WO2021075233A1 - 充電装置 - Google Patents

充電装置 Download PDF

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Publication number
WO2021075233A1
WO2021075233A1 PCT/JP2020/036368 JP2020036368W WO2021075233A1 WO 2021075233 A1 WO2021075233 A1 WO 2021075233A1 JP 2020036368 W JP2020036368 W JP 2020036368W WO 2021075233 A1 WO2021075233 A1 WO 2021075233A1
Authority
WO
WIPO (PCT)
Prior art keywords
battery
charging
connection portion
housing
above configuration
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2020/036368
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
正登 丹羽
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
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 Denso Corp filed Critical Denso Corp
Priority to DE112020005048.3T priority Critical patent/DE112020005048T5/de
Priority to CN202080071811.4A priority patent/CN114555411B/zh
Publication of WO2021075233A1 publication Critical patent/WO2021075233A1/ja
Priority to US17/713,650 priority patent/US12319159B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B60L53/10—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
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • 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
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • 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
    • B60L53/20—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 converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from AC mains by converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/70—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries characterised by the mechanical construction
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/90—Regulation of charging or discharging current or voltage
    • H02J7/94—Regulation of charging or discharging current or voltage in response to battery current
    • 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
    • B60L2210/10—DC to DC converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
    • H02J2105/30—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles
    • H02J2105/33—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles
    • H02J2105/37—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles exchanging power with electric vehicles [EV] or with hybrid electric vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Details of circuit arrangements for charging or discharging batteries or supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Details of circuit arrangements for charging or discharging batteries or supplying loads from batteries
    • H02J2207/40—Details of circuit arrangements for charging or discharging batteries or supplying loads from batteries adapted for charging from various sources, e.g. AC, DC or multivoltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/60—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including safety or protection arrangements
    • H02J7/62—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including safety or protection arrangements against overcurrent
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/60—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including safety or protection arrangements
    • H02J7/663—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including safety or protection arrangements using battery or load disconnect circuits
    • 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
    • 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

Definitions

  • This disclosure relates to a charging device mounted on a vehicle.
  • Some electric vehicles and hybrid vehicles can be charged with an in-vehicle battery by supplying DC power from the outside of the vehicle.
  • This type of vehicle includes a charging connector that is connected to a power supply cable outside the vehicle by a connector, and also includes a charging device that switches between energizing and shutting off the DC power supplied from the charging connector to the battery.
  • the charging device described in Patent Document 1 is mounted on the vehicle.
  • the charging device has a housing, a charging connection connected to charging, and a battery connecting portion connected to the battery via a battery cable.
  • a charging device may be arranged between the charging connector and the battery.
  • the battery cable is connected to the battery by bypassing the charging device, so that the length becomes long. There is a risk. If the length of the battery cable is long, the influence of power loss may be large during quick charging in which a large current needs to be passed.
  • the present disclosure has been made based on this circumstance, and an object of the present disclosure is to provide a charging device capable of reducing the influence of power loss during rapid battery charging.
  • the first aspect of the present disclosure for achieving the object is a charging connector connected to a power supply cable outside the vehicle, a relay cable routed inside the vehicle and one end connected to the charging connector, and charging.
  • a charging device mounted on a vehicle having a battery charged by a DC current supplied from a connector and a battery cable having one end connected to the battery, and a charging connection portion connected to the other end of the relay cable.
  • the charging connection portion is a charging device arranged on the charging connector side of the housing, and the battery connecting portion is a charging device arranged on the battery side of the housing.
  • the charging connection portion is arranged on the charging connector side of the housing, and the battery connecting portion is arranged on the battery side of the housing. Therefore, it is possible to prevent the length of the relay cable and the battery cable from becoming longer as compared with those in which the charging connection portion and the battery connection portion are provided on the same surface of the housing. Therefore, in the configuration of the above aspect, the influence of power loss due to passing through the cable at the time of charging can be reduced.
  • FIG. 1 is a diagram showing a configuration of a power conversion device 1 (PC) according to the present disclosure, a battery 50 arranged in a vehicle, and a DC power supply device 30 (DC) outside the vehicle.
  • the DC power supply device 30 is connected to the charging connector 40 (C) provided in the vehicle by the power supply cable 31.
  • the charging connector 40 is connected to the power conversion device 1 by a relay cable 41 distributed inside the vehicle.
  • the power conversion device 1 is connected to the battery 50 by the battery cable 51.
  • the DC power supply device 30 is connected to the battery 50 via the power conversion device 1.
  • FIG. 2 shows an example of the power conversion device 1 including the charging device 20 of the present disclosure.
  • the power conversion device 1 disclosed in FIG. 2 includes a housing 70, a relay 60, a DCDC converter 21, a charger 22, and an ECU 23.
  • the power conversion device 1 is connected to the charging connector 40 via the relay cable 41, and is connected to the battery 50 via the battery cable 51.
  • a relay cable 41 whose one end is connected to the charging connector 40.
  • the other end of the relay cable 41 is connected to the input conductive member 75 by a charging connection portion 42 (DC) located on the charging connector 40 side of the housing 70.
  • the charging connection portion 42 has a configuration in which the relay cable 41 and the input conductive member 75 are connected by a fixing means such as fastening, or a configuration in which the relay cable 41 and the input conductive member 75 come into contact with each other by fitting the resin connectors to each other. It may be.
  • the power conversion device 1 and the charging connector 40 are connected.
  • the charging connection unit 42 is connected to the relay 60 housed in the housing 70 of the power conversion device 1 via the input conductive member 75.
  • the battery connection portion 52 is arranged on the battery side of the housing 70.
  • the battery connection portion 52 has a configuration in which the battery cable 51 and the output conductive member 76 are connected by a fixing means such as fastening, or the battery cable 51 and the output conductive member 76 come into contact with each other by fitting resin connectors to each other. It may be a configuration.
  • the battery connection portion 52 is connected to the relay 60 housed in the housing 70 via the output conductive member 76. With the above configuration, the power converter 1 and the battery 50 are connected.
  • the power conversion device 1, the charging connector 40 and the battery 50 are connected via the relay cable 41, the charging connection portion 42, the input conductive member 75, the relay 60, the output conductive member 76, the battery connection portion 52 and the battery cable 51. Is connected.
  • the charging connector 40 is connected to the DC power supply device 30 and the above configuration, the power input from the DC power supply device 30 is supplied to the battery 50 via the power conversion device 1.
  • the power conversion device 1 houses the DCDC converter 21 in the housing 70.
  • the DCDC converter 21 is connected to the output conductive member 76 via the DCDC conductive member 77.
  • the DCDC converter 21 is connected to the battery 50.
  • the DCDC converter 21 is connected to the auxiliary battery 82 (ABT) via the terminal 78 (T) and the auxiliary conductive member 79.
  • the battery 50 is connected to the auxiliary battery 82 via the DCDC converter 21.
  • the power conversion device 1 houses the charger 22 in the housing 70.
  • the charger 22 is connected to the battery 50 via the AC output connector 92 (Out) and the AC output conductive member 93. Further, the charger 22 is connected to the AC power supply device 81 (AC) via the AC input connector 90 (In) and the AC input conductive member 91. With the above configuration, the battery 50 is connected to the AC power supply device 81 via the charger 22.
  • the power conversion device 1 houses the ECU 23 in the housing 70.
  • the ECU 23 is communicably connected to the relay 60, the DCDC converter 21, and the charger 22.
  • the portion related to charging the battery 50 from the DC power supply device 30 is referred to as the charging device 20.
  • FIG. 3 is a diagram showing the configuration of the charging device 20 in the first embodiment of the present disclosure.
  • the charging device 20 includes a housing 70, a charging connection portion 42, a battery connection portion 52, and a relay 60.
  • the housing 70 is arranged between the battery 50 and the charging connector 40.
  • the charging connection portion 42 is arranged on the charging connector side of the housing 70, and the battery connecting portion 52 is arranged on the battery side of the housing 70.
  • the case where the housing 70 is arranged between the battery 50 and the charging connector 40 means that at least a part of the housing 70 is located in the area where the battery 50 and the charging connector 40 are connected by a straight line. Shown. In FIG. 3, the input surface 73 in which the charging connection portion 42 is arranged and the output surface 74 in which the battery connection portion 52 is arranged are the surfaces of the housing 70 facing each other.
  • the housing 70 has a rectangular surface 70a having a pair of long sides and a pair of short sides.
  • the input surface 73 is a surface connected to one of the pair of long sides of the rectangular surface 70a, and the output surface 74 is a surface connected to the other of the pair of long sides.
  • FIG. 4 is a modified example of the first embodiment, in which the DCDC converter 21 and the charger 22 are housed in the housing 70 of the charging device 20. If the direction orthogonal to the input surface 73 is defined as one direction, FIG. 4 is a diagram showing the relationship when the charging connection portion 42 is viewed in one direction from the charging connector side. In the above configuration, at least a part of the charging connection portion 42 and the battery connection portion 52 overlap. In FIG. 4, the charging connection portion 42 is arranged at a position completely overlapping the battery connection portion 52, and therefore does not appear on the drawing.
  • the DCDC converter 21 is arranged so as not to overlap with the charging connection unit 42. Further, when the charger 22 is provided in the housing 70, the chargers 22 are arranged so as not to overlap each other when the charging connection portion 42 is viewed in the same manner as described above.
  • FIG. 5 is a diagram showing a modified example in the first embodiment.
  • the charger 22 and the DCDC converter 21 are arranged at positions different from the charging connection portion 42 in the width direction perpendicular to one direction and the vertical direction.
  • the charger 22 and the DCDC converter 21 are arranged at different positions from the battery connection portion 52 in the width direction.
  • the charging connection portion 42 and the battery connection portion 52 are attached to one side in the width direction with respect to the center of the housing 70.
  • the DCDC converter 21 and the charger 22 are arranged on the other side in the width direction with respect to the center of the housing 70.
  • the relay 60 overlaps at least a part of the range where the charging connection portion 42 and the battery connection portion 52 are located in the width direction. More preferably, it is desirable that the charging connection portion 42 and the battery connection portion 52 are arranged at positions where they completely overlap each other in the width direction. Further, it is desirable that the input conductive member 75 and the output conductive member 76 are arranged so as to be aligned in a straight line.
  • At least a part of the charging connection portion 42 overlaps with the charging connector 40 in the width direction. It is desirable that at least a part of the battery connection portion 52 overlaps with the battery 50 in the width direction.
  • the input conductive member 75 and the output conductive member 76 are flexible conductive members such as a harness or a bus bar.
  • the battery 50, the battery connection portion 52, the relay 60, the charging connection portion 42, and the charging connector 40 are arranged at a height at which at least a part of them overlap each other in the vertical direction. Further, it is desirable that the battery cable 51, the output conductive member 76, the input conductive member 75, and the relay cable 41 are arranged in a straight line perpendicular to the vertical direction.
  • the power conversion device 1 has a charger 22.
  • the charger 22 is supplied with AC power from an AC power supply device 81 that obtains power from a household power source or the like via an AC input conductive member 91 and an AC input connector 90.
  • the charger 22 converts the AC power supplied from the AC power supply device 81 into DC power.
  • the charger 22 supplies DC power to the battery 50 via the AC output conductive member 93 and the AC output connector 92 to charge the battery 50.
  • the charging of the battery 50 performed by the AC power supply device is referred to as normal charging.
  • the power conversion device 1 has a DCDC converter 21. Power is supplied to the DCDC converter 21 from the battery 50 via the battery cable 51, the battery connection portion 52, the output conductive member 76, and the DCDC conductive member 77.
  • the DCDC converter 21 converts the power supplied from the battery 50. After the conversion, the DCDC converter 21 supplies the converted electric power to the auxiliary battery 82 via the auxiliary conductive member 79 and the terminal 78 to charge the auxiliary battery.
  • the power conversion device 1 has a relay 60.
  • the relay 60 connects and disconnects a conductive member and a cable for connecting the DC power supply device 30 and the battery 50.
  • the power conversion device 1 has an ECU 23.
  • the ECU 23 is communicably connected to the relay 60, the DCDC converter 21, and the charger 22.
  • the ECU 23 controls the operation of the relay 60, the DCDC converter 21, and the charger 22.
  • the charging connection portion 42 is attached to the charging connector 40 side of the housing 70.
  • the charging connector 40 and the charging connecting portion 42 can be brought closer to each other as compared with the case where the charging connecting portion 42 is arranged on the battery 50 side.
  • the battery connection portion 52 is arranged on the battery 50 side of the housing 70. In the above configuration, contrary to the above configuration, the battery 50 and the battery connection portion 52 can be brought closer to each other as compared with the case where the battery connection portion 52 is arranged on the charging connector 40 side.
  • the resistance of the relay cable 41 and the battery cable 51 is reduced. If the resistance is reduced, the power loss due to the relay cable 41 and the battery cable 51 is reduced.
  • the magnitude of the direct current that flows during rapid charging is larger.
  • the influence of power loss due to heat or the like becomes large. Therefore, there is a possibility that the influence of power loss will be large, especially at the time of quick charging in which a direct current is passed. Therefore, a configuration capable of reducing the influence of power loss by suppressing an increase in the length of the conductive member as in the above configuration is particularly effective at the time of quick charging. Therefore, in the above configuration, the charging efficiency of the battery 50 at the time of quick charging can be improved.
  • the housing 70 is arranged between the charging connector 40 and the battery 50. Further, the charging connection portion 42 is arranged on the charging connector side of the housing 70, and the battery connecting portion 52 is arranged on the battery 50 side of the housing 70. Therefore, in the above configuration, it is possible to prevent the battery 50 from being arranged between the charging connector 40 and the housing 70. Contrary to the above configuration, when the battery 50 is arranged between the housing 70 and the charging connector 40, the length of the relay cable 41 may be increased by the size of the battery 50. On the other hand, in the case of the above configuration, since the battery 50 can be suppressed from being arranged between the housing 70 and the charging connector 40, it is possible to suppress the length of the relay cable 41 from becoming long. Therefore, in the above configuration, the influence of power loss at the time of quick charging of the battery 50 can be reduced.
  • the charging connector 40 is located on the front side of the vehicle, and at least a part of the battery 50 is located on the rear side of the vehicle.
  • the direction in which the charging connector 40 and the charging device 20 face each other is the same as the direction in which the battery 50 and the charging device 20 face each other.
  • the input surface 73 and the output surface 74 are surfaces of the housing 70 facing each other.
  • the input surface 73 can be arranged on the charging connector 40 side.
  • the output surface 74 can be arranged on the battery 50 side.
  • the charging connection portion 42 can be arranged on the charging connector 40 side and the battery connecting portion 52 can be arranged on the battery 50 side. Therefore, with the above configuration, it is possible to prevent the lengths of the relay cable 41 and the battery cable 51 from becoming long. Therefore, in the above configuration, the influence of power loss at the time of quick charging of the battery 50 can be reduced.
  • the housing 70 has a rectangular surface 70a having a pair of long sides and a pair of short sides.
  • the input surface 73 is a surface connected to one of the pair of long sides of the rectangular surface 70a
  • the output surface 74 is a surface connected to the other of the pair of long sides.
  • the charging connection portion 42 and the battery connection portion 52 are arranged so as to be arranged in the same direction as the one direction. Therefore, in the above configuration, the distance between the charging connection portion 42 and the battery connection portion 52 is about the same as the length of the short side of the housing 70. That is, the total length of the input conductive member 75 and the output conductive member 76 connecting the charging connection portion 42 and the battery connection portion 52 is about the same as the length of the short side of the housing 70.
  • the charging connection portion 42 and the battery connection portion 52 are arranged so as to line up in the same direction as the long side of the housing 70 extends. Therefore, the distance between the charging connection portion 42 and the battery connection portion 52 is about the same as the length of the long side of the housing 70. That is, the total length of the input conductive member 75 and the output conductive member 76 is about the same as the length of the long side of the housing 70.
  • the DCDC converter 21 does not overlap with the charging connection portion 42 and the battery connection portion 52. Be placed. With the above configuration, it is possible to prevent the DCDC converter 21 from being arranged between the charging connection unit 42 and the battery connection unit 52.
  • the DCDC converter 21 is arranged so as to overlap the charging connection portion 42 and the battery connection portion 52 when the charging connection portion 42 is viewed from the charging connector 40 side in one direction. To do. In that case, the DCDC converter 21 is arranged between the charging connection unit 42 and the battery connection unit 52.
  • the input conductive member 75 and the output conductive member 76 may need to bypass the DCDC converter.
  • the length increases by the amount of the bypass.
  • the DCDC converter 21 and the charger 22 are arranged at positions that do not overlap with the charging connection portion 42 and the battery connection portion 52 in the width direction.
  • the relay 60, the input conductive member 75, and the output conductive member 76 arranged between the charging connection portion 42 and the battery connecting portion 52 are suppressed from overlapping with the DCDC converter 21 and the charger 22 in the width direction.
  • the charging connection portion 42 and the battery connecting portion 52 completely overlap each other when the charging connection portion 42 is viewed from the charging connector 40 side in one direction.
  • the distance between the charging connection portion 42 and the battery connecting portion 52 is shorter than that in which the charging connecting portion 42 and the battery connecting portion 52 are overlapped by one part. Therefore, in the above configuration, it is possible to more effectively suppress the increase in the distance between the input conductive member 75 and the output conductive member 76. Therefore, in the above configuration, the influence of power loss at the time of quick charging of the battery 50 can be reduced.
  • the direction orthogonal to the input surface 73 is defined as the first direction
  • the direction orthogonal to the output surface 74 is defined as the second direction
  • the direction orthogonal to the first direction and the second direction is defined as the third direction.
  • the input surface 73 and the output surface 74 are orthogonal to each other.
  • the right angle mentioned above indicates a range of 80 degrees to 100 degrees, and does not mean only 90 degrees. More preferably, it is in the range of 85 degrees to 95 degrees.
  • the charging connection unit 42 and the battery connection unit 52 are arranged at positions where at least a part of the charging connection unit 42 and the battery connection unit 52 overlap each other on the axis in the third direction.
  • the DCDC converter 21 is arranged at a position that does not overlap with the charging connection portion 42.
  • the charger 22 when the charging connection portion 42 is viewed from the charging connector 40 side in the first direction, the charger 22 is arranged at a position where it overlaps with the charging connection portion 42, but is arranged at a position where it does not overlap. You may.
  • the charging connection portion 42 is arranged on the output surface 74 side of the center of the housing 70 in the second direction.
  • the battery connection portion 52 is arranged on the input surface 73 side from the center of the housing 70 in the first direction.
  • the charger 22 is arranged at a position that does not overlap with the battery connection portion 52.
  • the DCDC converter 21 when the battery connection portion 52 is viewed from the battery 50 side toward the second direction, the DCDC converter 21 is arranged at a position where it overlaps with the battery connection portion 52, but is arranged at a position where it does not overlap. You may.
  • the charging connector 40 is provided on the fender side, that is, the side side of the vehicle. At least a portion of the battery 50 is located on the rear side of the vehicle. Further, in the above configuration, the direction in which the charging connector 40 and the charging device 20 face each other and the direction in which the battery 50 and the charging device 20 face each other are orthogonal to each other. In the charging device 20 shown in FIG. 6, the input surface 73 and the output surface 74 are planes orthogonal to each other of the housing 70. In the charging device 20 having the above configuration, the charging connection portion 42 can be arranged on the charging connector 40 side with respect to the vehicle. Similarly, in the above configuration, the battery connection portion 52 can be arranged on the battery 50 side. Therefore, with the above configuration, it is possible to prevent the lengths of the relay cable 41 and the battery cable 51 from becoming long. Therefore, in the above configuration, the influence of the power loss due to the conductive member can be reduced at the time of quick charging of the battery 50.
  • the charging connection unit 42 and the battery connection unit 52 are arranged at positions where at least a part of the charging connection unit 42 and the battery connection unit 52 overlap each other on the axis in the third direction. Therefore, in the above configuration, contrary to the above configuration, the charging connection unit 42 and the battery connection unit 52 are connected to the charging connection unit 42 and the battery as compared with the configuration in which the charging connection unit 42 and the battery connecting unit 52 are arranged at positions that do not overlap each other on the axis in the third direction. It is possible to prevent the portions 52 from being separated from each other. Therefore, in the above configuration, it is possible to prevent the distance between the input conductive member 75 and the output conductive member 76 from becoming long. Therefore, in the above configuration, the influence of the power loss due to the conductive member can be reduced at the time of quick charging of the battery 50.
  • the DCDC converter 21 is arranged at a position that does not overlap the charging connection portion 42 when the charging connection portion 42 is viewed from the charging connector 40 side toward the first direction. ..
  • the charging connection portion 42 is located closer to the output surface 74 than the center of the housing 70 in the second direction.
  • the battery connection portion 52 is located on the input surface 73 side from the center of the housing 70 in the first direction.
  • the center in the above refers to the geometric center of gravity of the housing 70 when the housing 70 is viewed from the third direction.
  • the DCDC converter 21 and the charger 22 can be arranged in the above range. Therefore, in the above configuration, the DCDC converter 21 and the charger 22 are arranged at positions that do not overlap with the input conductive member 75, the output conductive member 76, and the relay 60, so that they can be prevented from interfering with each other. Therefore, with the above configuration, the space can be effectively used without the configurations arranged in the housing 70 interfering with each other.
  • the housing 70 has a rectangular shape having a long side and a short side, but may have another shape such as a square that does not have a long side and a short side.
  • the housing 70 is a rectangular parallelepiped, but the surface of the housing 70 may not be flat and may have an uneven shape.
  • the housing 70 in the present disclosure may be integrally molded or may be composed of a plurality of members such as a lid and a box.
  • the charging connection portion 42 is arranged at a position where the charging connection portion 42 overlaps the battery connection portion 52 when viewed in one direction from the charging connector 40 side, but does not overlap. It may be arranged.
  • the charging connection unit 42 when the charging connection unit 42 is viewed from the charging connector 40 side in one direction, the charging connection unit 42 is arranged at a position where it does not overlap with the DCDC converter 21 and the charger 22. It may overlap.
  • the charging connection portion 42 and the battery connecting portion 52 are arranged at positions where the DCDC converter 21 and the charger 22 do not overlap, but they may overlap.
  • the charging connection portion 42 is located in the second direction on the output surface 74 side of the housing 70 from the center, but is arranged in the center or on the surface side facing the output surface 74 from the center. You may be.
  • the battery connection portion 52 is located on the input surface 73 side from the center of the housing 70 in the first direction, but is arranged on the center or the surface side facing the input surface 73 from the center. You may.
  • the DCDC converter 21, the charger 22, and the ECU 23 are housed in the housing 70 of the charging device 20, but they may be housed in a housing different from the housing 70.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
PCT/JP2020/036368 2019-10-16 2020-09-25 充電装置 Ceased WO2021075233A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE112020005048.3T DE112020005048T5 (de) 2019-10-16 2020-09-25 Aufladevorrichtung
CN202080071811.4A CN114555411B (zh) 2019-10-16 2020-09-25 充电装置
US17/713,650 US12319159B2 (en) 2019-10-16 2022-04-05 Charging device

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2019189699A JP7276068B2 (ja) 2019-10-16 2019-10-16 充電装置
JP2019-189699 2019-10-16

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US17/713,650 Continuation US12319159B2 (en) 2019-10-16 2022-04-05 Charging device

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WO2021075233A1 true WO2021075233A1 (ja) 2021-04-22

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PCT/JP2020/036368 Ceased WO2021075233A1 (ja) 2019-10-16 2020-09-25 充電装置

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JP (1) JP7276068B2 (https=)
CN (1) CN114555411B (https=)
DE (1) DE112020005048T5 (https=)
WO (1) WO2021075233A1 (https=)

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JP7444039B2 (ja) * 2020-12-09 2024-03-06 トヨタ自動車株式会社 電動車両

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JP2013230053A (ja) * 2012-04-26 2013-11-07 Honda Motor Co Ltd パワーコントロールユニット
JP2015070627A (ja) * 2013-09-26 2015-04-13 富士重工業株式会社 車両用電源装置

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JP3267039B2 (ja) * 1994-03-31 2002-03-18 日産自動車株式会社 電気自動車の充電制御装置
JP2010213503A (ja) * 2009-03-11 2010-09-24 Omron Corp 電力供給装置および方法
JP5106606B2 (ja) * 2010-09-27 2012-12-26 三菱電機株式会社 放電システムおよび電動車両
JP5936745B1 (ja) 2015-05-18 2016-06-22 カルソニックカンセイ株式会社 車両用電力変換装置
CN107710586B (zh) 2015-05-18 2020-06-09 康奈可关精株式会社 电力转换装置
CN108128183B (zh) * 2017-12-06 2023-07-07 力帆实业(集团)股份有限公司 新能源汽车充电电池控制箱
JP2019106770A (ja) * 2017-12-11 2019-06-27 パナソニックＩｐマネジメント株式会社 電気接続箱
JP7078846B2 (ja) 2018-04-20 2022-06-01 ダイキン工業株式会社 塗料改質剤および塗料組成物
JP7094780B2 (ja) * 2018-05-31 2022-07-04 矢崎総業株式会社 Ｄｃ／ｄｃ変換ユニット

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WO2012070346A1 (ja) * 2010-11-22 2012-05-31 本田技研工業株式会社 電動車両用パワーコントロールユニット
JP2013230053A (ja) * 2012-04-26 2013-11-07 Honda Motor Co Ltd パワーコントロールユニット
JP2015070627A (ja) * 2013-09-26 2015-04-13 富士重工業株式会社 車両用電源装置

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US12319159B2 (en) 2025-06-03
CN114555411B (zh) 2024-07-09
DE112020005048T5 (de) 2022-11-03
JP7276068B2 (ja) 2023-05-18
JP2021065061A (ja) 2021-04-22
CN114555411A (zh) 2022-05-27
US20220227244A1 (en) 2022-07-21

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