JP2013046518A - Charger for electric vehicle - Google Patents

Charger for electric vehicle Download PDF

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JP2013046518A
JP2013046518A JP2011183647A JP2011183647A JP2013046518A JP 2013046518 A JP2013046518 A JP 2013046518A JP 2011183647 A JP2011183647 A JP 2011183647A JP 2011183647 A JP2011183647 A JP 2011183647A JP 2013046518 A JP2013046518 A JP 2013046518A
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Prior art keywords
charging
current
unit
electric vehicle
upper limit
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JP6083553B2 (en
Inventor
Satoru Ueno
哲 上野
Nobuhiko Toda
亘彦 戸田
Shoji Nakayama
将司 中山
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Panasonic Corp
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Panasonic Corp
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Priority to JP2011183647A priority Critical patent/JP6083553B2/en
Priority to TW101130805A priority patent/TW201330452A/en
Priority to CN201280026164.0A priority patent/CN103608995A/en
Priority to PCT/IB2012/001624 priority patent/WO2013027113A1/en
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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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/31—Charging columns specially adapted for 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • 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
    • 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
    • H02J7/007—Regulation of charging or discharging current or voltage
    • 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
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H02J7/04—Regulation of charging current or voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/529—Current
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H01M10/441—Methods for charging or discharging for several batteries or cells simultaneously or sequentially
    • 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
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using 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
    • Y02T10/70—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
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Secondary Cells (AREA)

Abstract

PROBLEM TO BE SOLVED: To make it possible to concurrently charge a lot of electric vehicles while keeping influence on power supply to electric apparatuses other than the electric vehicles small.SOLUTION: A charging current adjustment unit 24 makes a communication unit 25 transmit a command (adjustment command) to make the upper limit of charging current to a value lower than a current upper limit value if the trunk current flowing through a trunk breaker 110 exceeds a trunk capacity (rating current of the trunk breaker 110). When a charging control unit 14 of a charging unit 10 receives the adjustment command from the charging current adjustment unit 24, the charging control unit 14 will lower the upper limit value of the charging current by changing the duty ratio of a pilot signal to a duty ratio corresponding to the upper limit value specified by the adjustment command. As a result, the charging current supplied to each electric vehicle is reduced so that it will allow the trunk current to avoid exceeding the rating current of the trunk breaker 110. Therefore, this makes it possible to concurrently charge a lot of electric vehicles while keeping influence on power supply to electric apparatuses other than the electric vehicles small.

Description

本発明は、電気自動車などの電気車両に充電するための電気車両用充電装置に関する。   The present invention relates to an electric vehicle charging device for charging an electric vehicle such as an electric vehicle.

従来例として、例えば、特許文献１に記載されている電気自動車用の充電スタンドがある。この充電スタンドは、内部に複数の収納空所を有して電気自動車を駐車する地面に立設される筒状のスタンド本体１と、スタンド本体の収納空所内に着脱自在に収納される複数のコンセントユニットとを備える。コンセントユニットは、充電ケーブルの電源プラグが挿抜自在に接続されるコンセントと、コンセントを保持してスタンド本体の収納空所内に収納される筐体とを具備する。   As a conventional example, there is a charging stand for an electric vehicle described in Patent Document 1, for example. This charging stand has a plurality of storage spaces inside and a cylindrical stand body 1 standing on the ground where an electric vehicle is parked, and a plurality of removably stored in the storage space of the stand body. It has an outlet unit. The outlet unit includes an outlet to which the power plug of the charging cable is detachably connected, and a housing that holds the outlet and is stored in a storage space of the stand body.

上記従来例では、スタンド本体の収納空所内にコンセントユニットを収納することにより、コンセントの個数の増加に対応可能であり且つ修理や交換などのメンテナンス作業の作業性も向上するという利点がある。   In the above conventional example, by storing the outlet unit in the storage space of the stand main body, there is an advantage that it is possible to cope with an increase in the number of outlets and the workability of maintenance work such as repair and replacement is improved.

特開２０１０−２７７８５５号公報JP 2010-277855 A

ところで、電気自動車等の電気車両の充電に要する充電電流は、テレビ受像機や冷蔵庫、エアコンディショナ等の一般的な電気機器の消費電流よりも大きい場合が多い。したがって、これらの電気機器が使用されているときに電気自動車等の充電が同時に行われる場合、電力系統から供給される電流が大幅に増大することになる。このように電力系統から供給される電流(使用電流)が大幅に増大した場合、配線に使用されている電気ケーブルを高容量のものに交換したり、電力会社との契約電力を変更するといった対処が必要になる。なお、何らの対処もされない場合、過負荷電流がある程度の時間(例えば、数秒間)流れ続けることで分電盤の主幹ブレーカがトリップしたり、電力会社が設置するリミッタが動作して電力供給が停止してしまう虞がある。   By the way, the charging current required for charging an electric vehicle such as an electric vehicle is often larger than the consumption current of a general electric device such as a television receiver, a refrigerator, or an air conditioner. Therefore, when the electric vehicle or the like is charged at the same time when these electric devices are used, the current supplied from the power system is greatly increased. If the current (usage current) supplied from the power system increases significantly in this way, replace the electrical cable used for wiring with one with a higher capacity, or change the contract power with the power company. Is required. If no countermeasures are taken, overload current will continue to flow for a certain period of time (for example, several seconds), causing the main breaker of the distribution board to trip or the limiter installed by the power company to operate to supply power. There is a risk of stopping.

本発明は、上記課題に鑑みて為されたものであり、電気車両以外の電気機器への電力供給に与える影響を抑えつつ多数の電気車両を並行して充電することを目的とする。   The present invention has been made in view of the above problems, and an object of the present invention is to charge a large number of electric vehicles in parallel while suppressing an influence on power supply to electric devices other than the electric vehicle.

本発明の電気車両用充電装置は、ブレーカと複数台の電気車両との間にそれぞれ挿入され、前記各電気車両に対して充電電流の上限値をそれぞれ指示する複数の充電ユニットと、前記ブレーカに流れる電流を検知する電流検知手段と、前記電流検知手段で検知される電流が前記ブレーカの定格電流を超えないように前記各充電ユニットにおける前記上限値を調整する調整手段と、少なくとも複数の前記充電ユニットを収容する本体とを有し、前記充電ユニットは、前記電気車両と接続される充電ケーブルと、前記充電ケーブルを介して前記電気車両との間で信号伝送を行う伝送手段とを具備し、前記調整手段は、調整後の前記上限値の情報を前記伝送手段から前記電気車両に伝送させることを特徴とする。   The charging device for an electric vehicle of the present invention is inserted between a breaker and a plurality of electric vehicles, respectively, and a plurality of charging units that respectively indicate an upper limit value of a charging current to each electric vehicle, and the breaker Current detecting means for detecting a flowing current; adjusting means for adjusting the upper limit value in each charging unit so that a current detected by the current detecting means does not exceed a rated current of the breaker; and at least a plurality of the charging A charging unit connected to the electric vehicle, and a transmission means for transmitting a signal to and from the electric vehicle via the charging cable. The adjusting means transmits information on the adjusted upper limit value from the transmitting means to the electric vehicle.

この電気車両用充電装置において、前記調整手段は、前記電流検知手段で検知される電流が前記ブレーカの定格電流を超えない範囲で前記各充電ユニットにおける前記上限値を互いに等しい値に調整することが好ましい。   In the electric vehicle charging apparatus, the adjusting unit may adjust the upper limit values of the charging units to be equal to each other within a range in which a current detected by the current detecting unit does not exceed a rated current of the breaker. preferable.

この電気車両用充電装置において、前記調整手段は、前記電流検知手段で検知される電流が前記ブレーカの定格電流を超えない範囲で前記各充電ユニットにおける前記上限値の少なくとも一部を互いに異なる値に調整することが好ましい。   In this electric vehicle charging apparatus, the adjustment means sets at least a part of the upper limit value in each charging unit to a value different from each other within a range in which the current detected by the current detection means does not exceed the rated current of the breaker. It is preferable to adjust.

この電気車両用充電装置において、前記調整手段は、前記各充電ユニットにおける前記上限値の少なくとも一部をゼロに調整することが好ましい。   In the electric vehicle charging apparatus, it is preferable that the adjusting unit adjusts at least a part of the upper limit value in each charging unit to zero.

この電気車両用充電装置において、前記複数の充電ユニットに優先順位が割り当てられており、前記調整手段は、前記優先順位の高い充電ユニットにおける前記上限値を相対的に高い値に調整することが好ましい。   In this electric vehicle charging apparatus, it is preferable that a priority is assigned to the plurality of charging units, and the adjustment unit adjusts the upper limit value of the charging unit having a high priority to a relatively high value. .

この電気車両用充電装置において、何れか１つの前記充電ユニットに制御手段が具備され、前記制御手段は、前記調整手段から受け取る前記上限値の情報を、他の全ての前記充電ユニットがそれぞれ具備する前記伝送手段から前記各電気車両に伝送させることが好ましい。   In the electric vehicle charging apparatus, any one of the charging units includes a control unit, and the control unit includes the information on the upper limit value received from the adjusting unit in all the other charging units. It is preferable that the transmission means transmit the electric vehicles.

この電気車両用充電装置において、前記調整手段が複数の前記充電ユニットとともに前記本体に収容されることが好ましい。   In this electric vehicle charging device, it is preferable that the adjusting means is housed in the main body together with the plurality of charging units.

本発明の電気車両用充電装置は、電気車両以外の電気機器への電力供給に与える影響を抑えつつ多数の電気車両を並行して充電することができるという効果がある。   The charging device for an electric vehicle according to the present invention has an effect that a large number of electric vehicles can be charged in parallel while suppressing the influence on the power supply to electric devices other than the electric vehicle.

本発明に係る電気車両用充電装置の実施形態１を示すブロック図である。It is a block diagram which shows Embodiment 1 of the charging device for electric vehicles which concerns on this invention. 同上の平面図である。It is a top view same as the above. 同上の動作説明用のタイムチャートである。It is a time chart for operation | movement description same as the above. 同上の別の形態を示すブロック図である。It is a block diagram which shows another form same as the above. 本発明に係る電気車両用充電装置の実施形態２を示すブロック図である。It is a block diagram which shows Embodiment 2 of the charging device for electric vehicles which concerns on this invention.

以下、集合住宅や事務所などの建物に設置され、電力系統から供給される電力を利用して電気自動車に充電するための電気車両用充電装置(以下、充電装置と略す。)に本発明の技術思想を適用した実施形態について、図面を参照して詳細に説明する。ただし、電気車両は電気自動車に限定されない。   Hereinafter, the present invention is applied to a charging device for an electric vehicle (hereinafter abbreviated as a charging device) that is installed in a building such as an apartment house or an office and charges an electric vehicle using electric power supplied from an electric power system. An embodiment to which a technical idea is applied will be described in detail with reference to the drawings. However, the electric vehicle is not limited to an electric vehicle.

(実施形態１)
図１に示すように、建物には電力系統100から単相３線式の交流電力が分電盤を介して供給される。分電盤は１次側が電力系統100と接続される主幹ブレーカ110と、主幹ブレーカ110の２次側に分岐接続される複数の分岐ブレーカ111とを有している。ただし、主幹ブレーカ110の１次側にリミッタ(電流制限器)が挿入される場合もある。なお、図示は省略するが、各分岐ブレーカ111の２次側に屋内配線を介してコンセントや負荷(照明器具や電磁調理器、エアコンディショナなど)が接続される。 (Embodiment 1)
As shown in FIG. 1, single-phase, three-wire AC power is supplied from a power system 100 to a building via a distribution board. The distribution board includes a main circuit breaker 110 whose primary side is connected to the power system 100 and a plurality of branch circuit breakers 111 connected to the secondary side of the main circuit breaker 110. However, a limiter (current limiter) may be inserted on the primary side of the main breaker 110. In addition, although illustration is abbreviate | omitted, an outlet and load (a lighting fixture, an electromagnetic cooker, an air conditioner etc.) are connected to the secondary side of each branch breaker 111 via an indoor wiring.

本実施形態の充電装置は、図１に示すように複数(図示は２つ)の充電ユニット10とコントロールユニット20を有している。   As shown in FIG. 1, the charging device of the present embodiment includes a plurality (two in the drawing) of charging units 10 and a control unit 20.

コントロールユニット20は、電流センサ21，22、電流検知部23、充電電流調整部24、通信部25などを備える。電流検知部23は、電力系統100から主幹ブレーカ110の１次側に供給される電流(以下、主幹電流と呼ぶ。)の大きさ(電流値)を電流センサ21を用いて検知するとともに、分岐ブレーカ111から各充電ユニット10に供給される充電電流の大きさ(電流値)を電流センサ22を用いて検知する。充電電流調整部24はマイクロコンピュータを主構成要素とし、電流検知部23で検知される主幹電流が主幹ブレーカ110の定格電流を超えないように各充電ユニット10における充電電流の上限値を調整する処理を行う。また通信部25は各充電ユニット10との間で通信(信号伝送)を行うものであって、例えば、RS485規格に準拠したシリアル通信を行う。ただし、通信部25の通信方式はRS485規格に限定されるものではなく、電力線搬送通信や無線通信(例えば、小電力無線通信等)などであっても構わない。   The control unit 20 includes current sensors 21 and 22, a current detection unit 23, a charging current adjustment unit 24, a communication unit 25, and the like. The current detection unit 23 uses the current sensor 21 to detect the magnitude (current value) of the current (hereinafter referred to as the main current) supplied from the power system 100 to the primary side of the main breaker 110, and branches. The current sensor 22 detects the magnitude (current value) of the charging current supplied from the breaker 111 to each charging unit 10. The charging current adjustment unit 24 includes a microcomputer as a main component, and adjusts the upper limit value of the charging current in each charging unit 10 so that the main current detected by the current detection unit 23 does not exceed the rated current of the main circuit breaker 110. I do. The communication unit 25 performs communication (signal transmission) with each charging unit 10, and performs, for example, serial communication based on the RS485 standard. However, the communication method of the communication unit 25 is not limited to the RS485 standard, and power line carrier communication, wireless communication (for example, low power wireless communication, etc.) may be used.

充電ユニット10は、充電コネクタ11、充電ケーブル12、開閉部13、充電制御部14、通信部15などを備える。また充電ユニット10は、電気自動車の駐車スペース(車庫)に近い場所に設置され、分電盤の分岐ブレーカ111で分岐された分岐回路にそれぞれ接続される。充電ケーブル12は、電気自動車に供給される充電電流が流れる給電線12Aと、後述するパイロット信号が伝送される伝送線12Bとが絶縁シースで被覆されてなり、先端部分に充電コネクタ11が設けられている。充電コネクタ11は、電気自動車の車体に設けられている差込口(インレット)に挿抜自在に差込接続される。そして、充電コネクタ11が差込口に差込接続されると、電力系統100から分電盤及び充電ユニット10を介した充電電流の供給と、充電ユニット10の充電制御部14と電気自動車の充電用ECU(電子制御ユニット)との間のパイロット信号の伝送とが可能になる。   The charging unit 10 includes a charging connector 11, a charging cable 12, an opening / closing unit 13, a charging control unit 14, a communication unit 15, and the like. The charging unit 10 is installed near a parking space (garage) of the electric vehicle and is connected to a branch circuit branched by a branch breaker 111 of a distribution board. The charging cable 12 is formed by covering a power supply line 12A through which a charging current supplied to an electric vehicle flows and a transmission line 12B through which a pilot signal (described later) is transmitted with an insulating sheath, and a charging connector 11 is provided at a tip portion. ing. The charging connector 11 is plugged in and connected to an insertion port (inlet) provided in the body of the electric vehicle. Then, when the charging connector 11 is plugged into the socket, the charging current is supplied from the power system 100 via the distribution board and the charging unit 10, and the charging control unit 14 of the charging unit 10 and the electric vehicle are charged. It is possible to transmit a pilot signal to / from an ECU (electronic control unit).

開閉部13は、分岐ブレーカ111から給電線12Aまでの給電路に挿入される電磁リレーを有し、充電制御部14からの指示に応じて電磁リレーをオン・オフすることで前記給電路を開閉する。また充電制御部14は、給電路に流れる不平衡電流を検出し、当該不平衡電流の検出レベルがしきい値を超えた場合に漏電が生じていると判断して開閉部13を制御して給電路を開成させる。通信部15は、コントロールユニット20の通信部25との間で通信(RS485規格のシリアル通信)を行うものである。   The open / close unit 13 has an electromagnetic relay inserted into the power supply path from the branch breaker 111 to the power supply line 12A, and opens and closes the power supply path by turning on / off the electromagnetic relay according to an instruction from the charge control unit 14 To do. In addition, the charging control unit 14 detects the unbalanced current flowing through the power supply path, determines that a leakage has occurred when the detection level of the unbalanced current exceeds a threshold value, and controls the switching unit 13 Open the power supply path. The communication unit 15 performs communication (RS485 standard serial communication) with the communication unit 25 of the control unit 20.

ここで、図３のタイムチャートを参照して充電ユニット10の基本的な充電動作を説明する。まず、時刻t0に充電コネクタ11が電気自動車の差込口に接続されると、充電制御部14から所定の電圧V1(例えば、V1=12ボルト)が伝送線12Bに印加される。そして、伝送線12Bに印加される電圧がコントロールパイロット(CPLT)信号(以下、パイロット信号と略す。)の伝送媒体となり、その電圧レベル及びデューティ比に応じて、後述するように充電用ECUと充電制御部14との間で種々の情報が授受される。   Here, the basic charging operation of the charging unit 10 will be described with reference to the time chart of FIG. First, when the charging connector 11 is connected to the outlet of the electric vehicle at time t0, a predetermined voltage V1 (for example, V1 = 12 volts) is applied from the charging control unit 14 to the transmission line 12B. The voltage applied to the transmission line 12B becomes a transmission medium for a control pilot (CPLT) signal (hereinafter abbreviated as a pilot signal), and the charging ECU and the charging are charged as described later according to the voltage level and the duty ratio. Various information is exchanged with the control unit 14.

充電用ECUは、電圧V1のパイロット信号を検知すると、パイロット信号の電圧レベルをV1からV2(例えば、V2=９ボルト)に降圧する(時刻t1〜t2)。充電制御部14は、パイロット信号がV1からV2に低下したことを検出すると、所定周波数(例えば１キロヘルツ)のパルス状のパイロット信号を出力する(時刻t2〜)。当該パイロット信号の信号レベルは±V1であるが、上限レベルはV2に降圧されている。パイロット信号のデューティ比は、充電電流の上限値(充電ユニット10の電流容量)を示し、充電ユニット10毎に予め設定されている。例えば、電流容量が12アンペアの場合にはデューティ比が20％、電流容量が30アンペアの場合にはデューティ比が50％に設定される。充電用ECUは、パイロット信号のデューティ比を検知して電流容量を認識すると、パイロット信号の電圧レベルをV2からV3(例えば、６Ｖ)に降圧する(時刻t3)。充電制御部14は、パイロット信号の信号レベルがV2からV3に低下したことを検知すると、開閉部13を閉成して充電電力の供給を開始する。   When the charging ECU detects the pilot signal of voltage V1, it lowers the voltage level of the pilot signal from V1 to V2 (for example, V2 = 9 volts) (time t1 to t2). When the charging control unit 14 detects that the pilot signal has decreased from V1 to V2, the charging control unit 14 outputs a pulsed pilot signal having a predetermined frequency (for example, 1 kilohertz) (from time t2). The signal level of the pilot signal is ± V1, but the upper limit level is stepped down to V2. The duty ratio of the pilot signal indicates an upper limit value of the charging current (current capacity of the charging unit 10), and is set in advance for each charging unit 10. For example, when the current capacity is 12 amperes, the duty ratio is set to 20%, and when the current capacity is 30 amperes, the duty ratio is set to 50%. When the charging ECU detects the duty ratio of the pilot signal and recognizes the current capacity, it lowers the voltage level of the pilot signal from V2 to V3 (for example, 6V) (time t3). When the charging control unit 14 detects that the signal level of the pilot signal has decreased from V2 to V3, the charging control unit 14 closes the opening / closing unit 13 and starts supplying charging power.

充電用ECUは電流容量に基づいて蓄電池の充電レベルを目標レベルまで充電するための電流値(≦電流容量)を設定し、電気自動車に搭載されている充電器に充電指令を出力する。充電指令を受けた充電器は、充電用ECUが設定した電流値を超えないように充電電流を調整しながら蓄電池を充電する(時刻t3〜)。充電用ECUは、蓄電池の充電レベルが目標レベルに達すると、充電器に充電終了指令を出力して蓄電池への充電を終了し、パイロット信号の電圧レベルをV3からV2に復帰させる(時刻t4)。充電器は、充電終了指令を受信すると蓄電池の充電を終了する。   The charging ECU sets a current value (≦ current capacity) for charging the storage battery to the target level based on the current capacity, and outputs a charge command to the charger mounted on the electric vehicle. The charger that has received the charging command charges the storage battery while adjusting the charging current so as not to exceed the current value set by the charging ECU (from time t3). When the charge level of the storage battery reaches the target level, the charging ECU outputs a charge end command to the charger to finish charging the storage battery, and returns the voltage level of the pilot signal from V3 to V2 (time t4) . When the charger receives the charging end command, the charger ends the charging of the storage battery.

充電制御部14は、パイロット信号がV3からV2に変化したことを検出すると、開閉部13を開成して充電電流の供給を停止する。充電用ECUは、パイロット信号の電圧レベルを当初のV1に復帰させる(時刻t5)。充電制御部14は、パイロット信号の電圧レベルがV1に復帰すると、所定周波数の発振を停止してパイロット信号の電圧レベルをV1に維持して待機状態に戻る(時刻t6)。   When the charging control unit 14 detects that the pilot signal has changed from V3 to V2, the charging control unit 14 opens the opening / closing unit 13 and stops supplying the charging current. The charging ECU restores the voltage level of the pilot signal to the original V1 (time t5). When the voltage level of the pilot signal returns to V1, the charging control unit 14 stops oscillating at a predetermined frequency, maintains the voltage level of the pilot signal at V1, and returns to the standby state (time t6).

上述のように充電ユニット10は、電気自動車への充電電流の供給を入切するとともに電気自動車の充電用ECUに対して充電電流の上限値を指示することで電気自動車に搭載されている蓄電池の充電を制御している。   As described above, the charging unit 10 turns on / off the supply of the charging current to the electric vehicle and instructs the charging ECU of the electric vehicle to specify the upper limit value of the charging current. Controlling charging.

ところで、本実施形態の充電装置は、図２に示すように電気自動車を駐車する地面に立設される本体(スタンド本体)１に、複数の充電ユニット10とコントロールユニット20が収容されて構成される。   By the way, as shown in FIG. 2, the charging device of the present embodiment is configured such that a plurality of charging units 10 and a control unit 20 are accommodated in a main body (stand main body) 1 standing on a ground where an electric vehicle is parked. The

スタンド本体１は、長尺の矩形板状に形成された３枚の金属板(左側板２、右側板３、背板)を組み立てることで前面並びに天面、底面がそれぞれ開口した角筒状に形成され、扁平な箱形のカバー５によって天面の開口が閉塞されている。左右両側の側板２，３の内側面には背板と並行するようにして取付板(図示せず)が取着されている。すなわち、スタンド本体１の内部が取付板によって前後に区分けされており、充電ユニット10及びコントロールユニット20が取付板の前方の空間に収納され、給電用の電源ケーブル(図示せず)や電流センサ21，22と電流検知部23を接続するリード線(図示せず)などが取付板の後方の空間に収納(配線)される。   The stand main body 1 is formed in a rectangular tube shape in which the front surface, the top surface, and the bottom surface are opened by assembling three metal plates (left side plate 2, right side plate 3, back plate) formed in a long rectangular plate shape. The opening on the top surface is closed by the flat box-shaped cover 5 formed. A mounting plate (not shown) is attached to the inner side surfaces of the left and right side plates 2 and 3 in parallel with the back plate. That is, the interior of the stand body 1 is divided into front and rear by a mounting plate, the charging unit 10 and the control unit 20 are housed in a space in front of the mounting plate, a power supply cable (not shown) for feeding and a current sensor 21. , 22 and the current detection unit 23 are accommodated (wired) in the space behind the mounting plate.

また、スタンド本体１前面における最下部には矩形板状のパネル７が取り付けられている。そして、スタンド本体１内においてカバー５の下端からパネル７の上端までの前方空間に、充電ユニット10及びコントロールユニット20をそれぞれ収納するための５つの収納空所(収納空間)が上下方向に並設されている。   A rectangular plate-like panel 7 is attached to the lowermost part of the front surface of the stand body 1. In the stand body 1, five storage spaces (storage spaces) for storing the charging unit 10 and the control unit 20 are arranged in the vertical direction in the front space from the lower end of the cover 5 to the upper end of the panel 7. Has been.

充電ユニット10は、金属板によって矩形箱状に形成された筐体10A内に開閉部13、充電制御部14、通信部15を収納してなり、前面に設けられた導入口10Bより導入される充電ケーブル12の給電線12Aに開閉部13が接続され、伝送線12Bに充電制御部14が接続される。ただし、図２では各充電ユニット10の充電ケーブル12の図示を省略している。   The charging unit 10 includes an opening / closing unit 13, a charging control unit 14, and a communication unit 15 in a casing 10A formed in a rectangular box shape by a metal plate, and is introduced from an introduction port 10B provided on the front surface. The opening / closing unit 13 is connected to the power supply line 12A of the charging cable 12, and the charging control unit 14 is connected to the transmission line 12B. However, illustration of the charging cable 12 of each charging unit 10 is omitted in FIG.

またコントロールユニット20も充電ユニット10の筐体10Aとほぼ同寸法及び同形状の金属製の筐体20A内に電流検知部23、充電電流調整部24、通信部25を収納してなる。   The control unit 20 also includes a current detection unit 23, a charging current adjustment unit 24, and a communication unit 25 in a metal case 20A having substantially the same size and shape as the case 10A of the charging unit 10.

上述のように構成される充電ユニット10並びにコントロールユニット20は、前面側からスタンド本体１内の収納空所内に収納され、取付板に対して筐体10A，20Aがねじ止めされることでスタンド本体１に固定される。上述したようにスタンド本体１内には同一寸法の５つの収納空所が上下方向に並設されており、図２では、最上段の収納空所にコントロールユニット20が収納され、２段目から５段目の収納空所にそれぞれ充電ユニット10が収納されている。ただし、スタンド本体１の収納空所内に収納される充電ユニット10の個数は４つに限定されるものではなく、１〜４の必要な個数の充電ユニット10がスタンド本体１の収納空所内に収納されればよい。また、コントロールユニット20を構成する電流検知部23、充電電流調整部24、通信部25は、主幹ブレーカ110や分岐ブレーカ111とともに分電盤のボックス(図示せず)内に収納されても構わない。   The charging unit 10 and the control unit 20 configured as described above are housed in the housing space in the stand body 1 from the front side, and the case body 10A, 20A is screwed to the mounting plate, thereby the stand body. 1 is fixed. As described above, five storage cavities of the same size are arranged in the vertical direction in the stand main body 1, and in FIG. 2, the control unit 20 is stored in the uppermost storage vacant space. Charging units 10 are stored in the fifth storage spaces. However, the number of charging units 10 stored in the storage space of the stand main body 1 is not limited to four, and a necessary number of charging units 1 to 4 are stored in the storage space of the stand main body 1. It only has to be done. Further, the current detection unit 23, the charging current adjustment unit 24, and the communication unit 25 constituting the control unit 20 may be housed in a distribution board box (not shown) together with the main breaker 110 and the branch breaker 111. .

ここで、スタンド本体１の左側板２及び右側板３には、それぞれ充電コネクタ11を着脱自在に保持するホルダ６が上下方向に並べて２つずつ設けられている。ホルダ６は、一端が開口する筒状の胴部60と、胴部60の開口端に設けられた外鍔61とを有し、胴部60内に充電コネクタ11の先端部分を収納して保持し、且つ胴部60の外周面に充電ケーブル12が巻き回されて保持するものである。   Here, the left side plate 2 and the right side plate 3 of the stand main body 1 are provided with two holders 6 arranged in the vertical direction so as to detachably hold the charging connector 11 respectively. The holder 6 has a cylindrical body portion 60 that is open at one end, and an outer casing 61 provided at the opening end of the body portion 60, and stores and holds the distal end portion of the charging connector 11 in the body portion 60. In addition, the charging cable 12 is wound around and held on the outer peripheral surface of the trunk portion 60.

ところで、電気自動車の充電には、通常、十数アンペア〜数十アンペア程度の大きな充電電流が必要とされる。一方、通常の住宅や事務所では、主幹ブレーカ110(リミッタが設置されている場合はリミッタと主幹ブレーカ110)の定格電流が30アンペア〜80アンペア程度に設定されている。したがって、他の負荷機器が使用されているときに複数台の電気自動車を同時に充電する場合、例えば、新たな充電ユニット10が充電を開始すると、主幹電流が定格電流を超えてしまい、主幹ブレーカ110やリミッタがトリップする虞がある。   By the way, charging of an electric vehicle usually requires a large charging current of about several tens of amperes to several tens of amperes. On the other hand, in a normal house or office, the rated current of the main breaker 110 (limiter and main breaker 110 when the limiter is installed) is set to about 30 to 80 amperes. Therefore, when charging a plurality of electric vehicles simultaneously when other load devices are being used, for example, when a new charging unit 10 starts charging, the main current exceeds the rated current, and the main circuit breaker 110 Or the limiter may trip.

そこでコントロールユニット20の充電電流調整部24は、主幹ブレーカ110に流れる主幹電流が主幹容量(主幹ブレーカ110の定格電流)を超えた場合、充電電流の上限値を現在の上限値よりも低い値とする指令(調整指令)を通信部25から送信させる。   Therefore, the charging current adjusting unit 24 of the control unit 20 sets the upper limit value of the charging current to a value lower than the current upper limit value when the main current flowing through the main circuit breaker 110 exceeds the main capacity (the rated current of the main circuit breaker 110). Command (adjustment command) is transmitted from the communication unit 25.

充電電流調整部24は、電流検知部23で検知する充電電流の電流値から各充電ユニット10が充電中か否かを判断し、充電中の充電ユニット10の台数Ｍを求め、さらに充電ユニット10以外の負荷で消費されている負荷電流の合計値と主幹容量の差分と台数Ｍの商を求める。そして、充電電流調整部24は、求めた商(＝(主幹容量−負荷電流合計値)÷Ｍ）よりも大きくない電流値を上限値に決定する。つまり、充電中の充電ユニット10については、全て同じ上限値に調整されることになる。   The charging current adjusting unit 24 determines whether or not each charging unit 10 is being charged from the current value of the charging current detected by the current detecting unit 23, obtains the number M of charging units 10 being charged, and further determines the charging unit 10 The quotient of the total value of the load currents consumed by loads other than those, the difference between the main capacity and the number M is obtained. Then, the charging current adjusting unit 24 determines a current value not larger than the obtained quotient (= (main trunk capacity−load current total value) ÷ M) as the upper limit value. That is, all the charging units 10 being charged are adjusted to the same upper limit value.

例えば、３つの充電ユニット10が上限値を20アンペアに設定して電気自動車に充電している状況で新たに４つめの充電ユニット10が充電を開始することで主幹電流が主幹容量を超えてしまった場合を想定する。ここで、主幹容量が60アンペア、負荷電流合計値が０アンペアと仮定すると、充電電流調整部24は、60アンペア÷４＝15アンペアよりも大きくない電流値、例えば、13アンペアを充電電流の新たな(調整後の)上限値に決定し、上限値を13アンペアとする調整指令を通信部25より４つの充電ユニット10に送信させる。   For example, in the situation where three charging units 10 set the upper limit value to 20 amps and charge an electric vehicle, the fourth charging unit 10 starts charging, and the main current exceeds the main capacity. Assuming that Here, assuming that the main capacity is 60 amperes and the total load current is 0 amperes, the charging current adjustment unit 24 sets a current value not larger than 60 amperes / 4 = 15 amperes, for example, 13 amperes to a new charge current. The upper limit value (after adjustment) is determined, and an adjustment command for setting the upper limit value to 13 amperes is transmitted from the communication unit 25 to the four charging units 10.

充電ユニット10においては、コントロールユニット20から送信される前記調整指令が通信部15で受信されて充電制御部14に渡される。充電制御部14は、充電電流調整部24からの調整指令を受けると、パイロット信号のデューティ比を、調整指令で指定される上限値に対応したデューティ比に変更する。   In the charging unit 10, the adjustment command transmitted from the control unit 20 is received by the communication unit 15 and passed to the charging control unit 14. When receiving the adjustment command from the charging current adjusting unit 24, the charging control unit 14 changes the duty ratio of the pilot signal to a duty ratio corresponding to the upper limit value specified by the adjustment command.

電気自動車の充電用ECUは、調整後の上限値に基づいて再度充電電流の電流値を設定して充電器に充電指令を出力する。当該充電指令を受けた充電器は、充電用ECUが設定した新たな電流値を超えないように充電電流を調整しながら蓄電池を充電する。その結果、各電気自動車に供給される充電電流が減少するので、主幹電流が主幹ブレーカ110の定格電流を超えてしまうことが回避できる。つまり、本実施形態の充電装置によれば、電気車両(電気自動車)以外の電気機器(照明器具やエアコンディショナなど)への電力供給に与える影響を抑えつつ多数の電気車両を並行して充電することができる。   The charging ECU of the electric vehicle sets the current value of the charging current again based on the adjusted upper limit value and outputs a charging command to the charger. The charger that has received the charging command charges the storage battery while adjusting the charging current so as not to exceed the new current value set by the charging ECU. As a result, the charging current supplied to each electric vehicle decreases, so that the main current can be prevented from exceeding the rated current of the main circuit breaker 110. That is, according to the charging device of the present embodiment, a large number of electric vehicles are charged in parallel while suppressing the influence on the power supply to electric devices (such as lighting fixtures and air conditioners) other than the electric vehicle (electric vehicle). can do.

ただし、幾つかの充電ユニット10の充電が終了すれば、充電電流調整部24は、充電継続中の充電ユニット10の個数に合わせて、再度、充電電流の上限値を上げる方向に調整する。   However, when the charging of some of the charging units 10 is completed, the charging current adjusting unit 24 adjusts again to increase the upper limit value of the charging current according to the number of charging units 10 that are continuing to be charged.

ところで、充電電流調整部24が充電電流の上限値を調整する場合、必ずしも、複数の充電ユニット10における上限値を全て同じ値に調整する必要は無い。例えば、電気自動車の充電器の仕様により、充電電流の上限値が６アンペア未満に設定できない場合がある。この場合、充電電流調整部24は、充電中の充電ユニット10のうちの少なくとも何れか１つの充電ユニット10に充電を中止させる(上限値をゼロに設定する)ことが好ましい。すなわち、同時に充電する充電ユニット10の個数を減らすことにより、充電を継続する充電ユニット10に対する充電電流の上限値を６アンペア以上に調整できる。ただし、充電電流調整部24では、充電を中止させる充電ユニット10を所定時間毎に交代させることが好ましい。   By the way, when the charging current adjusting unit 24 adjusts the upper limit value of the charging current, it is not always necessary to adjust the upper limit values of the plurality of charging units 10 to the same value. For example, depending on the specifications of the charger for an electric vehicle, the upper limit value of the charging current may not be set to less than 6 amperes. In this case, the charging current adjusting unit 24 preferably causes at least one of the charging units 10 being charged to stop charging (sets the upper limit value to zero). That is, by reducing the number of charging units 10 that are charged simultaneously, the upper limit value of the charging current for the charging unit 10 that continues to be charged can be adjusted to 6 amperes or more. However, in the charging current adjustment unit 24, it is preferable to change the charging unit 10 that stops charging every predetermined time.

あるいは、複数の充電ユニット10に優先順位が割り当てられている場合、充電電流調整部24は、優先順位の高い充電ユニットにおける上限値を相対的に高い値に調整することが好ましい。すなわち、３つの充電ユニット10の充電中に主幹電流が主幹容量を超えた場合、充電電流調整部24は、優先順位が最も高い１つの充電ユニット10を除く残り２つの充電ユニット10に対して充電電流の上限値を下げるように調整する。そして、優先順位が最も高い充電ユニット10に対しては、充電電流調整部24は上限値を変更しない。このようにすれば、特定の充電ユニット10(優先順位が最も高い充電ユニット10)で充電される電気自動車を、他の充電ユニット10で充電される電気自動車に優先して短時間で充電することができる。   Alternatively, when the priority order is assigned to the plurality of charging units 10, it is preferable that the charging current adjustment unit 24 adjust the upper limit value of the charging unit having a higher priority order to a relatively high value. That is, when the main current exceeds the main capacity during charging of the three charging units 10, the charging current adjustment unit 24 charges the remaining two charging units 10 except the one charging unit 10 having the highest priority. Adjust to lower the upper limit of current. For the charging unit 10 with the highest priority, the charging current adjustment unit 24 does not change the upper limit value. In this way, the electric vehicle charged by the specific charging unit 10 (the charging unit 10 having the highest priority) is charged in a short time in preference to the electric vehicle charged by the other charging unit 10. Can do.

ところで、図４に示すように何れか１つの充電ユニット10に通信部15の代わりに通信制御部16が具備され、他の全ての充電ユニット10には通信部15及び通信制御部16の何れも具備されない構成としてもよい。通信制御部16は、コントロールユニット20から受け取る調整指令(上限値の情報)を、他の全ての充電ユニット10の充電制御部14にそれぞれ通知する。このようにすれば、２つ目以降の充電ユニット10には通信部15が不要となるので、充電ユニット10の製造コストを低減することができる。   Incidentally, as shown in FIG. 4, any one charging unit 10 includes a communication control unit 16 instead of the communication unit 15, and all the other charging units 10 include both the communication unit 15 and the communication control unit 16. It is good also as a structure which is not comprised. The communication control unit 16 notifies the adjustment commands (upper limit information) received from the control unit 20 to the charging control units 14 of all other charging units 10, respectively. In this way, the communication unit 15 is not required for the second and subsequent charging units 10, so that the manufacturing cost of the charging unit 10 can be reduced.

(実施形態２)
本実施形態は、図５に示すように１つの充電ユニット10が複数(図示例では２つ)の充電ケーブル12及び充電コネクタ11を具備する点に特徴がある。ただし、本実施形態の基本構成は実施形態１と共通であるから、実施形態１と共通の構成要素には同一の符号を付して図示並びに説明を省略する。 (Embodiment 2)
The present embodiment is characterized in that one charging unit 10 includes a plurality of (two in the illustrated example) charging cables 12 and charging connectors 11 as shown in FIG. However, since the basic configuration of this embodiment is the same as that of the first embodiment, the same reference numerals are given to the same components as those of the first embodiment, and illustration and description thereof are omitted.

本実施形態における充電ユニット10は、図５に示すように２つの充電ケーブル12及び充電コネクタ11の他に、２つの開閉部13A，13B、２つの充電制御部14A，14B、２つのブレーカ17A，17B、電流検知部18、２つの電流センサ18A，18B、充電電流調整部19を具備する。２つのブレーカ17A，17Bは、例えば、漏電遮断器であって、分電盤の分岐ブレーカ111の２次側に１次側が分岐接続され、それぞれの２次側に開閉部13A，13Bを介して充電ケーブル12の給電線12Aが接続されている。   As shown in FIG. 5, the charging unit 10 in the present embodiment includes two opening / closing sections 13A and 13B, two charging control sections 14A and 14B, two breakers 17A, 17B, a current detection unit 18, two current sensors 18A and 18B, and a charging current adjustment unit 19 are provided. The two breakers 17A and 17B are, for example, earth leakage breakers, and the primary side is branched and connected to the secondary side of the branch breaker 111 of the distribution board, and the respective secondary sides are connected via the open / close parts 13A and 13B. A feeding line 12A of the charging cable 12 is connected.

電流検知部18は、各ブレーカ17A，17Bから各充電ケーブル12に供給される充電電流の大きさ(電流値)を電流センサ18A，18Bを用いて個別に検知する。通信部15は、コントロールユニット20の通信部25との間で通信を行い、コントロールユニット20の通信部25から送信される調整指令を受信して充電電流調整部19に渡す。充電電流調整部19はマイクロコンピュータを主構成要素とし、電流検知部18で検知される２つの充電電流の合計値が、通信部15から受け取る調整指令で指示された上限値を超えないように各充電制御部14A，14Bに対して上限値の調整を指示する。   The current detection unit 18 individually detects the magnitude (current value) of the charging current supplied from the breakers 17A and 17B to the charging cables 12 using the current sensors 18A and 18B. The communication unit 15 communicates with the communication unit 25 of the control unit 20, receives an adjustment command transmitted from the communication unit 25 of the control unit 20, and passes it to the charging current adjustment unit 19. The charging current adjustment unit 19 includes a microcomputer as a main component, so that the total value of the two charging currents detected by the current detection unit 18 does not exceed the upper limit value specified by the adjustment command received from the communication unit 15. The charge control units 14A and 14B are instructed to adjust the upper limit value.

コントロールユニット20の充電電流調整部24は、主幹ブレーカ110に流れる主幹電流が主幹容量を超えた場合、実施形態１と同様に充電ユニット10における充電電流の上限値を決定して通信部25より調整指令を送信する。   The charging current adjusting unit 24 of the control unit 20 determines the upper limit value of the charging current in the charging unit 10 and adjusts it from the communication unit 25 when the main current flowing through the main circuit breaker 110 exceeds the main capacity, as in the first embodiment. Send a command.

充電ユニット10においては、コントロールユニット20から送信される前記調整指令が通信部15で受信されて充電電流調整部19に渡される。充電電流調整部19は、電流検知部18で検知する充電電流の電流値から２つの充電制御部14A，14Bが充電中か否かを判断する。２つの充電制御部14A，14Bが双方とも充電中であった場合、充電電流調整部19は、コントロールユニット20の充電電流調整部24から指示された上限値の半分の上限値とするように各充電制御部14A，14Bに調整指令を与える。また、何れか一方の充電制御部14A(又は14B)のみが充電中であった場合、充電電流調整部19は、コントロールユニット20の充電電流調整部24から指示された上限値とするように充電中の充電制御部14A(又は14B)に調整指令を与える。   In the charging unit 10, the adjustment command transmitted from the control unit 20 is received by the communication unit 15 and passed to the charging current adjustment unit 19. The charging current adjusting unit 19 determines whether or not the two charging control units 14A and 14B are being charged from the current value of the charging current detected by the current detecting unit 18. When the two charging control units 14A and 14B are both charging, the charging current adjusting unit 19 sets the upper limit value to be half of the upper limit value instructed from the charging current adjusting unit 24 of the control unit 20. An adjustment command is given to the charge control units 14A and 14B. In addition, when only one of the charging control units 14A (or 14B) is being charged, the charging current adjusting unit 19 is charged so as to have an upper limit value instructed from the charging current adjusting unit 24 of the control unit 20. An adjustment command is given to the charging control unit 14A (or 14B) therein.

そして、充電電流調整部19から調整指令を受け取った充電制御部14A，14Bは、パイロット信号のデューティ比を、調整指令で指定される上限値に対応したデューティ比に変更する。その結果、各電気自動車に供給される充電電流が減少するので、主幹電流が主幹ブレーカ110の定格電流を超えてしまうことが回避できる。   Then, the charge control units 14A and 14B that have received the adjustment command from the charge current adjustment unit 19 change the duty ratio of the pilot signal to a duty ratio corresponding to the upper limit value specified by the adjustment command. As a result, the charging current supplied to each electric vehicle decreases, so that the main current can be prevented from exceeding the rated current of the main circuit breaker 110.

なお、１つの建物に複数台の充電装置が設置される場合、１台の充電装置のみがコントロールユニット20を備えるとともに残りの充電装置が充電ユニット10のみを備え、１つのコントロールユニット20で全ての充電装置の充電ユニット10を制御しても構わない。   When a plurality of charging devices are installed in one building, only one charging device includes the control unit 20, and the remaining charging devices include only the charging unit 10. The charging unit 10 of the charging device may be controlled.

１ スタンド本体(本体)
10 充電ユニット
11 充電コネクタ
12 充電ケーブル
14 充電制御部(伝送手段)
15 通信部(伝送手段)
21 電流センサ(電流検知手段)
23 電流検知部(電流検知手段)
24 充電電流調整部(調整手段)
25 通信部(調整手段)
110 主幹ブレーカ(ブレーカ) 1 Stand body
10 Charging unit
11 Charging connector
12 Charging cable
14 Charging controller (transmission means)
15 Communication section (transmission means)
21 Current sensor (current detection means)
23 Current detector (current detection means)
24 Charging current adjustment section (adjustment means)
25 Communication unit (Adjustment means)
110 Main breaker (breaker)

Claims (7)

ブレーカと複数台の電気車両との間にそれぞれ挿入され、前記各電気車両に対して充電電流の上限値をそれぞれ指示する複数の充電ユニットと、前記ブレーカに流れる電流を検知する電流検知手段と、前記電流検知手段で検知される電流が前記ブレーカの定格電流を超えないように前記各充電ユニットにおける前記上限値を調整する調整手段と、少なくとも複数の前記充電ユニットを収容する本体とを有し、前記充電ユニットは、前記電気車両と接続される充電ケーブルと、前記充電ケーブルを介して前記電気車両との間で信号伝送を行う伝送手段とを具備し、前記調整手段は、調整後の前記上限値の情報を前記伝送手段から前記電気車両に伝送させることを特徴とする電気車両用充電装置。   A plurality of charging units inserted between the breaker and the plurality of electric vehicles, respectively, for instructing each electric vehicle with an upper limit value of a charging current; and current detecting means for detecting a current flowing through the breaker; Adjusting means for adjusting the upper limit value in each charging unit so that the current detected by the current detecting means does not exceed the rated current of the breaker; and a main body that houses at least a plurality of the charging units; The charging unit includes a charging cable connected to the electric vehicle, and a transmission unit that transmits a signal to and from the electric vehicle via the charging cable, and the adjustment unit is configured to adjust the upper limit after adjustment. A charging device for an electric vehicle, wherein value information is transmitted from the transmission means to the electric vehicle. 前記調整手段は、前記電流検知手段で検知される電流が前記ブレーカの定格電流を超えない範囲で前記各充電ユニットにおける前記上限値を互いに等しい値に調整することを特徴とする請求項１記載の電気車両用充電装置。   The said adjustment means adjusts the said upper limit in each said charging unit to a mutually equal value in the range in which the electric current detected by the said electric current detection means does not exceed the rated current of the said breaker. Electric vehicle charging device. 前記調整手段は、前記電流検知手段で検知される電流が前記ブレーカの定格電流を超えない範囲で前記各充電ユニットにおける前記上限値の少なくとも一部を互いに異なる値に調整することを特徴とする請求項１記載の電気車両用充電装置。   The adjusting means adjusts at least a part of the upper limit value in each charging unit to a value different from each other within a range in which a current detected by the current detecting means does not exceed a rated current of the breaker. Item 2. A charging device for an electric vehicle according to Item 1. 前記調整手段は、前記各充電ユニットにおける前記上限値の少なくとも一部をゼロに調整することを特徴とする請求項３記載の電気車両用充電装置。   The electric vehicle charging device according to claim 3, wherein the adjusting unit adjusts at least a part of the upper limit value in each charging unit to zero. 前記複数の充電ユニットに優先順位が割り当てられており、前記調整手段は、前記優先順位の高い充電ユニットにおける前記上限値を相対的に高い値に調整することを特徴とする請求項３又は４記載の電気車両用充電装置。   5. The priority is assigned to the plurality of charging units, and the adjustment unit adjusts the upper limit value of the charging units having a higher priority to a relatively high value. Electric vehicle charging device. 何れか１つの前記充電ユニットに制御手段が具備され、前記制御手段は、前記調整手段から受け取る前記上限値の情報を、他の全ての前記充電ユニットがそれぞれ具備する前記伝送手段から前記各電気車両に伝送させることを特徴とする請求項１〜５の何れか１項に記載の電気車両用充電装置。   Any one of the charging units is provided with a control means, and the control means receives the information on the upper limit value received from the adjustment means from the transmission means provided in all of the other charging units, respectively. The charging device for an electric vehicle according to claim 1, wherein the charging device is transmitted to the electric vehicle. 前記調整手段が複数の前記充電ユニットとともに前記本体に収容されることを特徴とする請求項１〜６の何れか１項に記載の電気車両用充電装置。   The charging device for an electric vehicle according to claim 1, wherein the adjusting unit is housed in the main body together with the plurality of charging units.
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