WO2011013387A2 - Charging apparatus and vehicle - Google Patents

Charging apparatus and vehicle Download PDF

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Publication number
WO2011013387A2
WO2011013387A2 PCT/JP2010/004864 JP2010004864W WO2011013387A2 WO 2011013387 A2 WO2011013387 A2 WO 2011013387A2 JP 2010004864 W JP2010004864 W JP 2010004864W WO 2011013387 A2 WO2011013387 A2 WO 2011013387A2
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WO
WIPO (PCT)
Prior art keywords
power
section
charging apparatus
terminal
power line
Prior art date
Application number
PCT/JP2010/004864
Other languages
French (fr)
Other versions
WO2011013387A3 (en
Inventor
Ryota Yukizane
Original Assignee
Panasonic Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Panasonic Corporation filed Critical Panasonic Corporation
Priority to EP10757484A priority Critical patent/EP2459408A2/en
Publication of WO2011013387A2 publication Critical patent/WO2011013387A2/en
Publication of WO2011013387A3 publication Critical patent/WO2011013387A3/en
Priority to US13/361,648 priority patent/US9007016B2/en

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    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04B—TRANSMISSION
    • H04B3/00—Line transmission systems
    • H04B3/54—Systems for transmission via power distribution lines
    • H04B3/56—Circuits for coupling, blocking, or by-passing of signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/16—Driver interactions by display
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04B—TRANSMISSION
    • H04B2203/00—Indexing scheme relating to line transmission systems
    • H04B2203/54—Aspects of powerline communications not already covered by H04B3/54 and its subgroups
    • H04B2203/5462—Systems for power line communications
    • H04B2203/5491—Systems for power line communications using filtering and bypassing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • This invention relates to a charging apparatus and vehicle.
  • a charging apparatus is installed at a location adjacent to the home, and power is supplied to a vehicle utilizing power of a power supply in the home.
  • a charging apparatus of an embodiment shown below supplies power to a vehicle having an electrical storage apparatus that stores power supplied from outside, and an in-vehicle device that is connected to the storage apparatus via a power line and performs power line communication using the power line; and has a first power conversion section that converts first power to second power and supplies the second power to the electrical storage apparatus, and a first bypass section that bypasses the first power conversion section and transmits a power line communication signal transmitted from the in-vehicle device.
  • a vehicle of an embodiment shown below has an above-described charging apparatus, an electrical storage apparatus that stores power supplied from the charging apparatus, a wheel driving section that rotates a wheel utilizing power stored in the electrical storage apparatus, and an in-vehicle device that is connected to the electrical storage apparatus via a power line.
  • a charging apparatus of an embodiment shown below has a configuration having a first power conversion section that converts first power to second power and supplies the second power to an electrical storage apparatus, and a first bypass section that bypasses the first power conversion section and transmits a power line communication signal
  • a power line communication signal can bypass the first power conversion section by means of the first bypass section, and, for example, an information device outside a vehicle body and an in-vehicle device can perform power line communication via a power line even via a charging apparatus.
  • a power line communication signal can bypass the first power conversion section by means of the first bypass section, and power line communication can be performed even via a charging apparatus.
  • FIG.1 is a drawing showing a configuration of a vehicle charging system according to Embodiment 1;
  • FIG.2 is a drawing showing a configuration of a vehicle of the above vehicle charging system;
  • FIG.3 is a block diagram showing a configuration of a vehicle of the above vehicle charging system;
  • FIG.4 is a block diagram showing a configuration of a charging apparatus installed in the vehicle shown in FIG.2;
  • FIG.5 is a block diagram showing a configuration of an electrical storage apparatus installed in the above vehicle;
  • FIG.6 is a schematic diagram showing a configuration of a vehicle according to Embodiment 2;
  • FIG.7 is a block diagram showing a configuration of a charging apparatus of the above vehicle;
  • FIG.8 is a block diagram showing a sample variant of FIG.7;
  • FIG.9 is a block diagram showing another sample variant of FIG.7;
  • FIG.10 is a block diagram showing another sample variant of FIG.7;
  • FIG.11 is a block diagram showing a sample variant of FIG.
  • Embodiment 1 First, a vehicle charging system according to Embodiment 1 will be described with reference to FIG.1 through FIG.4. A case will be described here by way of example in which a vehicle is an electric vehicle in which an electrical storage apparatus and a motor that rotates a wheel as a wheel driving section are installed, and the motor is driven using charge power of the electrical storage apparatus.
  • FIG.1 is a schematic diagram showing a configuration of vehicle charging system 1 according to Embodiment 1.
  • vehicle charging system 1 has charging apparatus 3, and vehicle 2 connected to charging apparatus 3 via power line 4 (a first power line).
  • charging apparatus 3 is installed at a location adjacent to home 6, and is connected to power supply 7 of home 6.
  • a power plug of charging apparatus 3 is connected to an exterior outlet connected to power line 7a of power supply 7.
  • power required in charging apparatus 3 is supplied from power supply 7 of home 6.
  • charging apparatus 3 supplies power to vehicle 2 utilizing power of power supply 7 of home 6.
  • power is supplied to vehicle 2 via power line 4, and electrical storage apparatus 10 of vehicle 2 is charged.
  • Electrical storage apparatus 10 has, for example, a lead-acid battery, a lithium-ion battery, or the like.
  • FIG.2 is a schematic diagram showing a configuration of vehicle 2 of vehicle charging system 1 according to Embodiment 1. As shown in FIG.2, vehicle 2 stores power in electrical storage apparatus 10 of vehicle body 2a when power is supplied to power supply inlet 5.
  • charging apparatus 3 and electrical storage apparatus 10 cannot be directly connected. Consequently, charging apparatus 12 is provided between charging apparatus 3 and electrical storage apparatus 10, and power is converted from alternating-current to direct-current by charging apparatus 12.
  • FIG.3 is a block diagram showing a configuration of vehicle 2 of vehicle charging system 1 according to Embodiment 1. As shown in FIG.3, power supply inlet 5 is connected to charging apparatus 12 via power line 12a, and charging apparatus 12 is connected to electrical storage apparatus 10 via power line 12b.
  • the vehicle owner When performing a charging operation, the vehicle owner first places the vehicle key of vehicle 2 in a stopped state to prevent vehicle 2 from moving forward or otherwise starting to move by itself, and then leaves vehicle 2 -- that is, stops the supply of power from electrical storage apparatus 10 to motor driving section 16 for safety.
  • the switch When vehicle 2 is placed in a stopped state, the switch (connecting section) is placed in the open state -- that is, the switch is placed in a non-connecting state -- and stops the supply of power from electrical storage apparatus 10 to motor driving section 16.
  • the vehicle owner then connects power line 4 from charging apparatus 3 to power supply inlet 5 of vehicle 2. By this means, power can be supplied to vehicle 2 from charging apparatus 3.
  • motor driving section 16 power stored in electrical storage apparatus 10 is supplied to motor driving section 16, and motor (wheel driving section) 17 is driven by motor driving section 16. Also, in vehicle 2, motor driving section 16 is controlled by vehicle control section 14, and wheel 18 is rotated by motor 17, enabling vehicle 2 to move to another location.
  • In-vehicle device 11 is connected to power line 10a of electrical storage apparatus 10 (a second power line), and has power supplied thereby. Also, a communication section (not shown) of in-vehicle device 11 is connected to power line 10a of electrical storage apparatus 10 via power line communication section 11a.
  • charging apparatus 12 (FIG.2) is designed so that an element such as a switching transformer used in the circuitry has little loss at a low-frequency commercial frequency, and therefore cannot allow passage of a high-frequency signal of power line communication, since loss is large with such a signal. Consequently, power line communication cannot be performed between information device 8 and in-vehicle device 11.
  • charging apparatus 12 is configured as shown in FIG.4.
  • FIG.4 is a block diagram showing the configuration of charging apparatus 12 installed in vehicle 2 shown in FIG.2.
  • charging apparatus 12 has AC/DC conversion section 22 (a first power conversion section) that converts supplied power from alternating-current to direct-current, with terminal A and terminal B connected via capacitor 20 (a first bypass section).
  • terminal A is connected to power supply inlet 5
  • terminal B is connected to electrical storage apparatus 10.
  • Terminal A functions as an input terminal to which alternating-current power is input from the power supply inlet
  • terminal B functions as an output terminal that outputs direct-current power converted by AC/DC conversion section 22.
  • AC/DC conversion section 22 has, for example, an AC/DC converter.
  • AC/DC conversion section 22 converts power from alternating-current to direct-current.
  • An alternating current (at a voltage of 100 volts to 200 volts, for example) is converted to a direct current (at a voltage of approximately 300 volts for use by motor electrical storage section 10b or 12 volts to 14 volts for use by in-vehicle device electrical storage section 10c in FIG.5, as described later herein, for example).
  • Motor electrical storage section 10b and in-vehicle device electrical storage section 10c have, for example, a lead-acid battery, a lithium-ion battery, or the like.
  • charging apparatus 12 can convert power supplied from power supply inlet 5 from alternating-current to direct-current, and supply the converted power (direct-current) to electrical storage apparatus 10.
  • a power line communication signal has a frequency in the range of 2 MHz to 30 MHz, and a high-frequency signal is used. Consequently, a power line communication signal can pass through capacitor 20.
  • a power line communication signal is passed through charging apparatus 12 by being made to bypass AC/DC conversion section 22 by means of capacitor 20.
  • Coil 21 is provided as an impedance element between terminal A and AC/DC conversion section 22.
  • Coil 21 is a passive element comprising a wound power line utilizing inductance. By this means, a power line communication signal is led around and absorbed into AC/DC conversion section 22, and the occurrence of signal loss is prevented.
  • the frequency of an alternating current supplied from power supply inlet 5 is low compared with that of a power line communication high-frequency signal, and therefore the inductance of coil 21 can be made small, and power loss can thereby be made small.
  • Coil 21 may alternatively be provided between terminal B and AC/DC conversion section 22, or may be provided both between terminal A and AC/DC conversion section 22 and between terminal B and AC/DC conversion section 22. Another element may be provided instead of coil 21, as long as it has an impedance to absorb a power line communication signal.
  • charging apparatus 12 is provided with a DC/DC conversion section instead of an AC/DC conversion section.
  • a DC/DC conversion section converts a direct-current voltage of several tens of volts to several hundreds of volts supplied to power supply inlet 5 to a direct-current voltage suitable for electrical storage apparatus 10.
  • FIG.5 is a block diagram showing a configuration of electrical storage apparatus 10 installed in vehicle 2 shown in FIG.2.
  • electrical storage apparatus 10 has motor electrical storage section 10b, in-vehicle device electrical storage section 10c, coils 10d through 10f, and capacitor 10g.
  • Motor electrical storage section 10b internally boosts approximately 300-volt power stored from the input terminal via coil 10d to 500 volts to 700 volts, for example, and outputs this to output terminal A.
  • the boosted power is supplied to motor driving section 16 (FIG.3) from output terminal A via switch 15 (FIG.3). Absorption of a power line communication signal into motor electrical storage section 10b is prevented by coil 10d. Coil 10d also suppresses noise generated from motor electrical storage section 10b.
  • In-vehicle device electrical storage section 10c supplies power (at 12 volts to 14 volts, for example) that is input from the input terminal via coil 10e and stored, to in-vehicle device 11 via coil 10f. Absorption of a power line communication signal into in-vehicle device electrical storage section 10c is prevented by coil 10e and coil 10f. Coil 10e and coil 10f also suppress noise generated from in-vehicle device electrical storage section 10c.
  • the input terminal and output terminal B are connected via capacitor 10g.
  • a power line communication signal can follow a bypass route from the input terminal to output terminal B via capacitor 10g.
  • a power line communication signal can pass between terminal B of charging apparatus 12 (FIG.4) and in-vehicle device 11 via power line 12b, capacitor 10g, and power line 10a.
  • in-vehicle device electrical storage section 10c input and output are common in FIG.5, the input terminal and output terminal B can be shorted, and capacitor 10g may be omitted. Also, coil 10e and coil 10f can be replaced by a single coil. In this case, terminal B of charging apparatus 12 (FIG.4) and in-vehicle device 11 are directly connected via power line 12b and power line 10a. In this case, also, absorption of a power line communication signal into in-vehicle device electrical storage section 10c is prevented, and noise generated from in-vehicle device electrical storage section 10c can be suppressed by the coil.
  • a power line communication signal can bypass AC/DC conversion section 22 by means of capacitor 20 inside charging apparatus 12, enabling information device 8 and in-vehicle device 11 to perform power line communication even via charging apparatus 12.
  • information device 8 is connected to power line 7a of home 6 via power line communication apparatus 9, for example, travel destination information or the like can be transmitted to and recorded in in-vehicle device 11 of vehicle 2 by information device 8 from inside home 6, the time during charging can be used efficiently, and convenience is improved.
  • Embodiment 2 Next, vehicle 2 according to Embodiment 2 will be described with reference to FIG.6 and FIG.7.
  • a plurality of devices are made to communicate via a power line using another sample configuration of vehicle 2.
  • FIG.6 is a schematic diagram showing a configuration of vehicle 2 according to Embodiment 2.
  • provision is made, for example, for in-vehicle device 11 and in-vehicle device 40 to communicate inside vehicle 2, and for video output to a screen of in-vehicle device 11 installed in front of seat 2b to also be viewable on in-vehicle device 40 located behind seat 2b.
  • a device that can operate on an alternating-current power supply -- that is, power supply 7 of home 6 in FIG.1 -- is used as in-vehicle device 40.
  • charging apparatus 30 needs to perform power conversion of electrical storage apparatus 10 power from direct-current to alternating-current, and output this to power line 12c.
  • Power line 12c is provided with outlet 13, and a power plug of in-vehicle device 40 is connected to this outlet 13. If the output voltage of power line 12c is made 100 volts to 120 volts, this offers the convenience of being able to use directly an electrical product that is used in an ordinary home.
  • in-vehicle device 40 has power line communication section 40a, and power line communication is performed by connecting power line communication section 40a to power line 12c.
  • FIG.7 is a block diagram showing a configuration of charging apparatus 30 of vehicle 2 according to Embodiment 2.
  • charging apparatus 30 has capacitor 20, coils 21, AC/DC conversion section 22, DC/AC conversion section 23 (a second power conversion section), and capacitor 24 (a second bypass section).
  • DC/AC conversion section 23 has, for example, a DC/AC converter.
  • Capacitor 20 coils 21, and AC/DC conversion section 22 are the same as in charging apparatus 12.
  • DC/AC conversion section 23 performs power conversion of power from direct-current to alternating-current, converting, for example, a direct-current voltage of electrical storage apparatus 10 (for example, 12 volts to 14 volts) to an alternating-current voltage (for example, 100 volts to 120 volts).
  • a direct-current voltage of electrical storage apparatus 10 for example, 12 volts to 14 volts
  • an alternating-current voltage for example, 100 volts to 120 volts.
  • DC/AC conversion section 23 is designed so that an element such as a switching transformer used in the circuitry has little loss at a commercial low frequency, and therefore cannot allow passage of a high-frequency signal of power line communication, since loss is large with such a signal. Consequently, a power line communication signal cannot pass from terminal B to terminal C or from terminal C to terminal B, and power line communication cannot be performed between in-vehicle device 11 and in-vehicle device 40 via charging apparatus 30.
  • terminal B and terminal C are connected via capacitor 24.
  • terminal B is connected to electrical storage apparatus 10 via power line 12b
  • terminal C is connected to outlet 13 via power line 12c
  • terminal A is connected to power supply inlet 5 via power line 12a.
  • a power line communication signal is passed to terminal C from terminal B by being made to bypass DC/AC conversion section 23 via capacitor 24, and is thereby passed through charging apparatus 30.
  • a power line communication signal is passed to terminal B from terminal C by being made to bypass DC/AC conversion section 23 via capacitor 24, and is thereby passed through charging apparatus 30.
  • a power line communication signal is passed to terminal C from terminal A by being made to bypass AC/DC conversion section 22 and DC/AC conversion section 23 via capacitor 20 and capacitor 24.
  • a power line communication signal is passed to terminal A from terminal C by being made to bypass AC/DC conversion section 22 and DC/AC conversion section 23 via capacitor 20 and capacitor 24.
  • coil 21 is provided between terminal A and AC/DC conversion section 22, between terminal B and AC/DC conversion section 22, between terminal B and DC/AC conversion section 23, and between terminal C and DC/AC conversion section 23.
  • Terminal A functions as an input terminal that inputs alternating-current power to AC/DC conversion section 22.
  • Terminal B functions as an output terminal that outputs direct-current power converted by AC/DC conversion section 22, and also functions as an input terminal that inputs direct-current power supplied from electrical storage apparatus 10 to DC/AC conversion section 23.
  • Terminal C functions as an output terminal that outputs alternating-current power converted by DC/AC conversion section 23.
  • Coil 21 need not always be provided on both sides of AC/DC conversion section 22 and DC/AC conversion section 23, and may be provided at least either between terminal A and AC/DC conversion section 22 or between terminal B and AC/DC conversion section 22. Similarly, coil 21 may be provided at least either between terminal B and DC/AC conversion section 23 or between terminal C and DC/AC conversion section 23. Another element may be provided instead of coil 21, as long as it has an impedance to absorb a power line communication signal.
  • capacitor 24 is connected to terminal B and terminal C, but this is by no means limiting.
  • terminal A and terminal C may be connected via capacitor 24 as shown in FIG.8.
  • a power line communication signal can be passed from terminal A to terminal C via capacitor 24.
  • a power line communication signal can be passed from terminal C to terminal A via capacitor 24.
  • DC/AC conversion section 23 is replaced by a DC/DC conversion section.
  • a DC/DC conversion section converts a direct-current voltage of approximately 300 volts supplied from terminal B to a direct-current voltage of approximately 10+ volts, and outputs this to terminal C.
  • a power line communication signal can be passed to terminal C from terminal B by being made to bypass AC/DC conversion section 22 and DC/AC conversion section 23 via capacitor 20 and capacitor 24.
  • a power line communication signal can be passed to terminal B from terminal C by being made to bypass AC/DC conversion section 22 and DC/AC conversion section 23 via capacitor 20 and capacitor 24.
  • Capacitor 20 between terminal A and terminal B in FIG.8 may be removed, and terminal B and terminal C may be connected via capacitor 20.
  • a power line communication signal can be similarly passed between terminal A and terminal B, between terminal B and terminal C, and between terminal A and terminal C.
  • bypass section 25 may be provided instead of capacitor 20 in FIG.7.
  • Bypass section 25 has communication transformer 25a having a winding ratio of N:1, and capacitors 25b connected in series to both sides of this communication transformer 25a.
  • communication transformer 25a With communication transformer 25a, the winding ratio on the side of the terminal of the higher line impedance is increased according to the line impedance.
  • the line impedance on the terminal A side is high, and therefore the winding ratio on the terminal A side is made higher.
  • a power line communication signal can be passed from terminal A to terminal B or from terminal B to terminal A while providing impedance matching between terminal A and terminal B.
  • bypass section 25 may be provided instead of capacitor 24 in FIG.7 if terminal C line impedance is high and terminal B line impedance is low. In this case, with communication transformer 25a, the winding ratio on the side of terminal C of the higher line impedance. By this means, a power line communication signal can be passed from terminal B to terminal C or from terminal C to terminal B while providing impedance matching between terminal C and terminal B.
  • a power line communication signal can bypass AC/DC conversion section 22 and DC/AC conversion section 23 by means of capacitor 20 or capacitor 24 inside charging apparatus 30, and power line communication can be performed even via charging apparatus 30.
  • power line communication can be performed between a plurality of devices via charging apparatus 30 inside vehicle 2, and, for example, in-vehicle device 11 and in-vehicle device 40 can be made to communicate, and video output to the screen of in-vehicle device 11 installed in front of seat 2b can also be viewed on in-vehicle device 40 located behind seat 2b.
  • a plurality of devices can be operated in concert inside vehicle 2, and convenience is improved.
  • charging apparatus 30 can supply an alternating-current power supply and direct-current power supply to in-vehicle devices, charging apparatus 30 can be used by devices with various power supply specifications inside vehicle 2, and convenience is further improved.
  • Charging apparatus 30 in FIG.7 has been described as capturing power line communication signals from terminal A, terminal B, and terminal C, but this is by no means limiting.
  • charging apparatus 31 may be additionally provided with terminal D, and terminal A and terminal D may be connected via capacitor 26.
  • Capacitor 26 functions as a bypass route to terminal D.
  • a power line communication signal input from terminal A can be output to terminal D.
  • Terminal D is connected to an in-vehicle device having a power line communication function inside vehicle 2.
  • a power line communication signal can be injected into or extracted from terminal D via power line 31a, and in-vehicle devices can be connected and utilized as communication means.
  • outlet 13 is not provided, charging apparatus 31 shown in FIG.10 does not require power line 12c, coil 21, and DC/AC conversion section 23.
  • Capacitor 26 in FIG.10 may be replaced by interface 27 and communication section 28 as shown in FIG.11.
  • Terminal A is connected to communication section 28 via interface 27.
  • Interface 27 has a function of connecting a power line communication signal to communication section 28.
  • Interface 27 and communication section 28 function as a bypass route to terminal D.
  • power line communication can be converted to a different communication means and output to terminal D, enabling easy adaptation to the communication methods of in-vehicle devices, and thereby improving convenience.
  • outlet 13 is not provided, charging apparatus 31 shown in FIG.11 does not require power line 12c, coil 21, and DC/AC conversion section 23.
  • Radio, coaxial cable, and so forth can be considered as a channel used by communication section 28. If radio is used as a channel, the physical layer of communication section 28 may be made compliant with a standard such as IEEE802.11 or Zigbee. If a coaxial cable is used as a channel, the physical layer of communication section 28 may be made compliant with a standard such as RS232C.
  • terminal D can be omitted if a communication section uses radio as a channel.
  • voltage conversion apparatus 50 may be inserted in power line 10a.
  • Voltage conversion apparatus 50 is provided in order to make a direct-current voltage output from charging apparatus 30 and an operating voltage output from in-vehicle device 11 match.
  • voltage conversion apparatus 50 has DC/DC conversion section 50a that converts a direct-current voltage input from the input terminal via coil 50b to a different direct-current voltage, which DC/DC conversion section 50a outputs to the output terminal via coil 50c.
  • the input terminal and output terminal of voltage conversion apparatus 50 are also connected via capacitor 50d.
  • DC/DC conversion section 50a Absorption of a power line communication signal into DC/DC conversion section 50a is prevented by coil 50b and coil 50c, in addition to which coil 50b and coil 50c prevent noise generated from DC/DC conversion section 50a from interfering with power line communication. Also, a power line communication signal can bypass DC/DC conversion section 50a by means of capacitor 50d. By this means, power line communication can be performed using power line 10a even though voltage conversion apparatus 50 is inserted in power line 10a, and various device power supply specifications can be supported.
  • DC/DC conversion section 50a has, for example, a DC/DC converter.
  • electromagnetic shielding material is provided on part or all of inner surface 32a.
  • terminal B cannot be shared between AC/DC conversion section 22 and DC/AC conversion section 23 (see FIG.7).
  • the configuration of charging apparatus 33 shown in FIG.15 should be used instead of the configuration of charging apparatus 30. That is to say, independent dedicated terminals are provided for AC/DC conversion section 22 and DC/AC conversion section 23.
  • terminal B is provided as a terminal for AC/DC conversion section 22, and terminal E as a terminal for DC/AC conversion section 23. Power from electrical storage apparatus 10 is supplied to this terminal E.
  • capacitor 29 (a third bypass section) is provided so as to connect power line 12a and power line 12c as a bypass section for moving power line communication signals back and forth between terminal B and terminal C and between terminal A and terminal C.
  • Capacitor 29 has high impedance for a commercial power supply frequency, and has low impedance for a power line communication signal frequency (2 MHz to 28 MHz).
  • Capacitor 29 may also be provided so as to connect power line 12b and power line 12d, or a configuration may be used in which power line 12a and power line 12c, and power line 12b and power line 12d, are connected respectively by capacitor 29.
  • Capacitor 29 may also be provided so as to connect terminal A and terminal C, or may be provided so as to connect terminal B and terminal E. Furthermore, a capacitor that connects terminal A and terminal C and a capacitor that connects terminal B and terminal E may both be provided.
  • switch 33a may be provided between terminal A and terminal C.
  • the operation of switch 33a is set so as to interlock with switch 15. Specifically, a setting is made so that the switch is placed in a connecting state when vehicle 2 is stationary (when switch 15 is in a disconnecting state), and a setting is made so that the switch is placed in a disconnecting state when switch 15 is in a connected state.
  • switch 15 is placed in a disconnecting state and electrical storage apparatus 10 is charged, it is possible for in-vehicle device 40 to receive a supply of power from power supply 7 inside home 6 via power line 12a and power line 12c.
  • switch 15 is in a connecting state, it is possible for in-vehicle device 40 to receive a supply of power from electrical storage apparatus 10.
  • Terminal A functions as an AC/DC conversion section 22 input terminal
  • terminal B functions as an AC/DC conversion section 22 output terminal
  • Terminal C functions as a DC/AC conversion section 23 output terminal
  • terminal E functions as a DC/AC conversion section 23 input terminal.
  • charging apparatuses 12, 30, 31, and 33 need not be installed in vehicle 2, but may also be made independent of vehicle 2. Also, if charging apparatuses 12, 30, 31, and 33 are made independent of vehicle 2, charging apparatuses 12, 30, 31, and 33 may be of stationary or portable type.
  • charging apparatuses 30 shown in Figs. 7 through 9 and charging apparatuses 31 shown in Figs. 10 and 11 are provided with a DC/DC conversion section instead of AC/DC conversion section 22.
  • a DC/DC conversion section converts a direct-current voltage of several tens of volts to several hundreds of volts supplied to power supply inlet 5 to a direct-current voltage suitable for electrical storage apparatus 10.
  • An electric vehicle has been described as an example, but this invention is not limited to this, and can also be applied, for example, to a hybrid vehicle that uses both a motor and an engine.
  • a charging apparatus of an above embodiment supplies power to a vehicle having an electrical storage apparatus that stores power supplied from outside, and an in-vehicle device that is connected to the storage apparatus via a power line and performs power line communication using the power line; and employs a configuration having a first power conversion section that converts alternating-current power to direct-current power and supplies the direct-current power to the electrical storage apparatus, and a first bypass section that bypasses the first power conversion section and transmits a power line communication signal transmitted from the in-vehicle device; and therefore a power line communication signal can bypass the first power conversion section by means of the first bypass section, and an information device outside the vehicle body and an in-vehicle device, for example, can perform power line communication even via a charging apparatus.
  • this invention is useful for a charging apparatus installed in a vehicle such as an electric vehicle or hybrid vehicle that stores power in an electrical storage apparatus via a power line from a charging apparatus installed inside the vehicle body or a charging apparatus outside the vehicle body, and runs by rotating a wheel by means of a wheel driving section utilizing this stored power, and a vehicle using such a charging apparatus.
  • Vehicle charging system Vehicle 2a Vehicle body 2b Seat 3 Charging apparatus 4 Power line (first power line) 5 Power supply inlet 6 Home 7 Power supply 7a, 12a, 12b, 12c, 12d, 31a Power lines 8 Information device 9 Power line communication apparatus 10 Electrical storage apparatus 10a Power line (second power line) 10b Motor electrical storage section 10c In-vehicle device electrical storage section 10d, 10e, 10f, 21, 50b, 50c Coils 10g Capacitor 10h, 11a, 40a Power line communication sections 10i Battery 10j, 25b, 26, 50d Capacitors 11, 40 In-vehicle devices 12, 30, 31, 33 Charging apparatuses 13 Outlet 14 Vehicle control section 15 Switch (connecting section) 16 Motor driving section 17 Motor (wheel driving section) 18 Wheel 20 Capacitor (first bypass section) 22 AC/DC conversion section (first power conversion section) 23 DC/AC conversion section (second power conversion section) 24 Capacitor (second bypass section) 25 Bypass section 25a Communication transformer 27 Interface 28 Communication section 29 Capacitor (third bypass section) 32

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Abstract

A charging apparatus that enables power line communication to be performed even via a charging apparatus. This charging apparatus is provided in a vehicle having an electrical storage apparatus that stores power supplied to a power supply inlet, a wheel driving section that rotates a wheel by means of power stored in the electrical storage apparatus, and an in-vehicle device that is connected to the storage apparatus via a power line; and has an AC/DC conversion section (21) that converts power supplied from the power supply inlet from alternating - current to direct - current and outputs this to the electrical storage apparatus, and a capacitor (20) that causes a power line communication signal input from the power supply inlet to bypass the AC/DC conversion section (22).

Description

CHARGING APPARATUS AND VEHICLE
This invention relates to a charging apparatus and vehicle.
In recent years, electric vehicles in which an electrical storage apparatus and a drive apparatus as a motor are installed, and in which the motor is driven using charge power of the electrical storage apparatus, have attracted attention as environment-friendly vehicles. With a vehicle of this kind, power has been supplied by an external charging apparatus. That is to say, power has been supplied in the vehicle from a charging apparatus outside the vehicle body via a power line, and the supplied power has been stored in the electrical storage apparatus (see Patent Literature 1, for example). Also, with a conventional vehicle, power has been supplied from the electrical storage apparatus to various in-vehicle devices.
Japanese Patent Application Laid-Open No. 2007-252016
In the case of an ordinary home, a charging apparatus is installed at a location adjacent to the home, and power is supplied to a vehicle utilizing power of a power supply in the home.
If communication is performed by connecting an information device inside the home to an in-vehicle device inside the vehicle via a power line during charging, this is convenient in enabling new information to be recorded easily in the in-vehicle device from inside the home without new wiring.
However, since an alternating-current power supply is used in an ordinary home, it has not been possible to connect this directly to an electrical storage apparatus. Consequently, it has been necessary to provide a charging apparatus between the charging apparatus and the electrical storage apparatus, and convert power from alternating-current to direct-current by means of the charging apparatus. Since a high-frequency signal cannot be passed through a charging apparatus of this kind, a problem has been the inability to perform power line communication between an information device and an in-vehicle device.
Thus, it is an object of the embodiments shown below to enable power line communication to be performed even via a charging apparatus.
In order to achieve this object, a charging apparatus of an embodiment shown below supplies power to a vehicle having an electrical storage apparatus that stores power supplied from outside, and an in-vehicle device that is connected to the storage apparatus via a power line and performs power line communication using the power line; and has a first power conversion section that converts first power to second power and supplies the second power to the electrical storage apparatus, and a first bypass section that bypasses the first power conversion section and transmits a power line communication signal transmitted from the in-vehicle device.
Also, a vehicle of an embodiment shown below has an above-described charging apparatus, an electrical storage apparatus that stores power supplied from the charging apparatus, a wheel driving section that rotates a wheel utilizing power stored in the electrical storage apparatus, and an in-vehicle device that is connected to the electrical storage apparatus via a power line.
Since a charging apparatus of an embodiment shown below has a configuration having a first power conversion section that converts first power to second power and supplies the second power to an electrical storage apparatus, and a first bypass section that bypasses the first power conversion section and transmits a power line communication signal, a power line communication signal can bypass the first power conversion section by means of the first bypass section, and, for example, an information device outside a vehicle body and an in-vehicle device can perform power line communication via a power line even via a charging apparatus.
Also, since a vehicle of an embodiment shown below has an above-described charging apparatus, an electrical storage apparatus that stores power supplied from the charging apparatus, a wheel driving section that rotates a wheel utilizing power stored in the electrical storage apparatus, and an in-vehicle device that is connected to the electrical storage apparatus via a power line, a power line communication signal can bypass the first power conversion section by means of the first bypass section, and power line communication can be performed even via a charging apparatus.
FIG.1 is a drawing showing a configuration of a vehicle charging system according to Embodiment 1; FIG.2 is a drawing showing a configuration of a vehicle of the above vehicle charging system; FIG.3 is a block diagram showing a configuration of a vehicle of the above vehicle charging system; FIG.4 is a block diagram showing a configuration of a charging apparatus installed in the vehicle shown in FIG.2; FIG.5 is a block diagram showing a configuration of an electrical storage apparatus installed in the above vehicle; FIG.6 is a schematic diagram showing a configuration of a vehicle according to Embodiment 2; FIG.7 is a block diagram showing a configuration of a charging apparatus of the above vehicle; FIG.8 is a block diagram showing a sample variant of FIG.7; FIG.9 is a block diagram showing another sample variant of FIG.7; FIG.10 is a block diagram showing another sample variant of FIG.7; FIG.11 is a block diagram showing a sample variant of FIG.10; FIG.12 is a block diagram showing a configuration of a voltage conversion apparatus charging apparatus for the above vehicle; FIG.13 is a block diagram showing a sample variant of FIG.5; FIG.14 is a perspective view of a configuration of the housing of a charging apparatus; and FIG.15 is a block diagram showing another sample variant of FIG.7.
Embodiments of this invention will be now described with respect to the accompanying drawings. Identical or equivalent parts in the drawings are assigned the same reference codes in the following descriptions.
(Embodiment 1)
First, a vehicle charging system according to Embodiment 1 will be described with reference to FIG.1 through FIG.4. A case will be described here by way of example in which a vehicle is an electric vehicle in which an electrical storage apparatus and a motor that rotates a wheel as a wheel driving section are installed, and the motor is driven using charge power of the electrical storage apparatus.
FIG.1 is a schematic diagram showing a configuration of vehicle charging system 1 according to Embodiment 1. In FIG.1, vehicle charging system 1 has charging apparatus 3, and vehicle 2 connected to charging apparatus 3 via power line 4 (a first power line).
In the case of ordinary home 6, charging apparatus 3 is installed at a location adjacent to home 6, and is connected to power supply 7 of home 6. For example, a power plug of charging apparatus 3 is connected to an exterior outlet connected to power line 7a of power supply 7. By this means, power required in charging apparatus 3 is supplied from power supply 7 of home 6.
Then charging apparatus 3 supplies power to vehicle 2 utilizing power of power supply 7 of home 6. By this means, in vehicle charging system 1, power is supplied to vehicle 2 via power line 4, and electrical storage apparatus 10 of vehicle 2 is charged. Electrical storage apparatus 10 has, for example, a lead-acid battery, a lithium-ion battery, or the like.
FIG.2 is a schematic diagram showing a configuration of vehicle 2 of vehicle charging system 1 according to Embodiment 1. As shown in FIG.2, vehicle 2 stores power in electrical storage apparatus 10 of vehicle body 2a when power is supplied to power supply inlet 5.
However, since electrical storage apparatus 10 stores direct-current power while alternating-current power is used in ordinary home 6, charging apparatus 3 and electrical storage apparatus 10 cannot be directly connected. Consequently, charging apparatus 12 is provided between charging apparatus 3 and electrical storage apparatus 10, and power is converted from alternating-current to direct-current by charging apparatus 12.
FIG.3 is a block diagram showing a configuration of vehicle 2 of vehicle charging system 1 according to Embodiment 1. As shown in FIG.3, power supply inlet 5 is connected to charging apparatus 12 via power line 12a, and charging apparatus 12 is connected to electrical storage apparatus 10 via power line 12b.
When performing a charging operation, the vehicle owner first places the vehicle key of vehicle 2 in a stopped state to prevent vehicle 2 from moving forward or otherwise starting to move by itself, and then leaves vehicle 2 -- that is, stops the supply of power from electrical storage apparatus 10 to motor driving section 16 for safety. To be more specific, when vehicle 2 is placed in a stopped state, the switch (connecting section) is placed in the open state -- that is, the switch is placed in a non-connecting state -- and stops the supply of power from electrical storage apparatus 10 to motor driving section 16.
The vehicle owner then connects power line 4 from charging apparatus 3 to power supply inlet 5 of vehicle 2. By this means, power can be supplied to vehicle 2 from charging apparatus 3.
After the charging operation has been completed, in vehicle 2 power stored in electrical storage apparatus 10 is supplied to motor driving section 16, and motor (wheel driving section) 17 is driven by motor driving section 16. Also, in vehicle 2, motor driving section 16 is controlled by vehicle control section 14, and wheel 18 is rotated by motor 17, enabling vehicle 2 to move to another location.
Referring to FIG.1, since a vehicle 2 charging operation takes several hours, if power line communication can be performed from information device 8 in home 6 to in-vehicle device 11 of vehicle 2 via power line 7a and power line 4 during this charging, this is convenient in enabling new information to be recorded easily in in-vehicle device 11 without new wiring. A personal computer, for example, can be utilized as information device 8, and a car navigation system or the like, for example, can be used as in-vehicle device 11. If travel destination information or the like is transmitted to and recorded in this in-vehicle device 11, this is convenient in enabling the charging time to be utilized efficiently. In-vehicle device 11 is connected to power line 10a of electrical storage apparatus 10 (a second power line), and has power supplied thereby. Also, a communication section (not shown) of in-vehicle device 11 is connected to power line 10a of electrical storage apparatus 10 via power line communication section 11a.
However, charging apparatus 12 (FIG.2) is designed so that an element such as a switching transformer used in the circuitry has little loss at a low-frequency commercial frequency, and therefore cannot allow passage of a high-frequency signal of power line communication, since loss is large with such a signal. Consequently, power line communication cannot be performed between information device 8 and in-vehicle device 11.
Thus, in Embodiment 1, charging apparatus 12 is configured as shown in FIG.4. FIG.4 is a block diagram showing the configuration of charging apparatus 12 installed in vehicle 2 shown in FIG.2.
That is to say, charging apparatus 12 has AC/DC conversion section 22 (a first power conversion section) that converts supplied power from alternating-current to direct-current, with terminal A and terminal B connected via capacitor 20 (a first bypass section). Here, terminal A is connected to power supply inlet 5, and terminal B is connected to electrical storage apparatus 10. Terminal A functions as an input terminal to which alternating-current power is input from the power supply inlet, and terminal B functions as an output terminal that outputs direct-current power converted by AC/DC conversion section 22. AC/DC conversion section 22 has, for example, an AC/DC converter.
AC/DC conversion section 22 converts power from alternating-current to direct-current. An alternating current (at a voltage of 100 volts to 200 volts, for example) is converted to a direct current (at a voltage of approximately 300 volts for use by motor electrical storage section 10b or 12 volts to 14 volts for use by in-vehicle device electrical storage section 10c in FIG.5, as described later herein, for example). Motor electrical storage section 10b and in-vehicle device electrical storage section 10c have, for example, a lead-acid battery, a lithium-ion battery, or the like.
By means of this configuration, charging apparatus 12 can convert power supplied from power supply inlet 5 from alternating-current to direct-current, and supply the converted power (direct-current) to electrical storage apparatus 10. A power line communication signal has a frequency in the range of 2 MHz to 30 MHz, and a high-frequency signal is used. Consequently, a power line communication signal can pass through capacitor 20. By this means, a power line communication signal is passed through charging apparatus 12 by being made to bypass AC/DC conversion section 22 by means of capacitor 20.
Coil 21 is provided as an impedance element between terminal A and AC/DC conversion section 22. Coil 21 is a passive element comprising a wound power line utilizing inductance. By this means, a power line communication signal is led around and absorbed into AC/DC conversion section 22, and the occurrence of signal loss is prevented. At 50 Hz to 60 Hz, the frequency of an alternating current supplied from power supply inlet 5 is low compared with that of a power line communication high-frequency signal, and therefore the inductance of coil 21 can be made small, and power loss can thereby be made small. Coil 21 may alternatively be provided between terminal B and AC/DC conversion section 22, or may be provided both between terminal A and AC/DC conversion section 22 and between terminal B and AC/DC conversion section 22. Another element may be provided instead of coil 21, as long as it has an impedance to absorb a power line communication signal.
Not only alternating-current power but also direct-current power can be envisaged as being supplied to power supply inlet 5. In this case, charging apparatus 12 is provided with a DC/DC conversion section instead of an AC/DC conversion section. A DC/DC conversion section converts a direct-current voltage of several tens of volts to several hundreds of volts supplied to power supply inlet 5 to a direct-current voltage suitable for electrical storage apparatus 10.
FIG.5 is a block diagram showing a configuration of electrical storage apparatus 10 installed in vehicle 2 shown in FIG.2. In FIG.5, electrical storage apparatus 10 has motor electrical storage section 10b, in-vehicle device electrical storage section 10c, coils 10d through 10f, and capacitor 10g.
Motor electrical storage section 10b internally boosts approximately 300-volt power stored from the input terminal via coil 10d to 500 volts to 700 volts, for example, and outputs this to output terminal A. The boosted power is supplied to motor driving section 16 (FIG.3) from output terminal A via switch 15 (FIG.3). Absorption of a power line communication signal into motor electrical storage section 10b is prevented by coil 10d. Coil 10d also suppresses noise generated from motor electrical storage section 10b.
In-vehicle device electrical storage section 10c supplies power (at 12 volts to 14 volts, for example) that is input from the input terminal via coil 10e and stored, to in-vehicle device 11 via coil 10f. Absorption of a power line communication signal into in-vehicle device electrical storage section 10c is prevented by coil 10e and coil 10f. Coil 10e and coil 10f also suppress noise generated from in-vehicle device electrical storage section 10c.
The input terminal and output terminal B are connected via capacitor 10g. A power line communication signal can follow a bypass route from the input terminal to output terminal B via capacitor 10g. By this means, a power line communication signal can pass between terminal B of charging apparatus 12 (FIG.4) and in-vehicle device 11 via power line 12b, capacitor 10g, and power line 10a.
If in-vehicle device electrical storage section 10c input and output are common in FIG.5, the input terminal and output terminal B can be shorted, and capacitor 10g may be omitted. Also, coil 10e and coil 10f can be replaced by a single coil. In this case, terminal B of charging apparatus 12 (FIG.4) and in-vehicle device 11 are directly connected via power line 12b and power line 10a. In this case, also, absorption of a power line communication signal into in-vehicle device electrical storage section 10c is prevented, and noise generated from in-vehicle device electrical storage section 10c can be suppressed by the coil.
As described above, according to Embodiment 1, as shown in FIG.1 and FIG.2, a power line communication signal can bypass AC/DC conversion section 22 by means of capacitor 20 inside charging apparatus 12, enabling information device 8 and in-vehicle device 11 to perform power line communication even via charging apparatus 12. By this means, if information device 8 is connected to power line 7a of home 6 via power line communication apparatus 9, for example, travel destination information or the like can be transmitted to and recorded in in-vehicle device 11 of vehicle 2 by information device 8 from inside home 6, the time during charging can be used efficiently, and convenience is improved.
(Embodiment 2)
Next, vehicle 2 according to Embodiment 2 will be described with reference to FIG.6 and FIG.7. In Embodiment 2, a plurality of devices are made to communicate via a power line using another sample configuration of vehicle 2.
FIG.6 is a schematic diagram showing a configuration of vehicle 2 according to Embodiment 2. In FIG.6, provision is made, for example, for in-vehicle device 11 and in-vehicle device 40 to communicate inside vehicle 2, and for video output to a screen of in-vehicle device 11 installed in front of seat 2b to also be viewable on in-vehicle device 40 located behind seat 2b. A device that can operate on an alternating-current power supply -- that is, power supply 7 of home 6 in FIG.1 -- is used as in-vehicle device 40.
In this case, charging apparatus 30 needs to perform power conversion of electrical storage apparatus 10 power from direct-current to alternating-current, and output this to power line 12c. Power line 12c is provided with outlet 13, and a power plug of in-vehicle device 40 is connected to this outlet 13. If the output voltage of power line 12c is made 100 volts to 120 volts, this offers the convenience of being able to use directly an electrical product that is used in an ordinary home. Also, in-vehicle device 40 has power line communication section 40a, and power line communication is performed by connecting power line communication section 40a to power line 12c.
FIG.7 is a block diagram showing a configuration of charging apparatus 30 of vehicle 2 according to Embodiment 2. As shown in FIG.7, charging apparatus 30 has capacitor 20, coils 21, AC/DC conversion section 22, DC/AC conversion section 23 (a second power conversion section), and capacitor 24 (a second bypass section). DC/AC conversion section 23 has, for example, a DC/AC converter.
Capacitor 20, coils 21, and AC/DC conversion section 22 are the same as in charging apparatus 12.
DC/AC conversion section 23 performs power conversion of power from direct-current to alternating-current, converting, for example, a direct-current voltage of electrical storage apparatus 10 (for example, 12 volts to 14 volts) to an alternating-current voltage (for example, 100 volts to 120 volts).
However, as with AC/DC conversion section 22, DC/AC conversion section 23 is designed so that an element such as a switching transformer used in the circuitry has little loss at a commercial low frequency, and therefore cannot allow passage of a high-frequency signal of power line communication, since loss is large with such a signal. Consequently, a power line communication signal cannot pass from terminal B to terminal C or from terminal C to terminal B, and power line communication cannot be performed between in-vehicle device 11 and in-vehicle device 40 via charging apparatus 30.
Thus, in Embodiment 2, terminal B and terminal C are connected via capacitor 24. Here, terminal B is connected to electrical storage apparatus 10 via power line 12b, terminal C is connected to outlet 13 via power line 12c, and terminal A is connected to power supply inlet 5 via power line 12a.
By this means, a power line communication signal is passed to terminal C from terminal B by being made to bypass DC/AC conversion section 23 via capacitor 24, and is thereby passed through charging apparatus 30. Similarly, a power line communication signal is passed to terminal B from terminal C by being made to bypass DC/AC conversion section 23 via capacitor 24, and is thereby passed through charging apparatus 30.
Also, through the provision of capacitor 24, a power line communication signal is passed to terminal C from terminal A by being made to bypass AC/DC conversion section 22 and DC/AC conversion section 23 via capacitor 20 and capacitor 24. Similarly, a power line communication signal is passed to terminal A from terminal C by being made to bypass AC/DC conversion section 22 and DC/AC conversion section 23 via capacitor 20 and capacitor 24. By this means, information device 8 can perform power line communication with in-vehicle device 11 or in-vehicle device 40 via charging apparatus 30.
Also, similarly to the case illustrated in FIG.4 of Embodiment 1, in order to prevent a power line communication signal from being absorbed into AC/DC conversion section 22 and DC/AC conversion section 23, coil 21 is provided between terminal A and AC/DC conversion section 22, between terminal B and AC/DC conversion section 22, between terminal B and DC/AC conversion section 23, and between terminal C and DC/AC conversion section 23. Terminal A functions as an input terminal that inputs alternating-current power to AC/DC conversion section 22. Terminal B functions as an output terminal that outputs direct-current power converted by AC/DC conversion section 22, and also functions as an input terminal that inputs direct-current power supplied from electrical storage apparatus 10 to DC/AC conversion section 23. Terminal C functions as an output terminal that outputs alternating-current power converted by DC/AC conversion section 23. Coil 21 need not always be provided on both sides of AC/DC conversion section 22 and DC/AC conversion section 23, and may be provided at least either between terminal A and AC/DC conversion section 22 or between terminal B and AC/DC conversion section 22. Similarly, coil 21 may be provided at least either between terminal B and DC/AC conversion section 23 or between terminal C and DC/AC conversion section 23. Another element may be provided instead of coil 21, as long as it has an impedance to absorb a power line communication signal.
In charging apparatus 30 in FIG.7, capacitor 24 is connected to terminal B and terminal C, but this is by no means limiting. For example, terminal A and terminal C may be connected via capacitor 24 as shown in FIG.8. By this means, also, a power line communication signal can be passed from terminal A to terminal C via capacitor 24. Similarly, a power line communication signal can be passed from terminal C to terminal A via capacitor 24.
A case can also be envisaged in which direct-current power is supplied to terminal C in the charging apparatus shown in FIG.7. In this case, DC/AC conversion section 23 is replaced by a DC/DC conversion section. A DC/DC conversion section converts a direct-current voltage of approximately 300 volts supplied from terminal B to a direct-current voltage of approximately 10+ volts, and outputs this to terminal C.
Also, a power line communication signal can be passed to terminal C from terminal B by being made to bypass AC/DC conversion section 22 and DC/AC conversion section 23 via capacitor 20 and capacitor 24. Similarly, a power line communication signal can be passed to terminal B from terminal C by being made to bypass AC/DC conversion section 22 and DC/AC conversion section 23 via capacitor 20 and capacitor 24.
Capacitor 20 between terminal A and terminal B in FIG.8 may be removed, and terminal B and terminal C may be connected via capacitor 20. By this means, also, a power line communication signal can be similarly passed between terminal A and terminal B, between terminal B and terminal C, and between terminal A and terminal C.
If the line impedance of terminal A is high and the line impedance of terminal B is low, as shown in FIG.9, an impedance mismatch state will arise.
Thus, bypass section 25 may be provided instead of capacitor 20 in FIG.7. Bypass section 25 has communication transformer 25a having a winding ratio of N:1, and capacitors 25b connected in series to both sides of this communication transformer 25a. With communication transformer 25a, the winding ratio on the side of the terminal of the higher line impedance is increased according to the line impedance. In FIG.9, the line impedance on the terminal A side is high, and therefore the winding ratio on the terminal A side is made higher. By this means, a power line communication signal can be passed from terminal A to terminal B or from terminal B to terminal A while providing impedance matching between terminal A and terminal B.
Similarly, bypass section 25 may be provided instead of capacitor 24 in FIG.7 if terminal C line impedance is high and terminal B line impedance is low. In this case, with communication transformer 25a, the winding ratio on the side of terminal C of the higher line impedance. By this means, a power line communication signal can be passed from terminal B to terminal C or from terminal C to terminal B while providing impedance matching between terminal C and terminal B.
As described above, according to Embodiment 2, as shown in FIG.6 and FIG.7, a power line communication signal can bypass AC/DC conversion section 22 and DC/AC conversion section 23 by means of capacitor 20 or capacitor 24 inside charging apparatus 30, and power line communication can be performed even via charging apparatus 30.
By this means, power line communication can be performed between a plurality of devices via charging apparatus 30 inside vehicle 2, and, for example, in-vehicle device 11 and in-vehicle device 40 can be made to communicate, and video output to the screen of in-vehicle device 11 installed in front of seat 2b can also be viewed on in-vehicle device 40 located behind seat 2b. A plurality of devices can be operated in concert inside vehicle 2, and convenience is improved. Also, since charging apparatus 30 can supply an alternating-current power supply and direct-current power supply to in-vehicle devices, charging apparatus 30 can be used by devices with various power supply specifications inside vehicle 2, and convenience is further improved.
Charging apparatus 30 in FIG.7 has been described as capturing power line communication signals from terminal A, terminal B, and terminal C, but this is by no means limiting. For example, as shown in FIG.10, charging apparatus 31 may be additionally provided with terminal D, and terminal A and terminal D may be connected via capacitor 26. Capacitor 26 functions as a bypass route to terminal D. By this means, a power line communication signal input from terminal A can be output to terminal D. Terminal D is connected to an in-vehicle device having a power line communication function inside vehicle 2. According to this configuration, a power line communication signal can be injected into or extracted from terminal D via power line 31a, and in-vehicle devices can be connected and utilized as communication means. If outlet 13 is not provided, charging apparatus 31 shown in FIG.10 does not require power line 12c, coil 21, and DC/AC conversion section 23.
Capacitor 26 in FIG.10 may be replaced by interface 27 and communication section 28 as shown in FIG.11. Terminal A is connected to communication section 28 via interface 27. Interface 27 has a function of connecting a power line communication signal to communication section 28. Interface 27 and communication section 28 function as a bypass route to terminal D. By this means, power line communication can be converted to a different communication means and output to terminal D, enabling easy adaptation to the communication methods of in-vehicle devices, and thereby improving convenience. If outlet 13 is not provided, charging apparatus 31 shown in FIG.11 does not require power line 12c, coil 21, and DC/AC conversion section 23.
Radio, coaxial cable, and so forth can be considered as a channel used by communication section 28. If radio is used as a channel, the physical layer of communication section 28 may be made compliant with a standard such as IEEE802.11 or Zigbee. If a coaxial cable is used as a channel, the physical layer of communication section 28 may be made compliant with a standard such as RS232C.
Although not shown in the drawings, terminal D can be omitted if a communication section uses radio as a channel.
As shown in FIG.12, voltage conversion apparatus 50 may be inserted in power line 10a. Voltage conversion apparatus 50 is provided in order to make a direct-current voltage output from charging apparatus 30 and an operating voltage output from in-vehicle device 11 match. In this case, voltage conversion apparatus 50 has DC/DC conversion section 50a that converts a direct-current voltage input from the input terminal via coil 50b to a different direct-current voltage, which DC/DC conversion section 50a outputs to the output terminal via coil 50c. The input terminal and output terminal of voltage conversion apparatus 50 are also connected via capacitor 50d. Absorption of a power line communication signal into DC/DC conversion section 50a is prevented by coil 50b and coil 50c, in addition to which coil 50b and coil 50c prevent noise generated from DC/DC conversion section 50a from interfering with power line communication. Also, a power line communication signal can bypass DC/DC conversion section 50a by means of capacitor 50d. By this means, power line communication can be performed using power line 10a even though voltage conversion apparatus 50 is inserted in power line 10a, and various device power supply specifications can be supported. DC/DC conversion section 50a has, for example, a DC/DC converter.
As shown in FIG.13, if power line communication section 10h and battery 10i supplying power to this power line communication section 10h are provided inside electrical storage apparatus 10, a connection is made from power line 12b to power line communication section 10h via capacitor 10j. By this means, information on the remaining charge, life, and so forth of electrical storage apparatus 10 can be transferred via power line 12b. Examples of information indicating life include the number of times to charge, duration of use, and so forth.
Provision may also be made for charging apparatus 12 circuitry to be accommodated in housing 32 whose inner surface 32a is covered with electromagnetic shielding material, as shown in FIG.14. By this means, leakage from housing 32 of unwanted radiations generated from AC/DC conversion section 22 or DC/AC conversion section 23 is suppressed, thereby suppressing effects of unwanted radiations on other electronic devices. For example, effects of noise due to unwanted radiations on a radio receiver installed in vehicle 2 are suppressed. Charging apparatus 30 and charging apparatus 31 may also be accommodated in housing 32 in the same way. The electromagnetic shielding material is provided on part or all of inner surface 32a.
If the output voltage of AC/DC conversion section 22 and the input voltage of DC/AC conversion section 23 are different, terminal B cannot be shared between AC/DC conversion section 22 and DC/AC conversion section 23 (see FIG.7). In this case, the configuration of charging apparatus 33 shown in FIG.15, for example, should be used instead of the configuration of charging apparatus 30. That is to say, independent dedicated terminals are provided for AC/DC conversion section 22 and DC/AC conversion section 23. In the example shown in FIG.15, terminal B is provided as a terminal for AC/DC conversion section 22, and terminal E as a terminal for DC/AC conversion section 23. Power from electrical storage apparatus 10 is supplied to this terminal E.
Also, capacitor 29 (a third bypass section) is provided so as to connect power line 12a and power line 12c as a bypass section for moving power line communication signals back and forth between terminal B and terminal C and between terminal A and terminal C. Capacitor 29 has high impedance for a commercial power supply frequency, and has low impedance for a power line communication signal frequency (2 MHz to 28 MHz). Capacitor 29 may also be provided so as to connect power line 12b and power line 12d, or a configuration may be used in which power line 12a and power line 12c, and power line 12b and power line 12d, are connected respectively by capacitor 29. By this means, power line communication signals can be moved back and forth between terminal B and terminal C and between terminal A and terminal C even if the output voltage of AC/DC conversion section 22 and the input voltage of DC/AC conversion section 23 are different.
Capacitor 29 may also be provided so as to connect terminal A and terminal C, or may be provided so as to connect terminal B and terminal E. Furthermore, a capacitor that connects terminal A and terminal C and a capacitor that connects terminal B and terminal E may both be provided.
Also, switch 33a may be provided between terminal A and terminal C. The operation of switch 33a is set so as to interlock with switch 15. Specifically, a setting is made so that the switch is placed in a connecting state when vehicle 2 is stationary (when switch 15 is in a disconnecting state), and a setting is made so that the switch is placed in a disconnecting state when switch 15 is in a connected state. By this means, when switch 15 is placed in a disconnecting state and electrical storage apparatus 10 is charged, it is possible for in-vehicle device 40 to receive a supply of power from power supply 7 inside home 6 via power line 12a and power line 12c. And when switch 15 is in a connecting state, it is possible for in-vehicle device 40 to receive a supply of power from electrical storage apparatus 10.
Terminal A functions as an AC/DC conversion section 22 input terminal, and terminal B functions as an AC/DC conversion section 22 output terminal. Terminal C functions as a DC/AC conversion section 23 output terminal and terminal E functions as a DC/AC conversion section 23 input terminal.
Actual configurations of this invention are not limited to above-described Embodiments 1 and 2, and various variations and modifications may be possible without departing from the scope of this invention.
For example, charging apparatuses 12, 30, 31, and 33 need not be installed in vehicle 2, but may also be made independent of vehicle 2. Also, if charging apparatuses 12, 30, 31, and 33 are made independent of vehicle 2, charging apparatuses 12, 30, 31, and 33 may be of stationary or portable type.
Not only alternating-current power but also direct-current power can be envisaged as being supplied to power supply inlet 5. In this case, charging apparatuses 30 shown in Figs. 7 through 9 and charging apparatuses 31 shown in Figs. 10 and 11 are provided with a DC/DC conversion section instead of AC/DC conversion section 22. A DC/DC conversion section converts a direct-current voltage of several tens of volts to several hundreds of volts supplied to power supply inlet 5 to a direct-current voltage suitable for electrical storage apparatus 10.
An electric vehicle has been described as an example, but this invention is not limited to this, and can also be applied, for example, to a hybrid vehicle that uses both a motor and an engine.
The disclosure of Japanese Patent Application No.2009-178600, filed on July 31, 2009, including the specification, drawings and abstract, is incorporated herein by reference in its entirety.
A charging apparatus of an above embodiment supplies power to a vehicle having an electrical storage apparatus that stores power supplied from outside, and an in-vehicle device that is connected to the storage apparatus via a power line and performs power line communication using the power line; and employs a configuration having a first power conversion section that converts alternating-current power to direct-current power and supplies the direct-current power to the electrical storage apparatus, and a first bypass section that bypasses the first power conversion section and transmits a power line communication signal transmitted from the in-vehicle device; and therefore a power line communication signal can bypass the first power conversion section by means of the first bypass section, and an information device outside the vehicle body and an in-vehicle device, for example, can perform power line communication even via a charging apparatus.
Thus, this invention is useful for a charging apparatus installed in a vehicle such as an electric vehicle or hybrid vehicle that stores power in an electrical storage apparatus via a power line from a charging apparatus installed inside the vehicle body or a charging apparatus outside the vehicle body, and runs by rotating a wheel by means of a wheel driving section utilizing this stored power, and a vehicle using such a charging apparatus.
Reference Sighs List
1 Vehicle charging system
2 Vehicle
2a Vehicle body
2b Seat
3 Charging apparatus
4 Power line (first power line)
5 Power supply inlet
6 Home
7 Power supply
7a, 12a, 12b, 12c, 12d, 31a Power lines
8 Information device
9 Power line communication apparatus
10 Electrical storage apparatus
10a Power line (second power line)
10b Motor electrical storage section
10c In-vehicle device electrical storage section
10d, 10e, 10f, 21, 50b, 50c Coils
10g Capacitor
10h, 11a, 40a Power line communication sections
10i Battery
10j, 25b, 26, 50d Capacitors
11, 40 In-vehicle devices
12, 30, 31, 33 Charging apparatuses
13 Outlet
14 Vehicle control section
15 Switch (connecting section)
16 Motor driving section
17 Motor (wheel driving section)
18 Wheel
20 Capacitor (first bypass section)
22 AC/DC conversion section (first power conversion section)
23 DC/AC conversion section (second power conversion section)
24 Capacitor (second bypass section)
25 Bypass section
25a Communication transformer
27 Interface
28 Communication section
29 Capacitor (third bypass section)
32 Housing
32a Inner surface
33a Switch
50 Voltage conversion apparatus
50a DC/DC conversion section

Claims (15)

  1. A charging apparatus that supplies power to a vehicle having an electrical storage apparatus that stores power supplied from outside, and an in-vehicle device that is connected to the storage apparatus via a power line and performs power line communication using the power line, the charging apparatus comprising:
    a first power conversion section that converts first power to second power and supplies the second power to the electrical storage apparatus; and
    a first bypass section that bypasses the first power conversion section and transmits a power line communication signal transmitted from the in-vehicle device.
  2. The charging apparatus according to claim 1, further comprising:
    a second power conversion section that converts direct-current power output by the electrical storage apparatus to alternating-current power and supplies the alternating-current power to the in-vehicle device; and
    a second bypass section that bypasses the second power conversion section and transmits a power line communication signal transmitted from the in-vehicle device.
  3. The charging apparatus according to claim 2, further comprising a third conversion section that is provided at least either between an input terminal of the first power conversion section and an output terminal of the second power conversion section, or between an output terminal of the first power conversion section and an input terminal of the second power conversion section, and causes the power line communication signal to bypass.
  4. The charging apparatus according to claim 3, wherein the first bypass section, the second bypass section, or the third bypass section is configured by means of a capacitor.
  5. The charging apparatus according to claim 2, wherein:
    the first bypass section or the second bypass section comprises:
    a communication transformer having a winding ratio of N:1; and
    a capacitor connected to each side of this communication transformer; and
    a winding ratio on a side of a terminal of a higher line impedance is high in the communication transformer.
  6. The charging apparatus according to claim 1, further comprising:
    an input terminal to which the first power is input; and
    an output terminal from which the second power is output,
    wherein an inductance element is provided at least either between the input terminal and the first power conversion section, or between the output terminal and the first power conversion section.
  7. The charging apparatus according to claim 2, further comprising:
    an input terminal to which direct-current power supplied from the electrical storage section is input; and
    an output terminal from which alternating-current power converted by the second power conversion section is output,
    wherein an inductance element is provided at least either between the input terminal and the second power conversion section, or between the output terminal and the second power conversion section.
  8. The charging apparatus according to claim 1, wherein the first bypass section comprises an output terminal that outputs the power line communication signal.
  9. The charging apparatus according to claim 1, further comprising:
    a communication section that performs communication using a communication method different from power line communication; and
    a connecting section that connects the power line communication signal to the communication section,
    wherein the first bypass section includes the communication section and the communication section.
  10. The charging apparatus according to claim 1, wherein:
    the first power is alternating-current power; and
    the second power is direct-current power.
  11. The charging apparatus according to claim 1, wherein the first power and the second power are direct-current power.
  12. The charging apparatus according to claim 2, wherein the second power conversion section converts first direct-current power having a first voltage output by the electrical storage apparatus to a second direct-current voltage having a second voltage different from the first voltage.
  13. The charging apparatus according to claim 1, wherein the charging apparatus can be installed in the vehicle.
  14. The charging apparatus according to claim 1, further comprising an electromagnetic shield section that covers that charging apparatus.
  15. A vehicle comprising:
    the charging apparatus according to claim 1;
    an electrical storage apparatus that stores power supplied from the charging apparatus;
    a wheel driving section that rotates a wheel utilizing power stored in the electrical storage apparatus; and
    an in-vehicle device that is connected to the electrical storage apparatus via a power line.
PCT/JP2010/004864 2009-07-31 2010-08-02 Charging apparatus and vehicle WO2011013387A2 (en)

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US13/361,648 US9007016B2 (en) 2009-07-31 2012-01-30 Charging apparatus and vehicle

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JP2009-178600 2009-07-31
JP2009178600A JP2012151519A (en) 2009-07-31 2009-07-31 On-vehicle charger and vehicle using it

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US9007016B2 (en) 2015-04-14
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WO2011013387A3 (en) 2011-09-01
JP2012151519A (en) 2012-08-09

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