JPH1169512A - Electric car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it possible to charge car batteries with a small-capacity charger by mounting a first and a second car batteries, supplying power from the first or second car batteries to a drive circuit by the setting of change-over switches, and controlling the flow of the curent of a motor for running on the basis of an acceleration signal. SOLUTION: Car batteries 2, 3 are mounted, and power is supplied to an inverter circuit 4 through a key switch 500 from the car battery 2 or 3, and the flow of the current of a DC brushless motor 1 for running is controlled in accordance with an acceleration signal 41. Here, if a car runs by setting power supply to that from the car battery 2 for example, by the change-over switches 5, 6, and the car arrives at a charging point reserving a residual capacity, it is possible to perform charging even with a small-capacity charger 7 in a short time. Besides, if the car battery 2 is wholly consumed in the cource of traveling, it is possible to change power supply over to that from the car battery 3 and to continue running.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle which runs by rotating a motor with a vehicle-mounted battery.

[0002]

2. Description of the Related Art An electric vehicle having a running motor, a vehicle-mounted battery, and a motor drive circuit that receives power supplied from the vehicle-mounted battery and controls the energization of the motor based on an accelerator signal corresponding to the amount of depression of an accelerator. Is conventionally known. In general, an electric vehicle charges a vehicle-mounted battery by the following method. (A) Charge quickly with a desk lamp. (B) Charge with a charger connected to a commercial power supply (AC-100V) for home use. (C) The electric vehicle is of a hybrid type and is charged with electric power generated by a generator driven by an engine.

[0003]

An electric vehicle is stranded when a vehicle's battery rises at a railroad crossing, an intersection, a toll road, or the like. There are only about two or three desk lamps in a prefecture that charge on-board batteries of electric vehicles. It is to be noted that the vehicle battery is easily deteriorated when quick charging is performed.
When charging a vehicle-mounted battery of an electric vehicle using a household commercial power supply (AC-100V), a large-capacity charging device is required and a long charging time is required. In a hybrid electric vehicle, the remaining capacity of the on-board battery changes drastically, so that the structure and control of an engine controller for controlling the output of the engine are complicated.

[0004] A first object of the present invention is to provide an electric vehicle which can charge a vehicle-mounted battery with a relatively small-capacity charging device in a relatively short time. A second object of the present invention is to provide an electric vehicle which can be moved by a spare vehicle-mounted battery even when the vehicle-mounted battery is exhausted and can avoid danger. A third object of the present invention is to provide a hybrid electric vehicle in which the configuration of an engine controller for controlling the output of the engine is simple and good.

[0005]

In order to solve the above-mentioned problems,
The present invention employs the following configuration. (1) An electric vehicle receives electric power from a traveling motor, a first vehicle-mounted battery, a second vehicle-mounted battery, and a first or second vehicle-mounted battery, and generates an accelerator signal corresponding to an accelerator pedal depression amount. A motor drive circuit for controlling the energization of the motor based on the first terminal, one terminal of the first vehicle battery is connected to the first terminal, one terminal of the second vehicle battery is connected to the second terminal, A first changeover switch connected to the input side of the motor drive circuit, which switches in conjunction with the first changeover switch, and connects one pole of the second vehicle-mounted battery to a first terminal; A second switch that connects one terminal of the first vehicle-mounted battery to a terminal and has a common terminal connected to a charging terminal.

(2) The electric vehicle includes a traveling motor,
A first vehicle battery, a second vehicle battery, and a third vehicle battery, and power is supplied from the first, second, or third vehicle battery, and based on an accelerator signal corresponding to an accelerator pedal depression amount. A motor drive circuit for controlling the energization of the motor, a first terminal connected to one pole of the first vehicle-mounted battery, a second terminal connected to one pole of the second vehicle-mounted battery, and a third terminal connected to the third terminal. A first switch connected to one pole of a third vehicle-mounted battery and a common terminal connected to the input side of the motor drive circuit, and switched in conjunction with the first switch, and connected to the first terminal The third
One terminal of the vehicle-mounted battery is connected, and the first terminal is connected to the second terminal.
One terminal of the on-vehicle battery is connected, and the second terminal is connected to the third terminal.
And a second changeover switch having a common terminal connected to the charging terminal and having one terminal connected to the vehicle-mounted battery.

(3) The electric vehicle has the configuration of (1) or (2) above, in which one of the on-board batteries has a small capacity and the remaining on-board batteries have a large capacity.

(4) The electric vehicle has any one of the above-mentioned constitutions (1) to (3), and the charging terminal is connected to a charging device using a home commercial power supply at the time of charging.

(5) The electric vehicle has any one of the above constitutions (1) to (3), and has an engine mounted on the vehicle, a generator driven by the engine, and an input side connected to the generator. Connected, a charging circuit having an output side connected to the charging terminal,
An engine controller that controls the output of the engine in accordance with the state of charge of the onboard battery being charged.

[0010]

[Action and effect of the invention]

[Claims 1, 4 and 5] For example, when traveling using the power of a first vehicle-mounted battery, first and second changeover switches are provided on the side where the common terminal is connected to each first terminal. Set. One pole of the first vehicle-mounted battery is electrically connected to the motor via the first terminal of the first changeover switch → the common terminal of the first changeover switch → the motor drive circuit. If the key switch is ON, the motor drive circuit receives power supply from the first vehicle-mounted battery and controls the energization of the motor based on an accelerator signal corresponding to the accelerator pedal depression amount.

When the power of the first vehicle battery is used up,
On the side where the common terminal is connected to the respective second terminals,
The second switch is switched. One pole of the second vehicle-mounted battery is electrically connected to the motor via the second terminal of the first changeover switch → the common terminal of the first changeover switch → the motor drive circuit. In the unlikely event that the vehicle enters the railroad crossing, intersection, toll road, or the like while the power of the first vehicle-mounted battery is used up, the vehicle is not stuck because the vehicle can run using the power of the second vehicle-mounted battery. It is safe.
In addition, one of the poles of the first vehicle-mounted battery is electrically connected to the second terminal of the second changeover switch → the common terminal of the second changeover switch → the charging terminal. Charging can be performed (for safety, the key switch is turned off).

Normally, the on-board battery of an electric vehicle is 30
Since the battery is set to have a large capacity such that it can travel about 0 km, it is necessary to use a large-capacity charger to charge the battery for a long time when charging at home. However, since the electric vehicle having the configuration of claim 1 + 4 has two on-board batteries (first and second on-board batteries), it has a relatively small capacity using a commercial power supply for home use. The battery can be charged in a relatively short time (1/2 of the conventional) by a (1/2 of the conventional) charging device, and is easy to use.

A conventional hybrid electric vehicle has a configuration in which a vehicle-mounted battery is charged by a generator while traveling, so that the remaining capacity of the vehicle-mounted battery changes drastically, and the structure of an engine controller for controlling the output of an engine and its structure. Control becomes complicated. However, in the hybrid electric vehicle having the configuration of claim 1 + claim 5, the electric power generated by the generator driven by the engine is supplied via the charging circuit.
Since the in-vehicle battery not used for traveling is charged, the remaining capacity of the in-vehicle battery on the charging side does not change depending on the traveling state. Therefore, the structure of the engine controller for controlling the output of the engine may be simple, and the control may be simple.

For example, when the vehicle runs using the power of the first vehicle-mounted battery, the first and second terminals are connected to the side where the common terminal is connected to each first terminal.
Set the changeover switch of. One pole of the first vehicle-mounted battery is electrically connected to the motor via the first terminal of the first changeover switch → the common terminal of the first changeover switch → the motor drive circuit. If the key switch is ON, the motor drive circuit receives power supply from the first vehicle-mounted battery and controls the energization of the motor based on an accelerator signal corresponding to the accelerator pedal depression amount.

When the power of the first vehicle battery is used up,
On the side where the common terminal is connected to the respective second terminals,
The second switch is switched. One pole of the second vehicle-mounted battery is electrically connected to the motor via the second terminal of the first changeover switch → the common terminal of the first changeover switch → the motor drive circuit. If the key switch is ON, the motor drive circuit receives power supply from the second vehicle-mounted battery,
You can continue driving. In addition, since one pole of the first vehicle-mounted battery is connected to the second terminal of the second changeover switch → the common terminal of the second changeover switch → the charging terminal, the empty first vehicle-mounted battery is charged. Can be done (for safety,
The key switch is turned off).

When the power of the second vehicle battery is used up,
On the side where the common terminal is connected to each third terminal,
The second switch is switched. One pole of the third vehicle-mounted battery is electrically connected to the motor via the third terminal of the first changeover switch → the common terminal of the first changeover switch → the motor drive circuit. If the key switch is ON, the motor drive circuit receives power supply from the third vehicle battery,
You can continue driving. Also, since one pole of the second vehicle-mounted battery is electrically connected to the third terminal of the third changeover switch → the common terminal of the third changeover switch → the charging terminal,
The empty second vehicle battery can be charged (the key switch is turned off for safety).

Even if the power of the on-board battery is used up, the vehicle can run using the power of the remaining on-board battery (one or two), so that the vehicle is not stuck at a railroad crossing, at an intersection, or on a toll road. is there.

Normally, an onboard battery of an electric vehicle has a capacity of 30
Since it is set to a large capacity that can run about 0 km,
When charging at home, it is necessary to perform charging over a long period of time using a large-capacity charging device. However, claim 2
The electric vehicle having the configuration of +4 has three on-vehicle batteries (first, second, and third on-vehicle batteries). Therefore, a relatively small-capacity charging device using a home commercial power supply ( A relatively short time (1/3 of conventional)
/ 3) The battery can be recharged, which is convenient.

A conventional hybrid electric vehicle has a configuration in which a vehicle-mounted battery is charged by a generator while traveling, so that the remaining capacity of the vehicle-mounted battery changes drastically, and the structure of an engine controller for controlling the output of the engine and its structure. Control becomes complicated. However, in the hybrid electric vehicle having the configuration of claim 2 + claim 5, the electric power generated by the generator driven by the engine is supplied via the charging circuit.
Since the in-vehicle battery not used for traveling is charged, the remaining capacity of the in-vehicle battery on the charging side does not change depending on the traveling state. Therefore, the structure of the engine controller for controlling the output of the engine may be simple, and the control may be simple.

[Claim 3] Normally, the vehicle travels by using the power of a large-capacity vehicle-mounted battery. In the unlikely event that the power of the large-capacity in-vehicle battery is used up,
When entering an intersection or a toll road, it is possible to travel using the power of a small-capacity on-board battery,
Without getting stuck, you can escape and travel to a charging point such as your home.

In the case of the first and third aspects, the effect of the first aspect (the battery can be charged in a relatively short time by using a relatively small-capacity charging device) is weakened. However, since the vehicle travels using a large-capacity in-vehicle battery, the traveling distance before switching the changeover switch can be longer than in a configuration in which two in-vehicle batteries having the same capacity are mounted.

The configuration of claim 2 + 3 also has the advantageous effect of claim 2 (the battery can be charged in a relatively short time by using a relatively small-capacity charging device). It is a combination.

[0023]

DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention (Claim 1,
4) will be described based on FIG. As shown in FIG. 1, an electric vehicle A includes a DC brushless motor 1 for traveling.
And an in-vehicle battery 2 and an in-vehicle battery 3, an inverter circuit 4 supplied with power from the in-vehicle batteries 2 and 3 to control the energization of the DC brushless motor 1, and an inverter circuit based on an accelerator signal 411 corresponding to an accelerator pedal depression amount. The control terminal 41 controls the (+) pole 21 of the vehicle-mounted battery 2 to the first terminal 61, the (+) pole 31 of the vehicle-mounted battery 3 to the second terminal 62, and the common terminal 60 A first changeover switch 6 connected to the input side of the inverter circuit 4 via the switch 500, switches in conjunction with the first changeover switch 6, and connects the (+) pole of the vehicle-mounted battery 3 to the first terminal 51. 31 is connected, the (+) pole 21 of the vehicle-mounted battery 2 is connected to the second terminal 52, and the second switch 5 is connected to the common terminal 50 to the charging terminal 70. Reference numeral 7 denotes a relatively small-capacity charging device that uses a commercial power supply (AC-100V) to charge the on-vehicle batteries 2 and 3.

The onboard batteries 2 and 3 have a large capacity (200 A).
h / 5h x 2) lead-acid battery with a terminal voltage of about 30
0V.

The inverter circuit 4 is a known circuit in which six IGBTs and flywheel diodes are bridge-connected. The control circuit 41 controls the inverter circuit 4 based on a signal from the current sensor 410 and an accelerator signal 411 corresponding to the amount of depression of an accelerator (not shown).

Next, advantages of the electric vehicle A will be described together with its operation. First, the first and second changeover switches 6, 5 are set to the illustrated side. If you turn on the key switch 500,
The inverter circuit 4 controls the energization of the DC brushless motor 1 by receiving power supply from the on-vehicle battery 2, and the electric vehicle A runs.

When the vehicle arrives at a charging point such as a home without using up all the power of the on-vehicle battery 2, the first and the second
Switches 6 and 5 are switched to the opposite sides of the drawing, and the switch 700 of the charging device 7 is turned on to charge the vehicle-mounted battery 2. At this time, since only the on-board battery 2 is charged, charging can be performed in a relatively short time (about 10 hours) by the charging device 7 having half the capacity of the conventional battery.

When the electric power of the on-vehicle battery 2 is used up while the vehicle is running, the first and second changeover switches 6 and 5 are switched to the opposite side and the key switch 500 is turned on. Receives the power supply from the vehicle-mounted battery 3, controls the energization of the DC brushless motor 1, and the electric vehicle A can continue to run. Therefore, even if the on-board battery rises at a railroad crossing, an intersection, a toll road, or the like, the electric vehicle A does not get stuck and is safe.

Next, a second embodiment of the present invention will be described.
3 and 4) will be described with reference to FIG. The electric vehicle B is the same as the electric vehicle A except for the following configuration. The vehicle-mounted battery 2 is a large-capacity (300 Ah / 5 h) lead storage battery, and has a terminal voltage of about 300 V. The on-board battery 3 has a smaller capacity (100 Ah / 5
h) is a lead storage battery, and the terminal voltage is about 300V.

Next, advantages of the electric vehicle B will be described together with its operation. First, the first and second changeover switches 6, 5 are set to the illustrated side. If you turn on the key switch 500,
The inverter circuit 4 receives power supply from the vehicle-mounted battery 2 to control the energization of the DC brushless motor 1, and the electric vehicle B runs.

If the vehicle battery 2 goes up at a railroad crossing, an intersection, a toll road, or the like, the first and second changeover switches 6 and 5 are switched to the opposite side and the key switch 500 is turned on. , The inverter circuit 4 receives power supply from the vehicle-mounted battery 3 and
, So that the electric vehicle B can continue to run. Therefore, even if the vehicle-mounted battery 3 rises at a railroad crossing, an intersection, a toll road, or the like, the electric vehicle B does not get stuck,
It is safe.

The electric vehicle B has a large capacity (300 Ah / 5
h), the first and second changeover switches 6, 5 are compared with the electric vehicle A equipped with the 200Ah / 5h on-board batteries 2, 3.
It is possible to increase the traveling distance before switching.

Next, a third embodiment of the present invention (Claim 2,
4) will be described with reference to FIG. As shown in FIG. 2, the electric vehicle C is a DC brushless motor 1 for traveling.
Battery 81, 82, 83, an inverter circuit 4 which receives power supply from the vehicle-mounted batteries 81, 82, 83 and controls the energization of the DC brushless motor 1, and an accelerator signal 411 corresponding to the accelerator pedal depression amount. A control circuit 41 for controlling the inverter circuit 4 with the first terminal 6
1 is connected to the (+) pole 811 of the vehicle-mounted battery 81, the second terminal 62 is connected to the (+) pole 821 of the vehicle-mounted battery 82, and the third terminal 63 is connected to the (+) pole 831 of the vehicle-mounted battery 83. , The common terminal 60 is connected to the input side of the inverter circuit 4 via the key switch 500.
And switches in conjunction with the first changeover switch 6, and the (+) pole 83 of the vehicle-mounted battery 83 is connected to the first terminal 51.
1, the (+) pole 811 of the vehicle-mounted battery 81 is connected to the second terminal 52, and the (+) pole 811 of the vehicle-mounted battery 82 is connected to the third terminal 53.
(+) The second switch 5 is connected to the pole 821, and the common terminal 50 is connected to the charging terminal 70.

The on-vehicle batteries 81, 82, and 83 are large-capacity (150 Ah / 5h.times.3) lead storage batteries with a terminal voltage of about 300 V. In addition, DC brushless motor 1,
The configurations of the inverter circuit 4 and the control circuit 41 are the same as those of the electric vehicles A and B.

Next, advantages of the electric vehicle C will be described together with its operation. First, the first and second changeover switches 6, 5 are set to the illustrated side. If you turn on the key switch 500,
The inverter circuit 4 receives power supply from the on-vehicle battery 81 to control the energization of the DC brushless motor 1, and the electric vehicle C runs.

When the vehicle reaches the charging point such as at home without using all the power of the vehicle-mounted battery 81, the first and second changeover switches 6, 5 are switched to the second step.
When the switch 700 of the charging device 7 is turned on, the vehicle-mounted battery 8 is turned on.
Charge 1. At this time, since only the in-vehicle battery 81 is charged, the charging can be performed in a relatively short time (about 8 hours) by the conventional charging device 7 having a capacity of 1/3.

When the electric power of the on-vehicle battery 81 is exhausted during traveling, the first and second changeover switches 6 and 5 are switched to the second step, and the key switch 500 is turned on.
In this case, the inverter circuit 4 receives the power supply from the vehicle-mounted battery 82 and controls the energization of the DC brushless motor 1.
The electric vehicle C can continue to run.

Further, when the electric power of the on-vehicle battery 82 is exhausted, the first and second changeover switches 6, 5 are switched to the third step, and the key switch 500 is turned on. Electric power is supplied from the battery 82 to control the energization of the DC brushless motor 1, so that the electric vehicle C can continue to run.

As described above, even if the electric power of the on-board batteries 81 and 82 is completely used, the vehicle can be run using the electric power of the remaining on-board batteries, so that the vehicle is not stuck at a railroad crossing, an intersection, or a toll road, and is safe. is there.

Next, a fourth embodiment of the present invention (Claim 2,
3 and 4) will be described with reference to FIG. The electric vehicle D is the same as the electric vehicle C except for the following configuration. The in-vehicle batteries 81 and 82 have a large capacity (200 Ah / 5 h)
And the terminal voltage is about 300V. The vehicle-mounted battery 83 is a lead storage battery having a smaller capacity (50 Ah / 5h) than the vehicle-mounted batteries 81 and 82, and has a terminal voltage of about 300V.

Even if the vehicle enters the crossing, the intersection, the toll road, or the like with the power of the on-board batteries 81 and 82 being used up, the first and second changeover switches 6 and 5 are set to the third position.
When the key switch 500 is turned ON, the vehicle can travel and is safe without getting stuck.

The electric vehicle D can be charged in a relatively short time (about 10 hours) by the conventional charging device 7 having a capacity of (1/2) + α. Further, as compared with the electric vehicle C equipped with three in-vehicle batteries having the same capacity, the traveling distance before the first and second changeover switches 6, 5 are switched from the first step to the second step is longer.

Next, a fifth embodiment of the present invention (Claim 1,
5) will be described with reference to FIG. Electric car E
Is a vehicle-mounted engine 91, a generator 92 driven by the engine 91, and a charging circuit 94 having an input side connected to the generator 92 and an output side connected to the charging terminal 90.
And an engine controller 93 that controls the output of the engine in accordance with the state of charge of the on-board battery being charged. The other configuration is the same as that of the electric vehicle A.

First, the first and second changeover switches 6 and 5 are set to the illustrated side. When the key switch 500 is turned on, the inverter circuit 4 receives power supply from the vehicle-mounted battery 2 to control the energization of the DC brushless motor 1, and the electric vehicle E runs.

If the power of the on-vehicle battery 2 is exhausted during driving, or the first and second changeover switches 6 and 5 are switched to the non-illustrated side and the key switch 500 is turned on immediately before the exhaustion, the inverter circuit 4 Electric power is supplied from the vehicle-mounted battery 3 to control the energization of the DC brushless motor 1, so that the electric vehicle E can continue to run, and does not get stuck at a crossing, an intersection, a toll road, or the like, and is excellent in safety.
The charging of the vehicle-mounted battery 2 is started when the first and second changeover switches 6 and 5 are switched to the opposite sides in the drawing.

An ordinary hybrid electric vehicle (one on-board battery) has a configuration in which the on-board battery is charged by a generator while running, so that the remaining capacity of the on-board battery changes drastically, and the output of the engine is controlled. The structure of the engine controller and its control are complicated. However, the electric vehicle E has a configuration in which the electric power generated by the generator driven by the engine is charged via the charging circuit 94 to the in-vehicle battery (in-vehicle battery 3 in FIG. 3) not used for traveling. In addition, the remaining capacity of the vehicle-mounted battery on the charging side does not change depending on the running state. Therefore, the structure of the engine controller 93 for controlling the output of the engine may be simple, and the control may be simple.

Next, a sixth embodiment of the present invention will be described.
4) will be described with reference to FIG. Electric car F
Differs from the electric vehicle A in the following points. 1a is an AC motor, which generates AC power during regenerative braking. The regenerative braking is when the driver steps on the brake pedal 501 to apply braking, the switch 502 is turned off, the contact 504 of the relay 503 is turned off, and battery power is supplied to the inverter circuit 4a. It is in a state of disappearing.

The inverter circuit 4a has a battery charging circuit, and sends out a charging output from the charging terminal 412 when the AC motor is operating as a generator (during regenerative braking). This charge output is supplied to the common terminal 50 of the second changeover switch 5. In addition, 701 and 702 are backflow prevention diodes. This embodiment is configured to charge the battery not used for traveling during regenerative braking, so that the charging time after returning to home or the like can be reduced.

Next, a seventh embodiment of the present invention will be described.
5) will be described with reference to FIG. Electric car G
Differs from the electric vehicle E in the following points. Charging circuit 94
Is provided with a floating charging terminal 941 and charges a running battery via a third switch 510.

In the electric vehicle G of this embodiment, even if a traffic jam is encountered while using electric components such as an air conditioner, a heater, a headlight, etc., the battery used for the operation and running of the electric components is charged by floating charging. Therefore, it is possible to avoid running out of the battery.

Next, an eighth embodiment (corresponding to claim 1) of the present invention will be described with reference to FIG. The electric vehicle I differs from the electric vehicle A in the following points. The charging device is a fuel cell 7a of a methanol reforming type. Further, hydrogen may be used as the fuel. In the electric vehicle I of this embodiment, the battery not used for traveling is charged by the fuel cell 7a. The electric vehicle I of the present embodiment does not need to be charged with AC-100V, does not require much labor, and is easy to use.

Next, a ninth embodiment (corresponding to claim 1) of the present invention will be described with reference to FIG. The electric vehicle J differs from the electric vehicle I in the following points. In the electric vehicle J of this embodiment, a floating charging circuit 7b is provided, and a battery used for traveling is charged by a fuel cell 7a. For this reason, even if traffic congestion is encountered while using electrical components such as air conditioners, heaters, headlights, etc., the batteries used for the operation and traveling of the electrical components are charged by floating charging, thereby avoiding the battery running out. can do.

The present invention includes the following embodiments in addition to the above embodiments. a. In each of the above embodiments, the first and second changeover switches are of a manual type, but may be constituted by a large capacity relay. In this case, the switching may be performed by a changeover switch provided in the driver's seat, or the configuration may be such that the switching is automatically performed when the battery capacity monitoring means detects that the capacity of the battery is almost empty. In any case, it is preferable to switch only during stoppage.

B. The in-vehicle battery may be an alkaline storage battery, a metal-air battery, a sodium-sulfur battery, or the like, as long as it can be charged. Further, the electric capacity of the vehicle-mounted battery and the terminal voltage (preferably 90 V to 400 V) may be determined as appropriate.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a charging device for an electric vehicle according to first and second embodiments of the present invention.

FIG. 2 is a configuration diagram of an electric vehicle charging apparatus according to third and fourth embodiments of the present invention.

FIG. 3 is a configuration diagram of a charging device for an electric vehicle according to a fifth embodiment of the present invention.

FIG. 4 is a configuration diagram of an electric vehicle charging apparatus according to a sixth embodiment of the present invention.

FIG. 5 is a configuration diagram of an electric vehicle charging apparatus according to a seventh embodiment of the present invention.

FIG. 6 is a configuration diagram of a charging device for an electric vehicle according to an eighth embodiment of the present invention.

FIG. 7 is a configuration diagram of a charging device for an electric vehicle according to a ninth embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 DC brushless motor (motor for driving | running) 2, 81 In-vehicle battery (1st in-vehicle battery) 3, 82 In-vehicle battery (2nd in-vehicle battery) 4 Inverter circuit (motor drive circuit) 5 2nd changeover switch 6th 1 changeover switch 41 control circuit (motor drive circuit) 50, 60 common terminal 51, 61 first terminal 52, 62 second terminal 53, 63 third terminal 70, 90 charging terminal 83 vehicle-mounted battery (third vehicle-mounted battery) 91 engine 92 generator 93 engine controller 94 charging circuit 411 accelerator signal A, B, C, D, E, F, G, H, I, J Electric vehicle

Claims (5)

[Claims] A vehicle motor, a first vehicle-mounted battery, a second vehicle-mounted battery, and power supplied from a first or second vehicle-mounted battery, and based on an accelerator signal corresponding to an accelerator pedal depression amount. A motor drive circuit for controlling the energization of the motor, and a first terminal connected to one pole of the first vehicle-mounted battery;
A second terminal is connected to one pole of the second vehicle-mounted battery,
A first changeover switch having a common terminal connected to the input side of the motor drive circuit, and switching in conjunction with the first changeover switch, and connecting a first terminal of the second vehicle-mounted battery to the first terminal; An electric vehicle comprising: a second terminal connected to one terminal of the first vehicle-mounted battery to a second terminal; and a second switch connected to a common terminal to a charging terminal. 2. A motor for traveling, a first vehicle-mounted battery, a second vehicle-mounted battery, and a third vehicle-mounted battery, and a power supply received from the first, second, or third vehicle-mounted battery. A motor drive circuit for controlling the energization of the motor based on an accelerator signal corresponding to a stepping amount of the motor;
One terminal of the first vehicle-mounted battery is connected to the terminal,
One terminal of the second vehicle-mounted battery is connected to the terminal,
A first switch connected to a terminal of the third vehicle-mounted battery and a common terminal connected to an input side of the motor drive circuit; One terminal of the third vehicle-mounted battery is connected to one terminal, one terminal of the first vehicle-mounted battery is connected to the second terminal, one terminal of the second vehicle-mounted battery is connected to the third terminal, An electric vehicle, comprising: a second switch in which a common terminal is connected to a charging terminal. 3. The electric vehicle according to claim 1, wherein one of the on-board batteries has a small capacity and the remaining on-board batteries have a large capacity. 4. The electric vehicle according to claim 1, wherein the charging terminal is connected to a charging device using a commercial power supply for home use during charging. 5. An electric vehicle, comprising: an on-board engine; a generator driven by the engine; a charging circuit having an input connected to the generator and an output connected to the charging terminal; The electric vehicle according to any one of claims 1 to 3, wherein the electric vehicle is a hybrid type including an engine controller that controls an output of the engine according to a state of charge of a vehicle-mounted battery therein.