has a charge control function of charging a battery of the rescue vehicle by the generator. In the inter-vehicle charging device according to any one of claims 1 to 3,
The rescue vehicle includes a function of designating a charge amount for a battery of the rescue target vehicle. In the inter-vehicle charging device according to any one of claims 1 to 4,
The inter-vehicle charging device, wherein the connecting portion has a standardized quick charging connector.

Images