WO2020170798A1

WO2020170798A1 - Vehicle charge switching device and vehicle charging control device

Info

Publication number: WO2020170798A1
Application number: PCT/JP2020/004056
Authority: WO
Inventors: 広世前川
Original assignee: 株式会社オートネットワーク技術研究所; 住友電装株式会社; 住友電気工業株式会社
Priority date: 2019-02-22
Filing date: 2020-02-04
Publication date: 2020-08-27
Also published as: JP2020137325A

Abstract

The present invention proposes, in a vehicle charging system equipped with a plurality of charging connectors, a techique capable of preventing conduction between the charging connectors and efficiently performing charging control on a vehicle battery.　This charge switching device (1) has: an input-side conductive path group (50) for transmitting the powers from respective output units (12) through first conductive paths (50A to 50F); an output-side conductive path group (51) in which second conductive paths (51A to 51C) form power paths to respective charging connectors (30A to 30C); an intermediate conductive path group (52) in which, at a plurality of branch portions (52A) which correspond to the first conductive paths (50A to 50F) and in which a plurality of third conductive paths (52B) branch, each of the third conductive paths (52B) branches from the first conductive paths (50A to 50F) to the respective second conductive paths (51A to 51C); and a switch group (55) in which a plurality of switches (53) correspond to the respective third conductive paths (52B) and the respective switches (53) switch the corresponding third conductive paths (52B) between an energization permission state and an energization interruption state.

Description

Charge switching device for vehicle and charge control device for vehicle

The present invention relates to a charge switching device for a vehicle and a charge control device for a vehicle.

[Patent Document 1] discloses a charging system for a vehicle that prioritizes and switches charging targets according to the staying time of an electric vehicle to be charged. This vehicle charging system can reduce the output and charge another target if there is enough time to charge.

JP, 2011-083165, A

One of the challenges of electric vehicles is that the charging time for charging the battery is long. In the vehicle charging system of Patent Document 1, a required charging output is calculated from the staying time of the vehicle, the output of the charger is changed, and the battery of another electric vehicle is charged instead of the reduced output. it can. However, with the changeover switch of this vehicle charging system, a method of lowering the charging output and charging another charger cannot be implemented. Even if it is possible to electrically connect the batteries of multiple electric vehicles and one charger, the current that flows in the batteries connected in parallel is the SOC (State of Charge), voltage, and internal resistance of the batteries. Therefore, the battery of a specific electric vehicle cannot be charged in a specific manner, and as a result, only the number of batteries corresponding to the number of outputs of the quick charger can be charged. Further, the batteries of the electric vehicle are connected to each other, which is not preferable.

In general, the region of the battery in which rapid charging is possible is set to 80% of the battery capacity for the purpose of suppressing deterioration of the battery. In addition to the deterioration of the battery, when the SOC is charged to 80% or more, the output from the quick charger has to be suppressed due to the voltage increase due to the maximum voltage of the battery and the internal resistance, so that the charging time becomes long. It will be. However, there is also a need to charge the battery until the SOC reaches 100% for the purpose of moving a longer distance, and not having to worry about the battery being depleted even when traffic jams occur, for the purpose of being reassured.
The quick charger does not assume that the vehicle will stay long and charge. Therefore, in order to charge the battery until the SOC reaches 100%, it is necessary to move the vehicle to the place where the normal charging device is located and charge it again. Moreover, when trying to charge the SOC of 80% or more in the quick charger, the battery is charged with the charge output being lowered, so that the output of the quick charger becomes excessive.

Therefore, in the present disclosure, when controlling a charging system for a vehicle that includes a plurality of charging connectors, it is possible to perform control that efficiently charges a battery mounted in the vehicle while preventing electrical continuity between the charging connectors. The purpose is to propose the technology that becomes.

A charge switching device for a vehicle, which is one of the present disclosures,
A charging system for a vehicle, which includes a charger having a plurality of power output sections provided in parallel, and a connector section having a plurality of charging connectors that serve as a path for supplying the power output from the charger to the vehicle A charging switching device for a vehicle for switching a charging path from the charger to the connector part,
A plurality of first conductive paths are provided, each of the first conductive paths is provided corresponding to each of the plurality of power output sections, and each power output from each of the power output sections is supplied to each of the first power paths. An input side conductive path group configured to transmit by a conductive path,
A plurality of second conductive paths are provided, each of the second conductive paths is provided corresponding to each of the plurality of charging connectors, and each of the second conductive paths forms a power path to each of the charging connectors. Output side conductive path group,
A plurality of branch portions formed by branching a plurality of third conductive paths are provided, each branch portion is provided corresponding to each of the plurality of first conductive paths, and each of the branch portions has a plurality of An intermediate conductive path group provided so that a third conductive path branches from the first conductive path to each of the plurality of second conductive paths;
A plurality of switches are provided, and each of the switches is provided corresponding to each of the plurality of third conductive paths, and each of the switches sets the corresponding third conductive path to an energization permitted state and an energized cutoff state. A group of switches that are configured to switch to
Have.

A charging control device for a vehicle, which is one of the present disclosures,
The charge switching device,
When any one of the branches is to be energized, any one of the plurality of switches provided in the branch to be energized is set to the energization permitted state, and the other switch is And a control unit that brings the power supply into the cutoff state,
including.

According to the technology of the present disclosure, when controlling a charging system for a vehicle including a plurality of charging connectors, it is possible to perform control to prevent conduction between the charging connectors, and efficiently control a battery mounted on the vehicle. It becomes possible to control the charging.

FIG. 1 is a circuit diagram schematically showing the configuration of a vehicle charging system including a vehicle charging device including the vehicle charging control device according to the first embodiment. FIG. 2 is a circuit diagram showing the configuration of the quick charger in the first embodiment. FIG. 3 is a schematic diagram showing a state in which the vehicle is connected to one charging connector of the vehicle charging apparatus including the vehicle charging control apparatus according to the first embodiment. FIG. 4 is a circuit diagram schematically showing a state in which output power is supplied to one charging connector in the first embodiment. FIG. 5 is a schematic diagram showing a state in which one vehicle is connected to each of the charging connectors of the vehicle charging apparatus including the vehicle charging control apparatus according to the first embodiment. FIG. 6 is a circuit diagram schematically showing a state in which output power is distributed and supplied to each charging connector in the first embodiment. FIG. 7 is a flowchart showing the operation of the control unit in the first embodiment. FIG. 8 is a flowchart showing how to handle surplus power in the first embodiment.

In the vehicle charge switching device according to the present disclosure, a switch group is controlled from the outside or the inside, so that it is possible to variously change a route for distributing power from a plurality of power output units to a plurality of charging connectors. In particular, one of the branch parts should be energized, and one of the plurality of switches provided in the energized branch part should be energized and the other switch should be deenergized. The configuration is such that it can be controlled selectively, and if the control is performed in this way, only one of the third conductive paths can be selectively made conductive in the branch portion to be energized. , The other third conductive path can be maintained in a non-energized state. In addition, it is possible to perform control in such a manner that the electric power is concentrated on a specific charging connector while selectively operating as described above, and in this way, the battery of the vehicle connected to the specific charging connector can be efficiently used. Can be charged.

The vehicle charge control device according to the present disclosure may have a configuration including the above charge switching device and the control unit. With such a configuration, when any one of the branch parts is to be energized, the control part sets one of the switches provided in the energized branch part to the energization enabled state. Then, the other switches can operate so as to be in a power-off state.
With this configuration, under the control of the control unit, only one of the third conductive paths can be selectively made conductive in the branch section to be energized, and the other third conductive path can be connected. It can be maintained in a non-energized state. Therefore, it is possible to concentrate the electric power on the specific charging connector while preventing the plurality of charging connectors from being electrically connected to each other via the branch portion to be energized.

In the vehicle charging control device according to the present disclosure, when the control unit is any one of the plurality of charging connectors included in the connector unit and is a connected connector that is connected to the vehicle, and the rest is not a connected connector. In each of the two or more branch portions, the switch provided in the third conductive path of the path toward the connector being connected is set to the energized state while the switch provided in the remaining third conductive path is set to the disconnected state. May operate as
With such a configuration, it is possible to guide each electric power output from the two or more electric power output portions via the two or more branch portions so as to be concentrated on one charging connector (connecting connector). , Charging can be performed more efficiently. Moreover, it is possible to prevent the plurality of charging connectors from being electrically connected to each other at the two or more branch portions through which the electric power passes.
The "third conductive path of the path toward the connector being connected" refers to the upstream side (charger) connected to the branch of the plurality of third conductive paths forming the branch targeted for energization. Side) means the third conductive path arranged between the first conductive path and the "connecting connector".

In the vehicle charging control device according to the present disclosure, the control unit has a plurality of charging connectors forming the connector unit, two or more of which are connected connectors connected to the vehicle, and the rest are not connected connectors. When there is no residue, in each of the two or more branching parts, the switch provided in the third conductive path of the path toward any one of the plurality of connected connectors is set to the energization enabled state and the remaining The switches provided in the three conductive paths may be operated so as to be in a power-off state.
With this configuration, each electric power output from the two or more power output units can be guided to the two or more charging connectors (two or more connected connectors) via the two or more branch units. , Charging can be performed more efficiently. Moreover, it is possible to prevent the plurality of charging connectors from being electrically connected to each other at the two or more branch portions through which the electric power passes. That is, a vehicle connected to any one charging connector (one connecting connector) and a vehicle connected to another charging connector (another connecting connector) are electrically connected via the branch portion. You can prevent it.

In the vehicle charging control device according to the present disclosure, the control unit has a plurality of charging connectors forming the connector unit, two or more of which are connected connectors connected to the vehicle, and the rest are not connected connectors. In the case where there is no residue, a switch provided on the third conductive path of the path toward any one of the plurality of connected connectors is provided at each of the branching parts of which the number is larger than the number of connected connectors. The switch provided in the remaining third conductive path may be operated so as to be in the power-off state while being in the power-on state.
With this configuration, each electric power output from the electric power output units of which the number is larger than that of the connectors being connected is concentrated on two or more charging connectors (connecting connectors) via the plurality of branching units. Therefore, charging can be performed more efficiently. A vehicle connected to any one charging connector (one connecting connector) and another charging connector (another connecting connector) while performing the operation of concentrating electric power in this manner. It can be prevented that and are electrically connected via the branch portion.

In the vehicle charging control device according to an embodiment of the present disclosure, the control unit may perform the predetermined charging in each of the two or more branching units when the charging state of the vehicle connected to one of the connected connectors is the predetermined charging state. Except for the connected connector connected to the vehicle in the state, the switch provided in the third conductive path of the path toward one of the connected connectors is set to the energization permitting state while the remaining third conductive path is connected. The provided switch is turned off.
With this configuration, when the state of charge of the vehicle connected to one of the connected connectors is the predetermined state of charge, the electric power can be concentrated to the vehicles other than the vehicle, and the charging can be performed more efficiently. Can be done. While performing the operation of concentrating the electric power in this manner, while performing the operation of concentrating the electric power in this manner, the vehicle connected to any one charging connector (the connector being connected) and the other charging connector ( It is possible to prevent electrical continuity between the vehicle connected to the other connected connector) and the vehicle via the branch portion.

The vehicle charge control device of the present disclosure includes one or more chargers,
The charger may individually output power from the plurality of power output units.
With such a configuration, the output of electric power from each output unit can be controlled according to the state of the battery of the vehicle connected to the charging connector and the presence or absence of the connection of the vehicle to the charging connector. It is possible to supply electric power of a magnitude that corresponds to the state of the battery in detail.

Hereinafter, examples in which the present invention is embodied will be described.

<Example 1>
A vehicle charging system 100 including a vehicle charging switching device 1 according to a first embodiment (hereinafter, also referred to as “charging switching device 1”) illustrated in FIG. 1 includes a plurality of quick chargers 10 that are chargers. Each of which extracts a predetermined amount of electric power from the commercial power source, and based on the extracted electric power, output power is generated in each of the plurality of power output units 12 (hereinafter, also referred to as “output unit 12 ”). The generated output power is supplied by the charge switching device 1 to one of the connector units 30 to which the parked vehicle is connected, and the battery has a function of charging the battery of the vehicle. That is, the vehicle charging system 100 can supply the electric power from the quick charger 10 to the vehicle battery via the connector unit 30. The charge switching device 1 targets the vehicle charging system 100 and has a function of switching the charging path from the quick charger 10 to the connector unit 30.

As shown in FIG. 1, a vehicle charging system 100 includes a plurality of quick chargers 10, a charge switching device 1, and a plurality of charging

connectors

30A, 30B, 30C (hereinafter, also referred to as a connector unit 30). .. The vehicle charging system 100 also includes a vehicle charging control device 3 (hereinafter, charging control device 3) including a plurality of quick chargers 10 and a charging switching device 1.

The plurality of quick chargers 10 have the same configuration. The quick charger 10 includes an AC/DC conversion unit 11, a plurality of output units 12, a control unit 13, and a communication unit 14.

As shown in FIG. 2, the AC/DC conversion unit 11 includes a filter unit 15, a diode bridge 16, a coil L1, a switch element Z1, a diode D5, and a capacitor C1.
The filter unit 15 has a function of removing noise from the AC voltage input to the input terminals Tin1 and Tin2.
The diode bridge 16 is a full-wave rectification circuit composed of four diodes D1, D2, D3, D4 connected in a bridge. The diode bridge 16 full-wave rectifies the AC voltage that has passed through the filter unit 15.
One end of the coil L1 is connected to the cathodes of the diodes D1 and D2. The drain of the switch element Z1 is connected to the other end of the coil L1.

For the switch element Z1, for example, a FET or the like is used. The source of the switch element Z1 is connected to the anodes of the diodes D3 and D4. The diode D5 has an anode connected to the other end of the coil L1 and the drain of the switch element Z1, and a cathode connected to one end of the capacitor C1. The other end of the capacitor C1 is connected to the anodes of the diodes D3 and D4 and the source of the switch element Z1.
The switch element Z1 is configured to be able to perform a switching operation by the control unit 13 (not shown). The switching element Z1 can perform a switching operation at a predetermined timing to bring the phase of the waveform of the current of the AC/DC conversion unit 11 closer to the phase of the waveform of the output voltage, thereby improving the power factor. .. At this time, the input voltage is boosted by the coil L1, and the boosted voltage is rectified and smoothed by the diode D5 and the capacitor C1.
The circuit configured by the switch element Z1, the coil L1, the diode D5, and the capacitor C1 for improving the power factor is an example, and other known circuits may be adopted to improve the power factor.

The configurations of the plurality of output units 12 are the same as each other. The output power of each output unit 12 is set to a predetermined value (for example, 10 kw). Each output unit 12 includes a full bridge circuit 17, a transformer T, a diode bridge 18, a coil L2, and a capacitor C2.
The full bridge circuit 17 includes four switch elements Z2, Z3, Z4 and Z5. For the switch elements Z2, Z3, Z4, Z5, FETs or the like are used, for example. The switch elements Z2, Z3, Z4, Z5 are configured to be able to perform a switching operation by the control unit 13 (not shown). The full bridge circuit 17 converts the voltage output from the AC/DC converter 11 via the capacitor C1 into an AC voltage by switching the switching elements Z2, Z3, Z4, Z5.

The drains of the switch elements Z2 and Z3 of the full bridge circuit 17 are connected to the cathode of the diode D5 of the AC/DC converter 11 and one end of the capacitor C1. The sources of the switch elements Z2 and Z3 are connected to the drains of the switch elements Z4 and Z5, respectively, and the sources of the switch elements Z4 and Z5 are connected to the anodes of the diodes D3 and D4, the source of the switch element Z1 and the other end of the capacitor C1. ing.
In the full bridge circuit 17 of each output unit 12, the drains of the switch elements Z2 and Z3 are connected to the cathode of the diode D5 of the AC/DC converter 11 and one end of the capacitor C1, and the sources of the switch elements Z4 and Z5 are It is connected to the anodes of the diodes D3 and D4, the source of the switch element Z1, and the other end of the capacitor C1. That is, the output units 12 are provided in parallel with each other.

The transformer T includes a plurality of magnetically coupled coils, for example, a primary coil and a secondary coil. One end of the primary coil is connected to the source of the switch element Z2 and the drain of the switch element Z4, and the other end of the primary coil is connected to the source of the switch element Z3 and the drain of the switch element Z5. When the alternating voltage output from the full bridge circuit 17 is applied to the primary coil, an alternating magnetic flux is generated in the primary coil, and the alternating magnetic flux causes an alternating voltage transformed into the secondary coil.

The diode bridge 18 is a circuit that full-wave rectifies the AC voltage induced in the secondary coil of the transformer T. The diode bridge 18 includes diodes D6, D7, D8 and D9. One end of the secondary coil forming the transformer T is connected to the anode of the diode D6 and the cathode of the diode D8, and the other end of the secondary coil is connected to the anode of the diode D7 and the cathode of the diode D9.
The cathodes of the diodes D6 and D7 are connected to one end of the coil L2, and the other end of the coil L2 is connected to the output terminal Tout1. The anodes of the diodes D6 and D7 are connected to the cathodes of the diodes D8 and D9, respectively. The anodes of the diodes D8 and D9 are connected to the output terminal Tout2. The other end of the coil L2 is connected to one end of the capacitor C2, and the other end of the capacitor C2 is connected to the anodes of the diodes D8 and D9.
The capacitor C2 smoothes the full-wave rectified voltage output from the diode bridge 18, and the coil L2 suppresses the ripple current from flowing into the capacitor C2.

The control unit 13 is configured as a microcomputer, for example, and includes a CPU, a ROM, a RAM, a non-volatile memory, and the like. The control unit 13 is configured to control each switch element (Z1 to Z5) to perform a switching operation. Thereby, the controller 13 can adjust the power factor in the AC/DC converter 11. Further, the control unit 13 can individually adjust the magnitude of the output power of each output unit 12.

The communication unit 14 is connected to the communication unit 14 of another quick charger 10 by a communication line 14A (see FIG. 1). The control unit 13 of each quick charger 10 can exchange information via each communication unit 14 and the communication line 14A. The communication section 14 of the upper rapid charger 10 is connected to the connector section 30 by

communication lines

14B, 14C and 14D (see FIG. 1). As a result, the control unit 13 of the upper rapid charger 10 can communicate with the ECU of the vehicle connected to the connector unit 30 such as CAN communication. The communication unit 14 is configured to be able to output information obtained from the vehicle by CAN communication or the like to the communication unit 14 of another quick charger 10 via the communication line 14A. The control unit 13 of each quick charger 10 can control the operation of the vehicle charging system 100 in cooperation with each other via the communication unit 14.

The thus configured quick charger 10 can individually output output power from the plurality of output units 12.

As shown in FIG. 1, the charge switching device 1 includes a plurality of first

conductive paths

50A, 50B, 50C, 50D, 50E, 50F (hereinafter, also referred to as an input side conductive path group 50) and a plurality of second conductive paths 51A. , 51B and 51C (hereinafter, also referred to as output side conductive path group 51), a plurality of third conductive paths 52B, and a plurality of switches 53 (hereinafter also referred to as switch group 55).
In the input-side conductive path group 50, first

conductive paths

50A, 50B, 50C, 50D, 50E, and 50F are provided corresponding to each of the plurality of output units 12, and each electric power output from each output unit 12 is supplied. Are transmitted by the first

conductive paths

50A, 50B, 50C, 50D, 50E and 50F. The output-side conductive path group 51 is electrically connected to each of the connector units 30. In the output-side conductive path group 51, second

conductive paths

51A, 51B, 51C are provided corresponding to the

respective charging connectors

30A, 30B, 30C, and each second

conductive path

51A, 51B, 51C is provided in each charging connector 30A. , 30B, 30C.
One end of the third conductive path 52B is connected to each of the input side conductive path groups 50 by the number of the output side conductive path groups 51 (three in this case). In one of the first

conductive paths

50A, 50B, 50C, 50D, 50E, and 50F, the three third conductive paths 52B whose one ends are connected to each other form a branch portion 52A. The other end of each of the third conductive paths 52B forming the branch portion 52A is connected to each of the second

conductive paths

51A, 51B, 51C. Each branch portion 52A formed of a plurality of third conductive paths 52B is provided corresponding to each of the first

conductive paths

50A, 50B, 50C, 50D, 50E, 50F, and a plurality of branch portions 52A are provided. A third conductive path 52B is provided so as to branch from the first

conductive path

50A, 50B, 50C, 50D, 50E, 50F to each of the second

conductive paths

51A, 51B, 51C to form an intermediate conductive path group 52. ing.

The plurality of switches 53 are configured as relay switches, for example, and are provided corresponding to each of the third conductive paths 52B. These switches 53 are configured so that the corresponding third conductive path 52B can be switched between the energization permitted state and the energization cutoff state. The three switches 53 connected to the third conductive paths 52B of the one branch portion 52A form a switch set 54. The operation of the switch set 54 can be controlled by the control unit 13. Specifically, when any one of the branch parts 52A is to be energized, the control part 13 energizes any one of the plurality of switches 53 provided in the energized branch part 52A. In the permitting state, the other switches 53 are turned off and the two or more switches 53 are simultaneously controlled so as not to enter the energizing permitting state. Further, when any one of the branch parts 52A is to be energized, the control unit 13 can also turn off all the switches 53 of the switch set 54 of the branch part 52A to be energized.

One

charging connector

30A, 30B, 30C is connected to each of the output side conductive path groups 51. The connector unit 30 has charging

connectors

30A, 30B, 30C that serve as a path for supplying the power output from the quick charger 10 to the vehicle to which the connector unit 30 is connected when the vehicle is connected. The connector unit 30 is configured to electrically connect the control unit 13 to the ECU of the vehicle and to transmit information such as SOC of the battery of the vehicle to the control unit 13.

A case where the vehicle 70 is connected to the charging connector 30A and the vehicle is not connected to the charging

connectors

30B and 30C in the thus configured vehicle charging system 100 will be described with reference to FIGS. First, the control unit 13 performs CAN communication with the ECU of the vehicle 70 via the communication unit 14 to acquire the charging request from the vehicle and the SOC of the battery of the vehicle 70. Then, the control unit 13 sets the switch 53 of the third conductive path 52B connected to the second conductive path 51A to the energization permitted state based on the charging request from the vehicle or the acquired SOC, and at the same time, the second conductive path 51B. , 51C, the switch 53 of the third conductive path 52B is turned off.
In other words, the control unit 13 has two or more branching units when the charging connector 30A forming the connector unit 30 is a connected connector connected to the vehicle 70 and the remaining charging

connectors

30B and 30C are not connected connectors. In each of the 52A, the switch 53 provided in the third conductive path 52B of the path toward the connected connector is set in the energization permitted state, while the switch 53 provided in the remaining third conductive path 52B is set in the deenergized state. ..

For example, when the SOC of the battery of the vehicle 70 connected to the charging connector 30A is less than 80% or does not reach a predetermined size, the switch 53 of the third conductive path 52B connected to the second conductive path 51A is switched. All are energized, and all the switches 53 of the third conductive path 52B connected to the second

conductive paths

51B and 51C are turned off. In this way, all the output power from the output unit 12 is concentratedly supplied to the second conductive path 51A. Then, the second conductive path 51A supplies the output power supplied from the plurality of output units 12 to the vehicle 70 via the charging connector 30A. Accordingly, the vehicle charging system 100 can charge the battery of the vehicle 70 in a shorter time.

On the other hand, when the SOC of the battery of the vehicle 70 reaches 80% or more or reaches a predetermined value, the control unit 13 stops the operation of at least a part of the plurality of output units 12. Therefore, it is possible to prevent the electric power from being unnecessarily supplied to the battery of the vehicle 70. The control unit 13 handles the amount of power corresponding to the power that can be output by the output unit 12 that has stopped operating, as surplus power. For example, when the output power of one output unit 12 is 10 kw, when the output unit 12 stops operating, the control unit 13 treats 10 kw as surplus power.

Next, in the charging system 100 for vehicles, a case where

vehicles

70, 71, 72 are connected to each of the connector parts 30 (that is, at least two or more of the charging

connectors

30A, 30B, 30C, respectively) is illustrated. This will be described with reference to 5 and 6. First, the control unit 13 performs CAN communication with the ECUs of the

vehicles

70, 71, 72 via the communication unit 14 to acquire the SOC of each of the batteries of the

vehicles

70, 71, 72. Then, the control unit 13 changes the switch 53 of each switch set 54 to the energization permitted state or the energized cutoff state so as to supply electric power to the batteries of the

vehicles

70, 71, 72 based on the acquired SOC.
That is, in the control unit 13, among the plurality of charging

connectors

30A, 30B, and 30C that form the connector unit 30, two or more are connected connectors that are connected to the vehicle, and the remaining part is not the connected connector or the remaining part is If there is not, in each of the branching portions 52A of two or more and more than the number of connectors being connected, the third conductive path 52B of the route toward any one of the plurality of connectors being connected is provided. The switch 53 provided in the remaining third conductive path 52B is turned off while the switch 53 provided is turned on.

Specifically, the battery of the vehicle 72 connected to the charging connector 30C is not in the predetermined charging state, and the battery of the vehicle 71 connected to the charging connector 30B is in the predetermined charging state, or the internal resistance increases due to deterioration of the battery or the like. When the generated electric power is in an unacceptable state, the battery of the vehicle 70 has a higher SOC than the battery of the vehicle 72, and is not in the predetermined charging state (that is, in the batteries of the

vehicles

70, 71, 72, the battery of the vehicle 71 is charged by the predetermined charge). The case where the batteries of the

other vehicles

70 and 72 are not in the predetermined charging state) will be described.
In this case, the vehicle 71 is supplied with electric power from a smaller number of output units 12 than in the case where the vehicle is not in the predetermined charging state, in order to prevent electric power from being supplied unnecessarily. Therefore, a part of the output unit 12 that should be supplied when the vehicle 71 is not in the predetermined charge state is treated as surplus power. The control unit 13 includes the second conductive path 51C in the branching portion 52A corresponding to one of the first

conductive paths

50A, 50B, 50C, 50D, 50E, and 50F connected to the output unit 12 treated as surplus power. The switch 53 of the third conductive path 52B connected to the second conductive path 52B is turned on and the switch 53 of the third conductive path 52B connected to the second

conductive paths

51A and 51B is turned off.
That is, when the charging state of the vehicle 71 connected to the charging connector 30B is the predetermined charging state, the control unit 13 is connected to the vehicle 71 in the predetermined charging state at each of the two or more branch portions 52A. The switch 53 provided on the third conductive path 52B on the path toward the charging connector 30C except the charging connector 30B is set to the energized state while the switch 53 provided on the remaining third conductive path 52B is set to the de-energized state.

In this way, the control unit 13 reduces the number of the output units 12 that supply the output power to the charging connector 30B and increases the number of the output units 12 that supply the output power to the charging connector 30C. As a result, the vehicle charging system 100 can charge the battery of the vehicle 72 connected to the charging connector 30C in a shorter time by supplying the surplus power. The method of assigning the output unit 12 to the

vehicles

70, 71, 72 can be changed according to the required specifications.
Here, the predetermined charge state means, for example, a state where the SOC is 80% or more or has reached a predetermined size, and the non-predetermined charge state means that the SOC is less than 80% or a predetermined size. Is not reached.

In this way, this vehicle charging system 100 can change the magnitude of the output power supplied to each of the charging

connectors

30A, 30B, 30C according to the state of the battery of each of the

vehicles

70, 71, 72. ..

Next, the operation of the control unit 13 of the vehicle charging system 100 will be described with reference to FIG. The vehicle charging system 100 will be described on the assumption that there are three vehicles (that is, three charging

connectors

30A, 30B, and 30C) that can be charged simultaneously. The operation of the control unit 13 in the following description may be performed by any one of the control units 13 of the quick chargers 10 shown in FIGS.
First, the control unit 13 determines whether the charging target is one (step S1). Specifically, whether or not there is one charging target is determined by whether or not the vehicle is connected to the charging

connectors

30A, 30B, 30C and the battery of the vehicle is supplied with electric power. For example, in a vehicle connected to the charging

connectors

30A, 30B, 30C, it is possible to determine whether or not only one charging target is available based on the charging request from the vehicle or the SOC of the battery of this vehicle.

Then, in step S1, when it is determined that the charging target is one (Yes in step S1), the process proceeds to step S2, and the total power of all the quick chargers 10 is set as the power that can be output. Specifically, the control unit 13 allocates the amount of electric power that can be output by all the quick chargers 10 to one target vehicle. For example, when there is no one to be charged, it means that no electric power is supplied from the charging system 100 for this vehicle to the outside. Therefore, the control unit 13 determines the total electric power of all the quick chargers 10. Treated as power that can be output. For example, the power that can be output from each quick charger 10 is 10 kw (=1 output power of one output unit 12)×3=30 kw, and the total power of all the quick chargers 10 is 30 kw (=1 quick charge). The power that can be output from the device 10)×2=60 kw. The control unit 13 treats this value as the amount of power that can be output, and assigns it to one target vehicle.

Then, in step S3, the power output from the target vehicle and the output power is determined. Specifically, when a vehicle is connected to the connector unit 30, the control unit 13 recognizes this vehicle as the target vehicle. Then, the control unit 13 determines the amount of electric power to be output to this vehicle based on the amount of electric power that can be currently output and the charging request from the vehicle.

Then, in step S4, the charging switching device 1 is switched to the charging target, and the quick charger 10 starts supplying power. Specifically, the control unit 13 sets the switch 53 of the plurality of third conductive paths 52B connected to any of the second

conductive paths

51A, 51B, 51C corresponding to the connected connector to the energization permitted state. At the same time, the switches 53 of the plurality of third conductive paths 52B connected to any of the second

conductive paths

51A, 51B, and 51C that do not correspond to the connector being connected are turned off. In this way, the output power from the output unit 12 that is input to the input side conductive path group 50 is supplied to any of the output side conductive path groups 51 to which any of the connector sections 30 connected to the target vehicle is connected.

When it is determined in step S1 that the charging target is not one (No in step S1), the process proceeds to step S5 and it is determined whether the charging target is two. Specifically, the control unit 13 determines whether or not there are two connected connectors and power is being supplied to the battery of each vehicle.

When it is determined in step S5 that the number of charging targets is two (Yes in step S5), the process proceeds to step S6, and the electric power per one of the quick chargers 10 including the status of charging is output. Available power. Specifically, the control unit 13 allocates the amount of electric power (30 kw) that can be output by one quick charger 10 to one target vehicle.

When it is determined in step S5 that the number of charging targets is not two (No in step S5), the process proceeds to step S7 and it is determined whether there is surplus power.

Even when the number of target vehicles being charged is three, as in the case where the number of target vehicles being charged is one, when the SOC of the battery reaches 80% or more, or reaches a predetermined size, The control unit 13 suppresses the output power from at least a part of the output units 12 that supply the output power to each of the target vehicles, and the output unit 12 whose output is suppressed outputs the output power. The amount of power corresponding to the possible power is treated as surplus power. When the SOC of each battery of each target vehicle is less than 80% or does not reach a predetermined size, the control unit 13 outputs the power to each target vehicle. The output power from 12 is not suppressed. In this case, there is no surplus power because there is no output unit 12 whose output is suppressed.

When it is determined in step S7 that there is surplus power (Yes in step S7), the process proceeds to step S8, and the power that can be output to a new charging target is surplus power. Specifically, when a vehicle including a battery whose SOC is less than 80% or has not reached a predetermined size is connected to any of the charging

connectors

30A, 30B, 30C, the control unit 13 , The second conductive path to which the charging

connectors

30A, 30B, and 30C to which this vehicle is connected, respectively, the surplus power (that is, the power corresponding to the magnitude of the power that can be output by the output unit 12 whose output is suppressed) It is decided to supply to any of 51A, 51B and 51C.

When it is determined in step S7 that there is no surplus power (No in step S7), the control unit 13 determines whether there is surplus power or a fully charged battery in step S9. Whether or not the battery is fully charged can be determined based on the charge stop request from the vehicle or the SOC level of the battery.
When it is determined in step S9 that there is no surplus power and there is no fully charged battery (No in step S9), the control unit 13 repeats the determination in step S9.
When it is determined in step S9 that there is excess power or there is a fully charged battery (Yes in step S9), the control unit 13 returns the process to step S1.

Next, how to handle surplus power will be described with reference to FIG.
First, it is determined whether or not there is an excess of power for one or more of the output units 12 electrically arranged in parallel in the quick charger 10 (step S10). Specifically, the control unit 13 is configured to be able to calculate the magnitude of the electric power supplied to the battery of the target vehicle, which is connected to any of the connector units 30, based on the SOC. .. Then, the control unit 13 determines whether the difference between the calculated electric power and the electric power currently supplied to the battery is smaller than the output electric power of one output unit 12.
When it is determined in step S10 that the electric power of one or more of the output units 12 electrically arranged in parallel in the quick charger 10 is not excessive (No in step S10), the control unit 13 determines The determination is repeated in step S10.

Then, in step S10, when it is determined that the power of one or more of the output units 12 electrically arranged in parallel in the quick charger 10 is excessive (Yes in step S10), In step S11, the control unit 13 stops the operation of the output units 12 of the number corresponding to the magnitude of the surplus power, and continues charging the battery with the output power from the remaining output units 12. Stopping the operation of the output unit 12 means stopping the switching operation of the switch elements Z2, Z3, Z4, Z5 that are being switched by the control unit 13.

Next, in step S12, all the switch sets 54 of the output unit 12 that have surplus power are turned off. Specifically, the control unit 13 causes the switch 53 of the branch unit 52A connected to any of the first

conductive paths

50A, 50B, 50C, 50D, 50E, and 50F connected to the output unit 12 that has stopped operating. Turn off all the power. In this manner, the control unit 13 brings one of the first

conductive paths

50A, 50B, 50C, 50D, 50E, and 50F connected to the output section 12 that has stopped operating, and the output-side conductive path group 51 into a non-conductive state. To do.

Next, the process proceeds to step S13, and it is determined whether there is a charging status that can accept the surplus power. Specifically, it is determined whether or not another vehicle is connected to the remaining connector section 30 and the battery of this vehicle is being supplied with power, for example, the battery of the vehicle connected to the remaining connector section 30. It is determined based on the SOC.

When it is determined in step S13 that there is a charging status that can accept the surplus power (Yes in step S13), the process proceeds to step S14, and the target vehicle and the magnitude of the output power to the target vehicle To decide. Specifically, the control unit 13 determines a vehicle equipped with a battery whose SOC is less than 80% or has not reached a predetermined magnitude, and the magnitude of output power output to this vehicle.

Then, the process proceeds to step S15, the output unit 12 having surplus electric power is switched to the target vehicle and connected, and the output from the quick charger 10 is started. Specifically, the control unit 13 controls the branch unit 52A connected to any of the first

conductive paths

50A, 50B, 50C, 50D, 50E, and 50F connected to the output unit 12 that has stopped operating, The switch 53 of the third conductive path 52B connected to any of the second

conductive paths

51A, 51B, 51C corresponding to the target vehicle is set to the energization permitted state, and the second non-corresponding vehicle is not supported. The switch 53 of the third conductive path 52B connected to any of the

conductive paths

51A, 51B and 51C is turned off.
As a result, the control unit 13 connects any one of the first

conductive paths

50A, 50B, 50C, 50D, 50E, and 50F connected to the output unit 12 that has stopped operating to the vehicle determined in step S13. Any one of the two

conductive paths

51A, 51B and 51C is brought into conduction. Then, the control unit 13 starts the switching operation of the switch elements Z2, Z3, Z4, Z5 of the output unit 12 which have stopped the operation. In this way, the output power generated by operating the output unit 12 that has stopped operating is supplied to the battery of the target vehicle, and the surplus power is supplied to the target vehicle.

When it is determined in step S13 that there is no charging status that can accept the surplus power (No in step S13), the process proceeds to step S16 and the output unit 12 that has stopped the operation has a power level that can be output. The amount of the corresponding power is counted as surplus power. The control unit 13 of each quick charger 10 is configured to be able to transmit the presence/absence of its own surplus power, the size of the surplus power, and the like to the other control unit 13. For example, when there is excess power in the upper (lower) quick charger 10 in FIGS. 1, 4, and 6, the control unit 13 of the upper (lower) quick charger 10 controls the lower (upper) quick charger 10. The presence/absence of its own surplus power, the size of the surplus power, and the like can be transmitted to the unit 13 via the communication unit 14 and the communication line 14A.

Next, the effects of the vehicle charge switching device 1 and the vehicle charge control device 3 of the present configuration will be described.
In the vehicle charge switching device 1 of the present disclosure, the switch group 55 is controlled from the outside or the inside, so that the path for distributing the power from the plurality of output units 12 to the connector unit 30 can be variously changed. In particular, one of the branch portions 52A is energized, and one of the plurality of switches 53 provided in the energized branch portion 52A is energized and the other switch 53 is deenergized. This is a configuration in which it is possible to selectively control the third conductive path 52B to be in the state, and if the control is performed in this way, only one of the third conductive paths 52B is selectively selected in the branch portion 52A to be energized. Can be electrically conducted, and the other third conductive path 52B can be maintained in a non-energized state. In addition, it is possible to perform control in such a manner that the electric power is concentrated on a specific charging connector while selectively operating as described above, and in this way, the battery of the vehicle connected to the specific charging connector can be efficiently used. Can be charged.

The vehicle charging control device 3 according to the present disclosure has a configuration including the charging switching device 1 and the control unit 13. With such a configuration, the control unit 13 selects one of the plurality of switches 53 provided in the energized branch unit 52A when energizing any of the branch units 52A. It operates so that 53 is in the energization permitted state and the other switches 53 are in the energized cutoff state.
With this configuration, under the control of the control unit 13, only one of the third conductive paths 52B can be selectively made conductive in the branch portion 52A to be energized, and the other third conductive path 52B. The conductive path 52B can be maintained in a non-energized state. Therefore, it is possible to concentrate the power on a specific charging connector while preventing the plurality of charging

connectors

30A, 30B, 30C from being electrically connected to each other via the branch portion 52A to be energized.

In the vehicle charging control device 3 of the present disclosure, the control unit 13 is a connecting connector in which any one of the plurality of charging

connectors

30A, 30B, and 30C configuring the connector unit 30 is connected to the vehicle. When the rest is not the connector being connected, in each of the two or more branching parts 52A, the switch 53 provided in the third conductive path 52B of the path toward the connector being connected is energized to enable the remaining third conductivity. The switch 53 provided in the path 52B operates so as to be in a power-off state.
With such a configuration, it is possible to guide each electric power output from the two or more output units 12 via one or more branching units 52A so as to be concentrated in one charging connector (connecting connector). Therefore, charging can be performed more efficiently. Moreover, in the two or more branch portions 52A through which electric power passes, it is possible to prevent the plurality of charging

connectors

30A, 30B, 30C from being electrically connected to each other.

In the vehicle charging control device 3 according to the present disclosure, the control unit 13 is a connector being connected, in which two or more of the plurality of charging

connectors

30A, 30B, and 30C configuring the connector unit 30 are connected to the vehicle, In the case where the residual is not the connector being connected or there is no residual, it is provided in each of the two or more branch portions 52A in the third conductive path 52B which is a path toward any one of the plurality of connecting connectors. It operates so that the switch 53 provided in the remaining third conductive path 52B is turned off while the switch 53 is turned on.
With this configuration, each electric power output from the two or more output units 12 can be guided to the two or more charging connectors (two or more connected connectors) via the two or more branch units 52A. Therefore, charging can be performed more efficiently. Moreover, in the two or more branch portions 52A through which electric power passes, it is possible to prevent the plurality of charging

connectors

30A, 30B, 30C from being electrically connected to each other. That is, a vehicle connected to any one charging connector (one connecting connector) and a vehicle connected to another charging connector (another connecting connector) pass through the branch portion 52A. It is possible to prevent electrical continuity.

connectors

30A, 30B, and 30C configuring the connector unit 30 are connected to the vehicle, In the case where the remainder is not the connector being connected or there is no residue, in each of the branch portions 52A having a number larger than the number of the connectors being connected, the first path of any one of the plurality of connecting connectors is connected. The switch 53 provided in the third conductive path 52B operates so as to be in the energized state while the switch 53 provided in the remaining third conductive path 52B is in the electrically disconnected state.
With this configuration, each electric power output from the output unit 12 that is larger in number than the connected connectors is concentrated on two or more charging connectors (connecting connectors) via the plurality of branching units 52A. Therefore, the charging can be performed more efficiently. A vehicle connected to any one charging connector (one connecting connector) and another charging connector (another connecting connector) while performing the operation of concentrating electric power in this manner. Can be prevented from becoming conductive via the branch portion 52A.

In the vehicle charging control device 3 according to the present disclosure, the control unit 13 controls each of the two or more branch units 52A when the charging state of the vehicle connected to one of the connected connectors is the predetermined charging state. , The switch 53 provided on the third conductive path 52B on the path to any one of the connected connectors excluding the connected connector connected to the vehicle in the predetermined charging state is left in the energized state. The switch 53 provided in the third conductive path 52B is turned off.
With this configuration, when the state of charge of the vehicle connected to one of the connected connectors is the predetermined state of charge, the electric power can be concentrated to the vehicles other than the vehicle, and the charging can be performed more efficiently. Can be done. A vehicle connected to any one charging connector (one connecting connector) and another charging connector (another connecting connector) while performing the operation of concentrating electric power in this manner. Can be prevented from becoming conductive via the branch portion 52A.

The vehicle charging control device 3 according to the present disclosure includes one or more quick chargers 10,
The quick charger 10 individually outputs electric power from the plurality of output units 12.
With such a configuration, the output of electric power from each output unit 12 can be controlled according to the state of the battery of the vehicle and whether or not the vehicle is connected to the charging

connectors

30A, 30B, 30C. It is possible to supply electric power of a magnitude that corresponds to the state of the battery in detail.

<Other Examples>
The present invention is not limited to the embodiments described by the above description and the drawings, and the following embodiments are also included in the technical scope of the present invention.

In the above-described embodiment, the relay is illustrated as an example of the switch 53 of the vehicle charge switching device 1, but other FETs or electric parts such as semiconductor switches may be used.

In the above-described embodiment, each quick charger 10 has three output units 12, but the number of output units is not limited to this.

In the above-described embodiment, the number of quick chargers 10 in the vehicle charging system 100 is two, but the number of quick chargers may be one or three or more.

In the embodiment described above, each quick charger 10 has one AC/DC converter 11, but the number of AC/DC converters is not limited to this. Specifically, a plurality of AC/DC converters may be electrically arranged in parallel in one quick charger.

In the embodiment described above, the third conductive path 51A connected to the charging connector 30A to which the vehicle 70 is connected is connected to the second conductive path 51A so as to supply the output power from all the output units 12. Although it is disclosed that all of the switches 53 of the conductive path 52B are in the energization permitted state, the switch of the third conductive path connected to the second conductive path so as to supply the output power from a part of the output parts. A part of the above may be set to the energization permitted state.

1...Vehicle charge switching device 3...Vehicle charging device 10...Quick charger (charger)
12... Power output section 13... Control section 30...

Connector sections

30A, 30B, 30C... Charging connector 50... Input side

conductive path group

50A, 50B, 50C, 50D, 50E, 50F... First conductive path 51... Output side

conductive path Group

51A, 51B, 51C...Second conductive path 52...Intermediate conductive path group 52A...Branching portion 52B...Third conductive path 53...Switch 55...Switch group 100...Vehicle charging system

Claims

A charging system for a vehicle, which includes a charger having a plurality of power output sections provided in parallel, and a connector section having a plurality of charging connectors that serve as a path for supplying the power output from the charger to the vehicle A charging switching device for a vehicle for switching a charging path from the charger to the connector part,
A plurality of first conductive paths are provided, each of the first conductive paths is provided corresponding to each of the plurality of power output sections, and each power output from each of the power output sections is supplied to each of the plurality of first power paths. An input side conductive path group configured to transmit by one conductive path;
A plurality of second conductive paths are provided, each of the second conductive paths is provided corresponding to each of the plurality of charging connectors, and each of the second conductive paths forms a power path to each of the charging connectors. Output side conductive path group,
A plurality of branch portions formed by branching a plurality of third conductive paths are provided, each branch portion is provided corresponding to each of the plurality of first conductive paths, and each of the branch portions has a plurality of An intermediate conductive path group provided so that a third conductive path branches from the first conductive path to each of the plurality of second conductive paths;
A plurality of switches are provided, and each of the switches is provided corresponding to each of the plurality of third conductive paths, and each of the switches sets the corresponding third conductive path to an energization permitted state and an energized cutoff state. A group of switches that are configured to switch to
Charge switching device for a vehicle having a.
A charge switching device for the vehicle according to claim 1;
When any one of the branches is to be energized, any one of the plurality of switches provided in the branch to be energized is set to the energization permitted state, and the other switch is And a control unit that brings the power supply into the cutoff state,
A charging control device for a vehicle including the.
The control unit, when any one of the plurality of charging connectors forming the connector unit is a connected connector connected to a vehicle and the rest is not the connected connector, divides the two or more branches. In each of the parts, the switch provided on the third conductive path of the path toward the connected connector is set to the energization enabled state, and the switch provided on the remaining third conductive path is set to the deenergized state. The charge control device for a vehicle according to claim 2.
Of the plurality of charging connectors that constitute the connector unit, the control unit is 2 or more when the connectors are connected to the vehicle and are connected, and the remainder is not the connector that is being connected or does not exist. In each of the above branching portions, the switch provided on the third conductive path of the path toward any one of the plurality of connected connectors is in the energization permitted state and the remaining third switch is provided. The charge control device for a vehicle according to claim 2, wherein the switch provided in the conductive path is set to the power-supply cutoff state.
In the case where the control unit has two or more of the plurality of charging connectors that form the connector unit and is a connected connector that is connected to a vehicle, and the residue is not the connector that is being connected or there is no residue, In each of the plurality of branch portions, the number of which is greater than the number of connectors being connected, the switch provided on the third conductive path of the path toward any one of the plurality of connectors being connected is energized. The charging control device for a vehicle according to claim 2, wherein the switch provided in the remaining third conductive path is set to the energization cut-off state while being set to the permitted state.
When the state of charge of the vehicle connected to one of the connectors being connected is the predetermined state of charge, the control unit controls the vehicle in the predetermined state of charge in each of the two or more branch units. The switch provided on the third conductive path of any one of the connected connectors excluding the connected connector that is connected is provided on the remaining third conductive path while keeping the energization enabled state. The charging control device for a vehicle according to claim 4 or 5, wherein the switched switch is set to the energization cutoff state.
With one or more of the chargers,
The vehicle charging control device according to claim 2, wherein the charger individually outputs electric power from a plurality of the electric power output units.