JP2023037913A - charging station - Google Patents

Abstract

To provide a charging station which can charge an electric car having a less spare time without a waiting time to improve the availability of a charger.SOLUTION: In a charging station 90 which includes an electric car charger 50 and parking spaces 80A, 80B, the charger includes: a switch 18; power conversion means 32, 33 which are electrically connected to the switch; charging connectors 16A, 16B which are electrically connected to the switch; an operation unit; and a vehicle identification unit. In a standby mode of the charger, when the operation unit receives a charging request and the vehicle identification unit identifies to be a registered car 10, the charger is shifted to a first charging mode in which the registered car is charged with the charging connector 16A. When the vehicle identification unit identifies to be a non-registered car 11, the charger is shifted to a second charging mode in which the non-registered car is charged with the charging connector 16B. In the second charging mode, when the vehicle identification unit identifies that a new charge request is given by a registered car, the charger interrupts the second charging mode to shift to the first charging mode.SELECTED DRAWING: Figure 2

Description

The present invention relates to charging stations.

In order to achieve carbon neutrality, it is necessary to reduce man-made carbon dioxide emissions as much as possible, and as one effective means of doing so, the shift from automobiles powered by internal combustion engines to electric vehicles (EVs) is attracting attention. . However, it is difficult to say that electric vehicles are sufficiently widespread at present due to concerns such as a shortage of charging facilities.

On the other hand, more and more companies are setting carbon-neutral targets in their business plans, and it is expected that the movement to convert commercial vehicles to electric vehicles will accelerate in the future. However, the initial investment for introducing electric vehicles is not small, which is a barrier to introduction. In general, the larger the capacity of the onboard battery, the longer the travelable distance, but on the other hand, there is a tendency for the price of the vehicle to increase.

Therefore, in order to reduce the initial investment, it is effective to reduce the capacity of the vehicle-mounted battery and replenish the battery at a charging station. However, if all the chargers at the charging station are in use, or if the charging connector is left connected to the vehicle even though charging is finished, other charging You have to go find a station or wait there.

For example, the technologies described in the following patent documents have been proposed as technologies related to charging station operation methods that solve such problems. Patent Document 1 describes a technique for controlling the power supply to the battery of each electric vehicle according to the power supply situation and the public nature of each electric vehicle. A technology is disclosed that prioritizes charging of an electric vehicle with a high energy consumption.

Further, Patent Document 2 discloses a technique in which a charger has a plurality of charging connectors, and even if the charger is charging another electric vehicle, it can be charged by connecting the remaining charging connector to the electric vehicle. Are listed.

JP 2010-110173 A JP 2020-48375 A

According to the method described in Patent Document 1, in a charging station configured with a plurality of chargers, one electric vehicle is assigned to one charger, thereby charging an electric vehicle that is highly public. takes precedence. However, if all the chargers at the charging station are in use, charging cannot start until any of the chargers is free, no matter how public the electric vehicle that came later is. .

In addition, according to the technique described in Patent Document 2, a plurality of electric vehicles can be charged simultaneously from one charger, which increases the possibility of charging. That is, if there are no charge connectors available, charging cannot be started until one of the charge connectors becomes available. In addition, even if the charging connector becomes available, the charging of the electric vehicle that is waiting with the charging connector first connected is given priority, so there may be a waiting time.

By the way, focusing on the attributes of electric vehicles, in the case of privately-owned vehicles for leisure purposes, the occurrence of some waiting time for charging is not such a big problem. However, in the case of commercial vehicles that move minute by minute, such as for route delivery, it is necessary to recharge between business hours. Although it is possible to install dedicated chargers for such commercial vehicles, the utilization rate of the chargers is low due to the dedicated use, and the return on investment of the chargers is difficult.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to enable an electric vehicle such as a commercial vehicle, which does not have time to spare, to be charged without waiting time as soon as it arrives at a charging station, and to improve the operation rate of the charger. To provide a possible charging station.

In order to solve the above-mentioned problems, the charging station of the present invention is "a charging station comprising a charger for charging an electric vehicle and a parking space for parking the electric vehicle, wherein the charger comprises system power connection means. , power conversion means electrically connected to the output of the system power connection means, first connection means and second connection means electrically connected to the output of the power conversion means, an operation unit, and a vehicle identification unit and in a standby mode in which the charger is not charging, when the operation unit receives a charging request for the electric vehicle and the vehicle identification unit identifies the electric vehicle as a registered vehicle, the charger is switched from the standby mode to the first connection means When the charger is in the standby mode, the operating unit receives a charging request for the electric vehicle, and the vehicle identification unit identifies the electric vehicle as an unregistered vehicle. transitions from the standby mode to a second charging mode for charging an unregistered vehicle by means of the second connecting means, and in the second charging mode, the operation unit issues a charging request for an electric vehicle different from the vehicle being charged. A charging station characterized in that, when the electric vehicle is received and the vehicle identification unit identifies an electric vehicle different from the vehicle being charged as a registered vehicle, the charger interrupts the second charging mode and shifts to the first charging mode. .”

Further, the present invention provides a "charging station comprising a charger for charging an electric vehicle and a parking space for parking the electric vehicle, wherein the charger includes system power supply connection means, an output of the system power supply connection means and an electric power supply. and a connection means electrically connected to the output of the power conversion means. When the registered vehicle is identified as a registered vehicle, the registered vehicle is charged by the connection means, and the charger receives a charging request for the electric vehicle in a non-charging state, and when the electric vehicle is identified as an unregistered vehicle, the connection means is used. When charging the unregistered vehicle, the charger receives a charging request for an electric vehicle different from the vehicle being charged when charging the unregistered vehicle, and identifies the electric vehicle different from the vehicle being charged as the registered vehicle, A charging station characterized by suspending charging of a registered vehicle and charging a previously registered vehicle."

According to the present invention, an electric vehicle such as a commercial vehicle that does not have time to spare can be reliably charged without waiting time as soon as it arrives at a charging station.

Further, according to the embodiment of the present invention, it is possible to maintain the operating rate of the charger at a high level and realize efficient operation of the charging station. As a result, charging stations will become widespread, which will eliminate concerns about route charging, creating a virtuous cycle in which both private and commercial vehicles will be converted to electric vehicles.

Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

FIG. 4 is a diagram showing the configuration of a charging station 90 of a comparative example; 1 is a diagram showing a configuration example of a charging station 90 according to Embodiment 1 of the present invention; FIG. FIG. 2 is a diagram showing an external configuration of a switching device 20; 4 is a state transition diagram regarding the charger 50. FIG. 4 is a flowchart regarding the charger 50; The figure which shows the internal structure of the area|region A enclosed by the dotted line in FIG. The figure which shows the structural example of the charging station 90 which concerns on Example 2 of this invention. The figure which shows the structural example of the charging station 90 which concerns on Example 3 of this invention. The figure which shows the structural example of the charging station 90 which concerns on Example 4 of this invention. The figure which shows the structural example of the charging station 90 which concerns on Example 5 of this invention. The figure which shows the registered vehicle reservation system of the charging station 90 which concerns on Example 6 of this invention. The figure which shows an example of the screen which the display part 23 in the charger 50 of charging station S1 displays. 4A and 4B are diagrams showing different screens displayed by the display unit 23 of the charger 50 of the charging station S1. FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, in each drawing, the same configurations are denoted by the same reference numerals, and detailed descriptions of overlapping portions are omitted.

First, a charging station 90 of a comparative example will be described using FIG. The charging station 90 includes a charger 51 that supplies electric power for replenishing the energy of the battery 14 of the electric vehicle 12, and a parking space 80 for charging.

Charger 51 includes charger body 30 , charging cable 17 , and charging connector 16 connected to the end of charging cable 17 . The charger main body 30 includes a transformer 31 that converts the voltage of the power supply system 40, an AC/DC converter 32 that converts the AC power output by the transformer 31 into DC power, and the DC power output by the AC/DC converter 32, The DC power output from DC/DC converter 33 is supplied to electric vehicle 12 via charging cable 17 and charging connector 16 . Further, the charger main body 30 has an operation section 35 and a control section 34 .

The user of the charger 51 parks the electric vehicle 12 in the parking space 80, routes the charging cable 17, connects the charging connector 16 to the power supply port 15 of the electric vehicle 12, and charges the electric vehicle 12 from the operation unit 35. to direct. The controller 34 of the charger 51 controls the AC/DC converter 32, the DC/DC converter 33, and each controlled device in the charger main body 30 (not shown) according to the command received from the operation unit 35. controls the power supplied to

In addition, the control unit 34 exchanges data regarding the state of charge of the battery 14 with the control unit (ECU) 13 of the electric vehicle 12 via the signal line in the charging cable 17. to control the charging power of the For example, by controller area network (CAN) communication, the information of the charger 51 is sent to the electric vehicle 12, the electric vehicle 12 sends a charge permission signal to the charger 51, and the electric vehicle 12 sends a charge command value to the charger 51. DC power is supplied from the charger 51 to the electric vehicle 12 through the information exchange of sending.

Thus, according to the charging station 90 of the comparative example shown in FIG. 1, the charger 51 supplies DC power to the electric vehicle 12 according to the information sent from the electric vehicle 12 every moment. When the stored energy of the battery 14 reaches a predetermined value, when the operation unit 35 receives an instruction to stop charging, or when the charging time exceeds a predetermined value, the charger 51 stops the battery 14. stop supplying DC power to the battery to complete charging.

In contrast, the charging station 90 according to the first embodiment of the present invention is configured as follows and performs charging. A charging station 90 according to Embodiment 1 of the present invention will be described with reference to FIGS. 2 to 6. FIG.

Here, in the present invention to be described below, the electric vehicles that are charged at the charging station 90 are defined separately as registered vehicles and non-registered vehicles. A registered vehicle is, for example, a highly public electric vehicle or a commercial vehicle that moves minute by minute, such as route delivery, and an unregistered vehicle is a privately-owned vehicle for leisure purposes. However, what kind of electric vehicle is defined as a registered vehicle may be defined according to an appropriate definition, and the method of definition is not limited in the present invention. For example, it may be treated as a registered vehicle in exchange for a high electricity price.

Under this definition, the present invention provides a charging station characterized by determining whether an electric vehicle visiting the charging station is a registered vehicle or not, and giving priority to charging of a registered vehicle over charging of a non-registered vehicle. suggest.

FIG. 2 is a diagram showing a configuration example of the charging station 90 according to the first embodiment. Charging station 90 includes charger 50, parking space 80A, and parking space 80B. The parking space 80A is a space for parking the registered vehicle 10, and the parking space 80B is a space for parking the non-registered vehicle 11.例文帳に追加

Charger 50 includes charger main body 30, switching device 20, charging cable 17A, charging cable 17B, charging connector 16A, and charging connector 16B. The switching device 20 is composed of a switching device 18 , an operation section 21 , a control section 22 , a display section 23 and a vehicle identification section 24 .

A characteristic feature of the above configuration of the charging station 90 according to the first embodiment is that it includes, for example, the vehicle identification unit 24, which determines whether or not the electric vehicle visiting the charging station is a registered vehicle. , to give priority to the subsequent charging response.

An output terminal of DC/DC converter 33 of charger body 30 is connected to input terminal i of switch 18 . The switch 18 has two output terminals a and b, the output terminal a being connected to the terminal of the charging cable 17A, and the output terminal b being connected to the terminal of the charging cable 17B. Further, the remaining terminals of charging cable 17A and charging cable 17B are connected to charging connector 16A and charging connector 16B, respectively.

The operation unit 21 in the switching device 20 receives an operation from the user of the charger 50 and transmits the content of the operation to the control unit 22 . Control unit 22 processes signals received from operation unit 21 , transmits information to display unit 23 for display, and exchanges necessary information with control unit 34 of charger body 30 . Also, the control unit 22 may transmit and receive necessary data to and from a system that manages the charging station 90 via the Internet.

The switch 18 receives a command from the control unit 22 and switches to which of the output terminals a and b the input terminal i is electrically connected. Specifically, when the input terminal i and the output terminal a are electrically connected, the input terminal i and the output terminal b are electrically disconnected. Similarly, when the input terminal i and the output terminal b are electrically connected, the input terminal i and the output terminal a are electrically disconnected. In other words, the output terminals a and b are not electrically connected to the input terminal i at the same time.

The switch 18 shown in FIG. 2 may be a mechanical relay having an input terminal i as a common terminal and output terminals a and b as normally-on and normally-off terminals, respectively, or may be composed of a semiconductor switch. Also, the switch 18 may be configured by connecting a plurality of relays in parallel to handle a large current.

The power supply system 40 may be, for example, a commercial AC power supply, a solar power generation system, a wind power generation system, a DC power distribution system, or the like. If the power supply system 40 is direct current, the transformer 31 and the AC/DC converter 32 are not required. A DC/DC converter may be added, the input side of the DC/DC converter may be connected to the power supply system 40, and the output side may be connected to the input side of the DC/DC converter 33.

Since the charger main body 30 has a general-purpose configuration and is mass-produced, it can be procured at a low cost. Therefore, by configuring the charger 50 by separating the charger main body 30 and the switching device 20, a general-purpose charger can be applied to the charger main body 30, and the charger 50 can be provided at a low cost. can do. In addition, since the switching device 20 can be configured more compactly than the charger main body 30, the switching device 20 can be installed near the parking space and the charger main body 30 can be installed at a position away from the parking space. 90 can be installed more freely, and the risk of tampering with the charger main body 30, which the user does not need to touch, can be reduced.

FIG. 3 is a diagram showing the external configuration of the switching device 20. As shown in FIG. The switching device 20 has an operation section 21 and a display section 23 on the front. Moreover, both side surfaces of the switching device 20 have a cable holding portion 36 that holds the charging cable 17 and a cable exit 37 that takes out the charging cable 17 from the inside of the switching device 20 to the outside.

The charging cable 17 has a length of about 3m to 5m and is devised to reduce the user's operational burden. Alternatively, on either side, the user can charge without difficulty.

The operation unit 21 may be a push switch or a touch panel. Further, the display unit 23 may be lighting means such as an LED, or image display means such as a liquid crystal panel. If the operation unit 21 is a push switch, the user can intuitively operate it, and there are few operation errors. Moreover, if the display unit 23 is lighting means, the user can immediately check the status of the charger 50 . Furthermore, when the operation unit 21 is a push switch and the display unit 23 is lighting means, it is possible to improve robustness against impacts caused by natural disasters or intentional or accidental user actions. On the other hand, if the operation unit 21 is a touch panel, the display unit 23 configured by image display means can include the functions of the operation unit 21, and the design of the switching device 20 can be simplified. Further, when the display unit 23 is configured by image display means, various information including advertisements can be provided to the user, and the added value of the charger can be improved.

The vehicle identification unit 24 in FIG. 2 identifies whether the vehicle requesting charging is the registered vehicle 10 or the unregistered vehicle 11 . The vehicle identification unit 24 may be one or a combination of card identification, one-time password identification, and image recognition identification. Identification by card does not require special knowledge for the user and is easy to operate. Identification by a one-time password is convenient and there is no fear of losing it. For identification by image recognition, for example, an image recognition device attached to the switching device 20 may be used to read the appearance of the registered vehicle 10, the license plate, and the two-dimensional bar code attached to the vehicle body. According to this method, since the user does not have to worry about forgetting or losing identification items or information, the registered vehicle 10 can be reliably charged when the user arrives at the charging station 90 . The image recognition device is, for example, a camera or barcode reader. Also, a surveillance camera installed in the charging station 90 may be used, in which case the switching device 20 does not need to be installed with an image identification device, so the charging station 90 can be configured at low cost.

FIG. 4 is a state transition diagram of the charger 50. As shown in FIG. The states of the charger 50 are roughly classified into a standby mode 111 , a registered vehicle charging mode 222 , a non-registered vehicle charging mode 333 , and a non-registered vehicle charging inhibition mode 334 . Mode transition conditions will be described below.

When neither the registered vehicle 10 nor the unregistered vehicle 11 is being charged, the charger 50 is in a standby mode 111 waiting for a charging request from the registered vehicle 10 or the unregistered vehicle 11 . When the charger 50 in the standby mode 111 receives "a: charging request for the registered vehicle 10", it shifts to the registered vehicle charging mode 222. After that, when "c: charging of the registered vehicle 10 is completed", it shifts to the standby mode 111. return. Similarly, when the charger 50 in the standby mode 111 receives "b: charging request for unregistered vehicle 11", it shifts to unregistered vehicle charging mode 333, and when "d: charging of unregistered vehicle 11 is completed", it stands by. Return to mode 111.

On the other hand, when the charger 50 is in the registered vehicle charging mode 222, the charger 50 stops charging the non-registered vehicle 11 according to "e: charging request for the registered vehicle 10 or charging the registered vehicle 10". Even if the charging request (b) for the unregistered vehicle 11 is received after shifting to the registered vehicle charging prevention mode 334, the charging of the unregistered vehicle 11 is not started and the charging of the registered vehicle 10 is continued.

Further, when the charger 50 is in the non-registered vehicle charging mode 333 , when a charging request for the registered vehicle 10 is received, the charging of the non-registered vehicle 11 is interrupted and the charger 50 shifts to the registered vehicle charging mode 222 .

After "f: charging of the registered vehicle 10 is completed", if the unregistered vehicle 11 is still waiting with the charging connector 16B connected, the unregistered vehicle charging prevention mode 334 is switched to the unregistered vehicle charging mode. Returning to mode 333, charging of the non-registered vehicle 11 is restarted. Thus, the transition relationship between the registered vehicle charging mode 222 and the non-registered vehicle charging mode 333 of the charger 50 is irreversible.

A method of charging registered vehicle 10 and non-registered vehicle 11 by charger 50 will be described in more detail with reference to FIG. FIG. 5 is a flow chart for charger 50 . When the charger 50 receives the charging request (step S11), the charger 50 confirms whether the object to be charged is the registered vehicle 10 (step S12). If the object to be charged is the registered vehicle 10 (Yes), the process proceeds to step S13. In step S13, the charger 50 confirms whether the non-registered vehicle 11 is being charged. If the unregistered vehicle 11 is not being charged (No), the process proceeds to step S15. If the non-registered vehicle 11 is being charged (Yes), the charging of the non-registered vehicle 11 is interrupted (step S14), and the switch 18 electrically connects the input terminal i and the output terminal a to is started (step S15). Then, when the charging of the registered vehicle 10 is completed (step S16), the charger 50 checks whether the non-registered vehicle 11 is waiting for charging (step S17). If the unregistered vehicle 11 is not waiting for charging (No), the process proceeds to step S20. If the unregistered vehicle 11 is waiting for charging (Yes), the switch 18 electrically connects the input terminal i and the output terminal b to start (restart) charging the unregistered vehicle (step S18). Then, when the charging of the non-registered vehicle is completed (step S19), the charger 50 shifts to standby mode (step S20).

In short, the registered vehicle 10 can start charging in the state of the standby mode 111, and in the state of the non-registered vehicle charging mode 333, the non-registered vehicle charging is interrupted to set the non-registered vehicle charging prevention mode 334. Charging can be started. This means that the non-registered vehicle 11 is charged on the condition that the registered vehicle 10 is not in a charging state.

FIG. 6 is a diagram showing the internal configuration of area A surrounded by a dotted line in FIG. As shown in FIG. 6, the switching device 20 has spaces for inserting and holding the charging connectors 16A and 16B from both side surfaces of the switching device 20, and lock mechanisms 38A and 38B for restricting removal of the charging connectors 16A and 16B, respectively. have As an example, FIG. 6 schematically shows a state in which the lock mechanism 38A is unlocked and a state in which the lock mechanism 38B is locked. That is, in this case, charging connector 16A can be removed, but charging connector 16B cannot be removed.

When the charger 50 is in the standby mode 111, the locking mechanisms 38A and 38B are both locked, and the charging connectors 16A and 16B cannot be removed. is released so that the charging connector 16A can be taken out. Further, when shifting to the non-registered vehicle charging mode 333, the locking mechanism 38B is unlocked so that the charging connector 16B can be taken out.

Further, the switching device 20 has means for confirming that the charging connectors 16A and 16B are accommodated in the respective holding spaces. When the switching device 20 confirms that the charging connector 16A is inserted into the space where the charging connector 16A is held, the lock mechanism 38A is placed in a locked state to restrict the removal of the charging connector 16A. Similarly, when the switching device 20 confirms that the charging connector 16B is inserted into the space holding the charging connector 16B, the lock mechanism 38B is placed in the locked state to restrict the removal of the charging connector 16A. By doing so, it is possible to prevent the user from taking out the wrong charging connector, improve the user's convenience, and prevent the charging cable 17 from being unnecessarily routed and damaged.

As described above, the charging station 90 according to the first embodiment of the present invention continues to charge the registered vehicle 10 even if a request is made to charge the non-registered vehicle 11 while the registered vehicle 10 is being charged. When the registered vehicle 10 is requested to be charged while the registered vehicle 11 is being charged, charging to the unregistered vehicle 11 is interrupted and charging of the registered vehicle 10 is started, so that the registered vehicle 10 can be surely charged without waiting. can be charged to Further, since the non-registered vehicle 11 can be charged while the registered vehicle 10 is not being charged, the operating rate of the charger 50 can be improved. Furthermore, if the unregistered vehicle 11 is waiting for charging when the charging of the registered vehicle 10 is completed, the charger 50 automatically starts (resumes) charging the unregistered vehicle 11. The operating rate can be further improved.

A charging station 90 according to a second embodiment of the present invention will be described with reference to FIG. FIG. 7 is a diagram showing a configuration example of the charging station 90 according to the second embodiment.

Charging station 90 includes charger 50, parking space 80A, and parking space 80B. Among them, the charger 50 includes a charger body 39, a charging cable 17A, a charging cable 17B, and charging connectors 16A and 16B. Charger main body 39 includes transformer 31 , AC/DC converter 32 , DC/DC converter 33 , switch 18 , operation section 21 , control section 22 , display section 23 and vehicle identification section 24 .

In this manner, the charger main body 39 includes the switch 18, the operation unit 21, the control unit 22, the display unit 23, and the vehicle identification unit 24 necessary for switching the charging target, thereby integrally configuring the charger 50. It is possible to provide a simple and compact charging station 90.

Further, in the charging station 90 of the first embodiment, the charger main body 30 and the switching device 20 each have an operation unit and a control unit. The operation unit and control unit can be shared. This reduces the possibility of hardware failure and simplifies the software configuration.

A charging station 90 according to a third embodiment of the present invention will be described with reference to FIG. FIG. 8 is a diagram showing a configuration example of a charging station 90 according to the third embodiment.

Charging station 90 includes charger 50, two parking spaces 80Aa and 80Ba, and two parking spaces 80Ab and 80Bb. Among them, the charger 50 includes a charger main body 39, two charging cables 17Aa and 17Ba, two charging cables 17Ab and 17Bb, and two sets of charging connectors 16Aa, 16Ba, 16Ab and 16Bb. Further, the charger main body 39 includes a transformer 31, an AC/DC converter 32, two DC/DC converters 33a and 33b, two switches 18a and 18b, an operation section 21, a control section 22, a display section 23, a vehicle identification section 24, and a Consists of

With this configuration, the charging station 90 can charge two vehicles at the same time. More specifically, the charging station 90 can charge two registered vehicles 10 at the same time, can charge two unregistered vehicles 11 at the same time, or can charge one registered vehicle 10 and one unregistered vehicle 11 simultaneously. One unregistered vehicle 11 can also be charged at the same time.

In this embodiment, as an example, two vehicles can be charged simultaneously, but referring to FIG. 8, a configuration for simultaneously charging three or more vehicles is apparent. Therefore, the configuration of charging station 90 may be flexibly changed according to the scale.

A charging station 90 according to a fourth embodiment of the present invention will be described with reference to FIG. FIG. 9 is a diagram showing a configuration example of a charging station 90 according to the fourth embodiment.

Charging station 90 includes one charger 50 , one parking space 80 A, four parking spaces 80 B 1 - 80 B 4 and three chargers 51 . The charging station 90 shown in FIG. 9 can charge four vehicles at the same time, and even in such a case, the registered vehicle 10 can reliably start charging without waiting.

For example, assume that four unregistered cars 11 are parked in four parking spaces 80B1 to 80B4. When the registered car 10 arrives at the charging station 90, it is parked in the parking space 80A, and by making the charger 50 identify the registered car 10, the charger 50 charges the unregistered car 11 parked in the parking space 80B1. is interrupted and charging to the registered vehicle 10 is started.

FIG. 9 shows an example of a charging station 90 that can reliably charge one registered vehicle 10 and simultaneously charge three unregistered vehicles 11. However, referring to FIG. The configuration of the charging station 90 that can reliably charge any registered vehicle 10 and simultaneously charge any non-registered vehicle 11 is obvious. Therefore, appropriate charging stations 90 can be provided according to the charging needs of registered vehicles 10 and unregistered vehicles 11 in the relevant area.

It is preferable that the parking space 80A has a sign such as "For registered cars only" and the parking space 80B1 has a sign such as "When a registered car comes, priority is given to charging the registered car". By doing so, it is possible to reduce the possibility that the unregistered vehicle 11 is parked in the parking space 80A by mistake, and the user of the unregistered vehicle 11 is informed that charging to the unregistered vehicle 11 may be interrupted. Knowing this in advance can help you avoid unnecessary trouble.

A charging station 90 according to Embodiment 5 of the present invention will be described. FIG. 10 is a diagram showing a configuration example of a charging station 90 according to the fifth embodiment. Charging station 90 comprises an arbitrary set of charger 50, parking space 80A, and parking space 80B, and parking space 80A and parking space 80B are arranged to face each other with charger 50 interposed therebetween.

When the registered vehicle 10 is a commercial vehicle and visits the charging station 90 during work, if a contact accident occurs with a non-registered vehicle 11 that is a general passenger vehicle, work will be hindered. Moreover, the registered vehicle 10 may be large, and there is a high risk of a contact accident with the unregistered vehicle 11 at the charging station 90 .

The charging station 90 of the fifth embodiment forms a registered vehicle area into which the registered vehicle 10 can enter and an unregistered vehicle area into which the unregistered vehicle 11 can enter, with the charger 50 interposed therebetween. The possibility of a contact accident with the unregistered vehicle 11 can be reduced. Further, by separately installing the entrance for the registered vehicle 10 and the entrance for the non-registered vehicle 11, it is possible to provide the charging station 90 that can further reduce the possibility of contact accidents.

A charging station 90 according to a sixth embodiment of the present invention will be described with reference to FIGS. 11 to 13. FIG.

FIG. 11 is a diagram showing an example of a display screen of, for example, a personal digital assistant in the registered car reservation system of the charging station 90. As shown in FIG. A user who wishes to charge can select the desired date and time and place of charge via the Internet from a personal digital assistant or the like.

In a display screen 100 of a portable information terminal or the like shown in FIG. 11, as an example, a screen 101 of charging station position information showing charging stations S1 to S3 and a screen 102 showing the reservation status of charging station S1 are displayed on the left and right sides. are doing.

According to this display example, regarding the charging station S1 displayed in the display screen 101, according to the display screen 102, the user A is between 13:10 and 13:30, and the user B is between 13:50 and 14:20. between 14:30 and 15:00, respectively.

According to this, the user can view the reservation status of each charging station and reserve an available time slot. For example, the time slot from 13:30 to 13:50 has no reservation yet, so the user can make a reservation in this time slot, but user A has already reserved a time slot from 13:10 to 13:30. Time slots cannot be reserved. If the charging station 90 has a plurality of chargers 50 , the registered car reservation system automatically designates any one charger 50 . By doing so, the user only needs to select the charging station, which improves user convenience.

FIG. 12 is an example of a screen displayed by the display unit 23 of the charger 50 of the charging station S1. The current time is 13:35, and according to the reservation situation in FIG. 11, there is no reservation for a registered car at this time. Therefore, the display unit 23 clearly indicates that the non-registered vehicle can be charged at present. Also, the charger 50 refers to the registered vehicle reservation system and displays some of the most recent time slots in which non-registered vehicles can be charged. According to the reservation status in FIG. 11, there are no reservations between 13:35 and 13:50, between 14:20 and 14:30, and between 15:00 and 17:00, which are the current times. Part 23 displays these time slots.

FIG. 13 is another example of a screen displayed by the display unit 23 of the charger 50 of the charging station S1. The current time is 13:55, and according to the reservation status in FIG. 11, there is a reservation by user B at this time. Therefore, the display unit 23 clearly indicates that the non-registered vehicle cannot be charged at present. In addition, the charger 50 refers to the registered car reservation system, and the most recent reservation is from 14:20 to 14:30, from 15:00 to 17:00, and from 18:00 to 19:00. Since they are not included, the display unit 23 displays that non-registered vehicles can be charged in these time slots.

By doing so, when the user of the unregistered vehicle arrives at the charging station, he/she can clearly understand whether the unregistered vehicle can be charged, thereby preventing unnecessary troubles.

In addition, the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described. Moreover, it is possible to add, delete, or replace a part of the configuration of the embodiment with another configuration.

For example, the parking spaces 80A and 80B are described as parking spaces for registered cars and parking spaces for unregistered cars, respectively, but they are not necessarily limited to this. That is, the space where the registered car is parked can be read as the parking space 80A, and the space where the unregistered car is parked can be read as the parking space 80B.

DESCRIPTION OF SYMBOLS 10... Registered vehicle 11... Non-registered vehicle 12... Electric vehicle 13... Control part (ECU)
DESCRIPTION OF SYMBOLS 14... Battery 15... Power supply port 16, 16A, 16B... Charging connector 17... Charging cable 18... Switching device 20... Switching device 21... Operation part 22... Control part 23... Display part 24... Vehicle identification part 30... Charger main body 31 Transformer 32 AC/DC converter 33 DC/DC converter 34 Control unit 35 Display unit 36 Cable holding unit 37 Cable outlets 38A, 38B Lock mechanism 39 Charger body 40 Power supply system 50 Charger 51 Chargers 80, 80A, 80B Parking space 90 Charging station 111 Standby mode 222 Registered vehicle charging mode 333 Non-registered vehicle charging mode

Claims (14)

A charging station comprising a charger for charging an electric vehicle and a parking space for parking the electric vehicle,
The charger includes system power supply connection means, power conversion means electrically connected to the output of the system power supply connection means, first connection means and second connection means electrically connected to the output of the power conversion means. A connection means, an operation unit, and a vehicle identification unit,
In a standby mode in which the charger is not charging, when the operation unit receives a charging request for the electric vehicle and the vehicle identification unit identifies the electric vehicle as a registered vehicle, the charger exits the standby mode. shifting to a first charging mode in which the registered vehicle is charged by the first connection means;
In the standby mode of the charger, when the operation unit receives a charging request for the electric vehicle and the vehicle identification unit identifies the electric vehicle as an unregistered vehicle, the charger exits the standby mode from the second charging mode. Transitioning to a second charging mode for charging the unregistered vehicle by the connecting means,
In the second charging mode of the charger, the operation unit receives a charging request for an electric vehicle different from the vehicle being charged, and the vehicle identification unit identifies the electric vehicle different from the vehicle being charged as the registered vehicle. A charging station, wherein upon identification, the charger interrupts the second charging mode and transitions to the first charging mode. A charging station according to claim 1, wherein
In the first charging mode of the charger, the operation unit receives a charging request for an electric vehicle different from the vehicle being charged, and the vehicle identification unit recognizes the unregistered vehicle as an electric vehicle different from the vehicle being charged. , the charger does not transition to the second charging mode. A charging station according to claim 1 or claim 2,
The charger is in the first charging mode, the operation unit receives a charging request for an electric vehicle different from the vehicle being charged, and the vehicle identification unit selects an electric vehicle different from the vehicle being charged as the non-electric vehicle. A charging station characterized in that, when the vehicle is identified as a registered vehicle, the charging station shifts to the second charging mode after the first charging mode is completed. The charging station according to any one of claims 1 to 3,
The charger further includes switching means, and when the charger shifts to the first charging mode, the switching means switches the connection destination of the output of the power conversion means to the first connection means, and the charger switches to the first connection means. The charging station, wherein when shifting to the second charging mode, the switching means switches the connection destination of the output of the power converting means to the second connecting means. The charging station according to any one of claims 1 to 3,
The charger further has a display unit, and when the charger is in the first charging mode, the display unit displays that the unregistered vehicle cannot be charged, and when the charger is in the standby mode. , the charging station, wherein the display unit displays that the unregistered vehicle can be charged. A charging station according to claim 5,
The charging station, wherein the charger refers to reservation information of the charger, and the display unit displays a time slot without reservations calculated from the reservation information. The charging station according to any one of claims 1 to 6,
The charger has a first storage portion for storing at least a portion of the first connection means and a second storage portion for storing at least a portion of the second connection means, the first storage portion comprising: a first locking mechanism that restricts removal of the first connecting means; the second housing portion has a second locking mechanism that limits removal of the second connecting means; When the charger shifts from the standby mode to the first charging mode, the first locking mechanism is unlocked, and when the charger shifts from the standby mode to the second charging mode, the second locking mechanism is unlocked. A charging station characterized by: The charging station according to any one of claims 1 to 7,
The charger includes a first housing that houses the system power connection means and the power conversion means, and a second housing that houses the switching means, the first connection means, and the second connection means. A charging station, characterized by: The charging station according to any one of claims 1 to 8,
The charging station, wherein the system power connection means, the power conversion means, and the switching means are arranged in one housing. The charging station according to any one of claims 1 to 9,
The charging station, wherein the charger includes a plurality of power conversion means, a plurality of switching means, a plurality of the first connection means, and a plurality of the second connection means. The charging station according to any one of claims 1 to 10,
The charging station has at least one charger, at least one charger different from the charger, and at least three parking spaces in a row, wherein the chargers are at least one in the row. A charging station for charging electric vehicles parked in two parking spaces closest to either end of three parking spaces. The charging station according to any one of claims 1 to 10,
The plurality of parking spaces are classified into a first parking space for parking the registered vehicle and a second parking space for parking the non-registered vehicle. The first connection means and the second connection means are arranged between the parking space, and the first connection means is closer to the first parking space than the second connection means, charging station. A charging station comprising a charger for charging an electric vehicle and a parking space for parking the electric vehicle,
The charger comprises system power connection means, power conversion means electrically connected to the output of the system power connection means, and connection means electrically connected to the output of the power conversion means,
When the charger receives a charge request for the electric vehicle in a non-charging state and identifies the electric vehicle as a registered vehicle, the charger charges the registered vehicle through the connection means;
When the charger receives a charge request for the electric vehicle in a non-charging state and identifies the electric vehicle as an unregistered vehicle, it charges the unregistered vehicle through the connection means;
When the charger receives a charging request for an electric vehicle different from the vehicle being charged when charging the unregistered vehicle, and identifies the electric vehicle different from the vehicle being charged as the registered vehicle, the unregistered vehicle is charged. A charging station that suspends charging of a vehicle and charges the registered vehicle. 14. A charging station according to claim 13, wherein
When the charger receives a charging request for an electric vehicle different from the vehicle being charged when charging the registered vehicle, and identifies the electric vehicle different from the vehicle being charged as the unregistered vehicle, the registered vehicle charging station, wherein the non-registered vehicle is not charged until the charging of the vehicle is completed.

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