CN103582823B - 负载系统 - Google Patents

负载系统 Download PDF

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CN103582823B
CN103582823B CN201180071225.0A CN201180071225A CN103582823B CN 103582823 B CN103582823 B CN 103582823B CN 201180071225 A CN201180071225 A CN 201180071225A CN 103582823 B CN103582823 B CN 103582823B
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ebs
load
accumulator
automobile
power
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CN103582823A (zh
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近藤丰嗣
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K K TATSUSHIBISHIKI
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    • 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
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    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • G01R31/385—Arrangements for measuring battery or accumulator variables
    • G01R31/386—Arrangements for measuring battery or accumulator variables using test-loads
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0024—Parallel/serial switching of connection of batteries to charge or load circuit
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02S—GENERATION OF ELECTRIC POWER BY CONVERSION OF INFRARED RADIATION, VISIBLE LIGHT OR ULTRAVIOLET LIGHT, e.g. USING PHOTOVOLTAIC [PV] MODULES
    • H02S50/00—Monitoring or testing of PV systems, e.g. load balancing or fault identification
    • H02S50/10—Testing of PV devices, e.g. of PV modules or single PV cells
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    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Abstract

一种负载系统，其能够降低负载试验浪费地消耗的电能，包括：电源输入部，用于对外部电源例如电源设备(PS)进行负载试验；负载，包括作为连接到所述电源输入部(5)的多个负载阻抗的蓄电池例如蓄电池(EBS(1)～EBS(i)～EBS(n))、辅助用蓄电池(EBS(AX))；以及控制电路(9)，将所述多个负载阻抗选择性地切换连接到所述电源输入部(5)。

Description

负载系统
技术领域
本发明涉及一种负载系统，该负载系统具有用于进行负载试验的负载阻抗。
背景技术
在以往的负载试验装置中，已知一种干式负载试验装置，其通过在多个负载阻抗的串联连接条件和并联连接条件之间进行选择性地切换，来进行与电源的输出相对应的负载试验(例如，参照专利文献1)。
专利文献1：日本特开2O1O-25752号公报
发明内容
但是，因为以往电力被负载阻抗作为热能而消耗掉，因此，浪费了电能。
因此，本发明的目的在于提供一种负载系统，其能够降低负载试验浪费地消耗的电能。
为了实现上述目的，本发明的负载系统包括：电源输入部，用于对外部电源进行负载试验；负载，包括作为连接到所述电源输入部的多个负载阻抗的多个蓄电池；以及控制电路，将所述多个负载阻抗选择性地切换连接到所述电源输入部。所述负载系统包括输出电力控制部，所述输出电力控制部以能够对所述控制电路供电的方式连接到所述控制电路。
根据上述结构，能够降低负载试验浪费地消耗的电能。
附图说明
图1是根据本发明的负载系统的侧视图。
图2是示出图1的负载系统的门处于打开状态的侧视图。
图3是图1的俯视图。
图4是图1～3的负载系统的充电电路图。
图5是将图4的蓄电池用于汽车的说明图。
图6是将图4的蓄电池用于住宅的说明图。
图7是将图1所示的负载系统搭载在汽车中的汽车的侧视图。
图8是示出图7的汽车的负载系统的门处于打开状态的侧视图。
图9是车轮由图7的负载系统的蓄电池来驱动的电动汽车的说明图。
图10是图9的电动汽车的充电电路图。
图11是车轮由图1的负载系统的蓄电池来驱动的混合动力车的说明图。
图12是图11的混合动力车的充电电路图。
图13是示出图7的负载系统的其它例子的汽车的俯视图。
图14是图13的汽车的侧视图。
图15是图13、14的汽车的充电电路图。
图16是示出图14的蓄电池的配置的其它例子的说明图。
图17是示出使用根据本发明的负载系统的快速充电系统的例子的说明图。
具体实施方式
以下基于附图来说明本发明的实施方式。
[结构]
图1～4是示出安装型负载系统的图，它们是根据本发明的负载试验装置(负载系统)A的一个例子。
在图1、2中，附图标记F是未图示的建筑物内的地面，附图标记B是配设在地面F的基台。此外，在图1～4中，附图标记1是固定在基台B的负载容纳箱，附图标记2是设在负载容纳箱1的负载容纳部，附图标记3是设在负载容纳箱1的控制面板。在该负载容纳箱1的侧部，设有用于开闭负载容纳箱1的门DrR、Drs、DrT，通过打开门DrR、Drs、DrT，能够像图2那样打开负载容纳部2。此外，尽管仅在负载容纳箱1的一侧部侧示出门DrR、Drs、DrT，门DrR、Drs、DrT还可以设在其它侧部侧。
在上述负载容纳部2内，如图1～3所示，容纳有用作负载试验的负载阻抗的阻抗单元4。该阻抗单元4具有作为R相负载阻抗的蓄电池单元EBS(R)、作为S相负载阻抗的蓄电池单元EBS(S)和作为T相负载阻抗的蓄电池单元EBS(T)，能够进行三相交流电源的负载试验。因为这些作为负载阻抗的各蓄电池单元EBS(R)、EBS(S)和EBS(T)的结构相同，因此，对于各蓄电池单元EBS(R)、EBS(S)和EBS(T)，或者直接说明，或者仅作为蓄电池单元EBS来说明。
蓄电池单元EBS具有多个蓄电池(二次电池)EBS(1)～EBS(i)～EBS(n)，多个蓄电池(二次电池)EBS(1)～EBS(i)～EBS(n)以能够装卸的方式(能够交换的方式)安装到负载容纳箱1的负载容纳部2内。此外，蓄电池单元EBS具有辅助用蓄电池(二次电池)EBS(AX)。
作为将多个蓄电池EBS(1)～EBS(i)～EBS(n)以能够装卸的方式(能够交换的方式)安装到负载容纳部2的结构，因为可以使用现有的技术，因此省略其详细说明。此外，蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池(二次电池)EBS(AX)等的装卸，以像图2那样通过使门DrR、DrS、DrT打开而使负载容纳部2开放的状态来进行。
这些阻抗单元R、S、T的蓄电池EBS(1)～EBS(i)～EBS(n)，通过与例如日本特开2010-25752号公报(现有技术文献)所记载的多个棒状阻抗器相同地切换连接关系，来改变电源的负载(电压)条件，从而用于电源的负载试验。因为该负载试验的方法不是本发明的本质部分，因而省略其详细说明。
此外，R相、S相、T相的蓄电池EBS(1)～EBS(i)～EBS(n)，通过与例如日本特开2010-25752号公报所记载的R、S、T相的阻抗器(阻抗)相同地切换连接关系，来用于图4的非常用发电机、UPS(不间断电源)等电源设备PS的负载试验。此外，作为进行负载试验的电源设备，是旨在在非常时期使用的停止中的火力发电机，或者停止中的核能发电机等。此外，作为进行负载试验的其它电源设备，还可以是风力发电机、太阳能板(太阳能发电装置)等。
如图4所示，控制面板3具有电源输入部5、快速充电电路6、小容量充电电路7、连接切换电路8，还具有对这些电源输入部5、快速充电电路6、小容量充电电路7、连接切换电路8进行控制的控制电路9。
该控制电路9对连接切换电路8的操作进行控制，由连接切换电路8对作为快速充电电路6的充电对象的蓄电池EBS(1)～EBS(i)～EBS(n)进行选择，并且控制改变蓄电池EBS(1)～EBS(i)～EBS(n)中被连接切换电路8所选择的那个的连接条件，从而使快速充电电路6的充电电压和充电电流与蓄电池EBS(1)～EBS(i)～EBS(n)的充电电压和充电电流的规格相适应。该充电电压和充电电流被设定为在对各蓄电池EBS(1)～EBS(i)～EBS(n)充电时最适合的值或与之相近的值。这种设定根据蓄电池EBS(1)～EBS(i)～EBS(n)所使用的电池种类而不同。在本实施方式中，作为蓄电池EBS(1)～EBS(i)～EBS(n)，例如可以使用锂离子二次电池、镍镉蓄电池、锂聚合物二次电池等其它二次电池。
此外，快速充电电路6能够用于对蓄电池EBS(1)～EBS(i)～EBS(n)快速充电，也能够用于对辅助用蓄电池EBS(AX)充电。上述小容量充电电路7能够用于对快速充电电路6的充电电压和充电电流进行微调。该微调的控制由控制电路9进行。
此外，各蓄电池单元EBS(R)、EBS(S)、EBS(T)的蓄电池EBS(1)～EBS(i)～EBS(n)在邻接部分设有间隙以形成风道(未图示)，通过由各蓄电池单元EBS(R)、EBS(S)、EBS(T)下方的冷却风扇Fa向上方输送的空气来进行气冷。
[作用]
接下来，说明上述结构的负载试验装置(负载系统)A的作用。
该负载试验装置A用于被固定安装在某场所或建筑物内的电源设备PS。
作为上述电源设备PS，如上所述，可以是图4的非常用发电机，UPS(不间断电源)，在非常时期使用的停止中的火力发电机，或者停止中的核能发电机、风力发电机、太阳能板(太阳能发电装置)等。并且，非常用发电机、UPS(不间断电源)等电源设备PS设置在医院、铁路设施、机场设施、银行数据库的建筑物等其它公共设施的建筑物。
此外，定期由负载试验装置A进行电源设备PS的负载试验。在该负载试验中，负载试验装置A的蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)通过快速充电电路6、小容量充电电路7由非常用发电机、UPS(不间断电源)、火力发电机、核能发电机等电源PS所供给的电力来充电。
这时，冷却风扇Fa工作，来自冷却风扇Fa的冷却风流过蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)周围，对因充电而发热的蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)进行冷却。
在这种负载试验中，为了应对以往从电源设备PS供给的电力被阻抗器仅作为热能而消耗掉，在本实施方式中，从电源设备PS供给的电力对蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)充电储存，从而从电源设备PS供给的电力不被白白消耗掉，而是通过用作图5的EV汽车(电动汽车)10的电池EBS、图6的住宅等建筑物11的电源来有效利用。
即，通过使被充电的蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)与图5所示的EV汽车(电动汽车)10的电池EBS的规格相同，可以将蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)在充电后从负载容纳部2取出，将所取出的蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)用作EV汽车(电动汽车)的电池EBS。此外，蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)可以用作图6所示的住宅等建筑物11的电源。
此外，在不进行负载试验时，该负载试验装置A可以用作充电装置。在这种情况下，在来自图4的非常用发电机、UPS(不间断电源)、在非常时期使用的停止中的火力发电机、或者停止中的核能发电机、风力发电机、太阳能板(太阳能发电装置)等的电力被供给到建筑物内的电力设备、电子设备等负载时，根据电力设备、电子设备等负载的使用状态，将多余的电力充入用作充电装置的蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)，从而能够防止浪费电能。该充入蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)的电力可以供给建筑物内的电力设备、电子设备等的负载使用。
此外，尽管例示了作为负载试验装置A对于三相交流电源设置R相、S相、T相阻抗单元，但是，也可以在电源是单相交流或直流时，使用R相、S相、T相阻抗单元中的一个。
此外，当负载试验不是定期进行的时，为了对蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)充电，也可以使负载试验装置A总是工作。在这种情况下，可以伴随着对蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)充电，总是进行电源设备PS的负载试验。
第二实施方式
尽管在上述实施方式中，设置并使用负载试验装置(负载系统)A，但是，本发明不限于此。例如，如图7、8所示，还可以将图7～10的负载试验装置(负载系统)A搭载在卡车等汽车中进行移动。在该图9的汽车12中，卡车被设计为前轮(车轮)13、后轮(车轮)14由汽车驱动马达M1、M2驱动。汽车12是EV汽车(电动汽车)。
此外，如图10所示，负载试验装置A被形成为将来自电源设备PS的电源(电力)通过电源输入部5输入到负载切换器15。该负载切换器15通过由控制电路9进行的控制来切换多个充电器(Bc1～Bci～Bcn)，对连接到充电器(Bc1～Bci～Bcn)的蓄电池EBS(i)提供充电电压和充电电流。该充电器(Bc1～Bci～Bcn)可以使用已知的快速充电器，因此，省略对充电器(Bc1～Bci～Bcn)的详细说明。
此外，来自蓄电池EBS(i)的电力通过图10的输出电力控制电路(输出部)16被供给到作为被供给电力部的负载(例如，空调装置、仪表、灯、驱动马达M1、M2等)16a。该输出电力控制电路(输出部)16可以是作为EV汽车的汽车12的汽车控制电路，也可以是将驱动电力供给到驱动马达M1、M2的逆变器。对该汽车驱动马达M1、M2进行驱动控制的控制电路的结构可以使用已知的EV汽车的驱动电路，因此，省略其详细说明。
第三实施方式
此外，尽管在上述第二实施方式中例示了将蓄电池EBS(i)用作作为EV汽车(电动汽车)的汽车12的电池，但是，本发明不限于此。例如，如图11所示，还可以将该蓄电池EBS(i)用作可由引擎17驱动的混合动力车的电池。该混合动力车可以是并联式或串联式。
图11示出汽车12，它是并联式混合动力车，是混合动力车的一个例子。在该图11的汽车12中，差速齿轮装置18将旋转力传递到左、右后轮14、14，同时，引擎17的旋转通过马达19、变速器20被传递到该差速齿轮18。
在本实施方式中，来自蓄电池EBS(i)的电力通过图12所示的输出电力控制电路(输出部)16被供给到作为汽车各部分的被供给电力部的负载21。作为该负载21，可以是例如空调装置、仪表、灯、马达19等。该输出电力控制电路(输出部)16具有将驱动电力供给到马达19的逆变器。
此外，将引擎17的旋转传递到差速齿轮18的马达19、变速器20等动力传递机构的组成和结构使用已知的混合动力车的动力传递机构的组成和结构，因此，省略其详细说明。
第四实施方式
在上述第一～第三实施方式中，举例示出了仅将多个蓄电池EBS(i)用作负载试验装置A的负载阻抗，但是，本发明不限于此。例如，作为第一～第三实施方式的负载试验装置A的负载阻抗，还可以将其构成为具有多个蓄电池和棒状负载用阻抗器的阻抗单元。
图13～16示出一个例子，作为负载试验装置A的负载阻抗，由上述多个蓄电池EBS(i)与日本特开2010-25752号公报中的阻抗单元(未图示)组合而成。这里，i＝0，1，2，3...n。
即，在本第四实施方式中，日本特开2010-25752号公报中的负载试验装置的阻抗装置(加热器)Ru(i)的一部分代替为上述多个蓄电池EBS(i)。
在本第四实施方式中，如图13、14所示，阻抗装置Ru(i)具有R、S、T相的阻抗单元Ru(R)、Ru(S)、Ru(T)(与日本特开2010-25752号公报中由附图标记42、43、44所示的R、S、T相阻抗单元相对应)。在阻抗单元Ru(R)、Ru(S)、Ru(T)的正下方，分别设置由蓄电池EBS(i)构成的蓄电池单元EBS(R)、EBS(S)、EBS(T)。
图15所示的控制电路9对负载切换器15的动作进行控制，对阻抗单元Ru(R)、Ru(S)、Ru(T)的多个棒状阻抗器(未图示)的连接状态进行改变，同时，通过对负载切换器15的动作进行控制并对多个充电器(Bc1～Bci～Bcn)的开关进行控制等，对蓄电池单元EBS(R)、EBS(S)、EBS(T)的蓄电池EBS(1)～EBS(i)～EBS(n)的连接状态进行改变，从而能够进行与日本特开2O1O-25752号公报相同的负载试验。
这时，各蓄电池单元EBS(R)、EBS(S)、EBS(T)的蓄电池EBS(1)～EBS(i)～EBS(n)通过充电器(Bc1～Bci～Bcn)来进行充电。
在本实施方式中，来自蓄电池EBS(i)的电力，通过图15所示的输出电力控制电路(输出部)16供给到汽车各部分中作为被供给电力部的负载21。作为该负载21，例如是空调装置、仪表、灯、马达19等。该输出电力控制装置(输出部)16，含有将驱动电力供给到马达19的逆变器。
此外，将引擎17的旋转传递到差速齿轮18的马达19、变速器20等动力传递机构的组成和结构使用已知的混合动力车的动力传递机构的组成和结构，因此，省略其详细说明。
第五实施方式
第四实施方式的蓄电池单元EBS(R)、EBS(S)、EBS(T)，还可以横置在图16所示的负载收纳箱1的底部上。对于搭载有负载装置移动到对发电装置进行试验的场所的电动汽车而言，需要有对其高性能的电池进行快速充电的电源。搭载有100kw用负载装置的小型汽车的快速充电电源容量为三相200V、50kw，这样的负载容量是足够的，能够节省50％的人力，节省能源，显著降低CO2。可以作为地震灾害时使用的小型发电装置(10kw～100kw左右)。为了防止紧急时不能发电，需要定期(至少每年)使用负载试验装置以1/3以上的负载进行足够的定期运行。这时，如果使用小型电动汽车作为将试验装置运输到目的地的汽车，则有利于保护环境和节省能源。现在，电动汽车的续航距离能够做到充满一次电200km。如果进行试验所移动的距离(单程60km)在100km以内，则一次充电(约2小时)可以充满电，即使进行负载试验需要一部分电力，也能保证对电动汽车的充电足够。电动汽车的电池电源可以用作逆变器，从而作为负载试验装置的操作电源。此外，适用于利用燃气引擎的快速充电系统的负载系统A。因为快速充电器的容量高，因此，需要新设设置费用非常高的高压电力接收设备，来接收电力公司送出的电力。如果将这种高压电力接收设备设置在燃气站，则因为费用高，导致高压电力接收设备的普及延缓。此外，通常的使用燃气引擎的发电机，因为排出很多对自然环境不好的CO2，因此，与电动汽车或混合动力车等汽车的充电设备相比，最好不使用。
这里，作为以排出CO2较少的燃气为燃料的发电机，包括以LPG气体为燃料的燃气引擎发电机，或者以城市煤气为燃料的燃气引擎发电机。这些燃气引擎发电机，设置费用是高压电力接收设备的一半左右，因此，与高压电力接收设备相比，设置燃气站更加容易。
因此，如图17所示，较佳将以排出CO2较少的LPG气体或城市煤气为燃料的燃气引擎发电机200设置在燃气站201，使用燃气引擎发电机200对电动汽车和混合动力车等汽车10进行充电。在这种情况下，对于混合动力车等具有引擎的汽车10，燃气站201设有加油装置202。此外，在燃气引擎发电机200，例如，使用输出电力为80kw左右的发电能力的发电机。此外，燃气引擎发电机200具有以排出CO2较少的LPG气体或城市煤气为燃料的燃气引擎E，以及由燃气引擎E驱动的发电机G。
来自该燃气引擎发电机200的发电机G的电力通过快速充电器(充电能力为50kw左右的充电器)203对电动汽车或混合动力车等汽车10的蓄电池EBS充电。在该快速充电器203中，使用上述负载系统A的充电器(Bc1～Bci～Bcn)作为快速充电器。该负载系统A可以是安装式，也可以是搭载在上述汽车12并能移动的移动式的。通过使用该负载系统A，能够定期进行燃气引擎发电机200的负载试验，由此，能够定期调试燃气引擎发电机200的性能。此外，这时，能够对负载系统A的蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)进行充电。此外，如果汽车10的蓄电池EBS是交换式的，则由负载系统A充电的蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX)可以与汽车10的蓄电池EBS进行交换。
根据以上说明，本发明一个实施方式的负载系统包括：电源输入部5，用于对外部电源(电源设备PS)进行负载试验；负载，包括作为连接到所述电源输入部5的多个负载阻抗的蓄电池(蓄电池EBS(1)～EBS(i)～EBS(n)、辅助用蓄电池EBS(AX))；以及控制电路9，将所述多个负载阻抗选择性地切换连接到所述电源输入部5。
根据上述结构，能够降低负载试验浪费地消耗的电能。
此外，根据本发明一个实施方式的负载系统，所述负载还包括多个阻抗器(阻抗装置Ru(i))作为多个负载阻抗。
根据上述结构，通过设置作为多个负载阻抗的多个阻抗器(阻抗装置Ru(i))，能够使用阻抗器(阻抗装置Ru(i))和蓄电池EBS(1)～EBS(i)～EBS(n)、EBS(AX)进行负载试验，同时，即使在蓄电池EBS(1)～EBS(i)～EBS(n)、EBS(AX)充满电的情况下，因为具有阻抗器(阻抗装置Ru(i))作为冗余，因而能够仅使用阻抗器(阻抗装置Ru(i))来进行负载试验。
此外，根据本发明一个实施方式的负载系统，所述负载系统还包括输出电力控制部16，所述输出电力控制部16以能够对所述控制电路9供电的方式连接到所述控制电路9。
根据上述结构，输出电力控制部16能够将蓄电池EBS(1)～EBS(i)～EBS(n)、EBS(AX)作为电源来使用，因此，无需从外部对负载系统提供电源。
此外，根据本发明一个实施方式的负载系统，所述负载系统设有具有负载容纳部2和控制面板3的负载容纳箱1，所述蓄电池(EBS(1)～EBS(i)～EBS(n)、EBS(AX))以能够装卸的方式设在所述负载容纳箱1的所述负载容纳部2中，所述电源输入部5设在所述控制面板3中。
根据上述结构，能够将进行过充电的蓄电池(EBS(1)～EBS(i)～EBS(n)、EBS(AX))从负载系统中取出，作为其它机器和设备的电源来使用。
此外，根据本发明一个实施方式的负载系统，所述蓄电池(EBS(1)～EBS(i)～EBS(n)、EBS(AX))、所述控制电路9和所述电源输入部5搭载在汽车12上。
根据上述结构，能够移动到进行负载试验的场所进行负载试验，同时，能够在进行负载试验时对蓄电池(EBS(1)～EBS(i)～EBS(n)、EBS(AX))进行充电。
此外，根据本发明一个实施方式的负载系统，搭载在所述汽车上的所述负载还包括多个阻抗器(阻抗装置Ru(i))作为负载阻抗。
根据上述结构，通过在汽车上与蓄电池EBS(1)～EBS(i)～EBS(n)、EBS(AX)一起搭载作为多个负载阻抗的多个阻抗器(阻抗装置Ru(i))，能够移动到进行负载试验的场所，使用阻抗器(阻抗装置Ru(i))和蓄电池EBS(1)～EBS(i)～EBS(n)、EBS(AX)一起进行负载试验，同时，即使在蓄电池EBS(1)～EBS(i)～EBS(n)、EBS(AX)充满电的情况下，因为具有阻抗器(阻抗装置Ru(i))作为冗余，因而能够仅使用阻抗器(阻抗装置Ru(i))来进行负载试验。
此外，根据本发明一个实施方式的负载系统，所述蓄电池(EBS(1)～EBS(i)～EBS(n)、EBS(AX))用作对所述汽车12的被供给电力部(驱动马达M1、M2)供给电力的电池。
根据上述结构，因为将蓄电池(EBS(1)～EBS(i)～EBS(n)、EBS(AX))用作汽车的被供给电力部(驱动马达M1、M2)的电源，因此，无需对汽车设置专用的电池。
此外，根据本发明一个实施方式的负载系统，所述汽车12具有用于驱动车轮(13、14)的马达(驱动马达M1、M2)作为所述被供给电力部，所述汽车的电池(蓄电池EBS(1)～EBS(i)～EBS(n)、EBS(AX))用作所述马达(驱动马达M1、M2)的驱动电源。
根据上述结构，能够将蓄电池(EBS(1)～EBS(i)～EBS(n)、EBS(AX))用作驱动汽车车轮13、14的驱动马达M1、M2的电源。而且，因为蓄电池(EBS(1)～EBS(i)～EBS(n)、EBS(AX))总体容量大，因此，汽车的续航距离长。
此外，根据本发明一个实施方式的负载系统，所述蓄电池EBS(1)～EBS(i)～EBS(n)、EBS(AX)以能够装卸的方式安装在所述汽车12。
根据上述结构，能够将进行过充电的蓄电池(EBS(1)～EBS(i)～EBS(n)、EBS(AX))从汽车的负载系统中取出，作为其它机器和设备的电源来使用。
此外，根据本发明一个实施方式的负载系统，所述汽车12中设有具有负载容纳部2和控制面板3的负载容纳箱1，所述蓄电池EBS(1)～EBS(i)～EBS(n)、EBS(AX)以能够装卸的方式设在所述负载容纳箱1的所述负载容纳部2中，所述电源输入部5设在所述控制面板3中。
根据上述结构，能够将进行负载试验所需的构件设置在负载容纳箱1中。
关联申请的相互引用
本申请要求2011年6月9日在日本申请的特愿2011-129084的优先权，其全部内容通过引用包含在本说明书中。

Claims (9)

1.一种负载系统，包括：
电源输入部，用于对外部电源进行负载试验；
负载，包括作为连接到所述电源输入部的多个负载阻抗的多个蓄电池；以及
控制电路，将所述多个负载阻抗选择性地切换连接到所述电源输入部，
其特征在于，所述负载系统包括输出电力控制部，所述输出电力控制部以能够对所述控制电路供电的方式连接到所述控制电路。
2.根据权利要求1所述的负载系统，其特征在于，所述负载还包括多个阻抗器作为多个负载阻抗。
3.根据权利要求1所述的负载系统，其特征在于，所述负载系统设有具有负载容纳部和控制面板的负载容纳箱，所述蓄电池以能够装卸的方式设在所述负载容纳箱的所述负载容纳部中，所述电源输入部设在所述控制面板中。
4.根据权利要求1所述的负载系统，其特征在于，所述蓄电池、所述控制电路和所述电源输入部搭载在汽车上。
5.根据权利要求4所述的负载系统，其特征在于，搭载在所述汽车上的所述负载还包括多个阻抗器作为负载阻抗。
6.根据权利要求4所述的负载系统，其特征在于，所述蓄电池用作对所述汽车的被供给电力部供给电力的电池。
7.根据权利要求6所述的负载系统，其特征在于，所述汽车具有用于驱动车轮的马达作为所述被供给电力部，所述汽车的电池用作所述马达的驱动电源。
8.根据权利要求4所述的负载系统，其特征在于，所述蓄电池以能够装卸的方式安装在所述汽车。
9.根据权利要求8所述的负载系统，其特征在于，所述汽车中设有具有负载容纳部和控制面板的负载容纳箱，所述蓄电池以能够装卸的方式设在所述负载容纳箱的所述负载容纳部中，所述电源输入部设在所述控制面板中。
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