JP2020188593A - Vehicle charging system - Google Patents
Vehicle charging system Download PDFInfo
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- 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
- Y02E40/00—Technologies for an efficient electrical power generation, transmission or distribution
- Y02E40/50—Arrangements for eliminating or reducing asymmetry in polyphase networks
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- 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
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- 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
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- 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
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- 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
Abstract
Description
本発明は、配電線路に設けられるブレーカに接続される車両用充電装置を備えた車両用充電システムに関するものである。 The present invention relates to a vehicle charging system including a vehicle charging device connected to a breaker provided on a distribution line.
分電盤などにおいては、通常、各分岐ブレーカに接続される負荷機器で消費される電流値を超えるように主幹ブレーカの定格電流が選定される。しかし、分岐ブレーカの接続する相（単相三線式の場合には、Ｌ１相−Ｎ相、Ｌ２相−Ｎ相、Ｌ１相−Ｌ２相、三相三線式の場合には、Ｒ相−Ｓ相、Ｓ相−Ｔ相、Ｒ相−Ｔ相）に偏りが生じた場合、つまり一部の相の電流値が高くなる場合には。主幹ブレーカ内の一部の相で許容電流値を越える可能性が高まり、トリップが生じやすくなるという問題が生じ得る。このように、単相三線式、三相三線式等の配電方式において、各相の電流値のバランスを考慮する必要がある。特許文献１に記載されているように、相バランスの調整を行うために、分電盤内の配線機器の接続する相を切り替えることのできる構造は知られている。 In a distribution board or the like, the rated current of the main breaker is usually selected so as to exceed the current value consumed by the load equipment connected to each branch breaker. However, the connected phases of the branch breaker (L1-N phase, L2-phase-N phase, L1-phase-L2 phase in the case of single-phase three-wire system, R phase-S phase in the case of three-phase three-wire system , S phase-T phase, R phase-T phase), that is, when the current value of some phases becomes high. There is a high possibility that the allowable current value will be exceeded in some phases in the main breaker, which may cause a problem that trips are likely to occur. As described above, in the power distribution system such as the single-phase three-wire system and the three-phase three-wire system, it is necessary to consider the balance of the current values of each phase. As described in Patent Document 1, a structure capable of switching the connected phase of the wiring device in the distribution board is known in order to adjust the phase balance.
ところで、一般的に、分電盤内における作業は、有資格者しか行えないため、容易に配線機器の接続されている相を切り替えることはできない。 By the way, in general, only a qualified person can perform the work in the distribution board, so that it is not possible to easily switch the connected phases of the wiring equipment.
本件の発明者は、この点について鋭意検討することにより、解決を試みた。本発明が解決しようとする課題は、他の負荷機器との関係で車両用充電装置から供給可能な電流値を把握したうえで、車両へ送る電流値の制御ができるようにすることである。 The inventor of this case tried to solve this problem by diligently examining this point. An object to be solved by the present invention is to make it possible to control the current value sent to the vehicle after grasping the current value that can be supplied from the vehicle charging device in relation to other load devices.
上記課題を解決するため、三本の線で配電する配電方式の配電線路に設けられる主幹ブレーカと、配電する三本の線のうちの何れか二本の線に接続される複数の分岐ブレーカを備え、少なくとも一つの分岐ブレーカに車両用充電装置が接続される車両用充電システムであって、配電する三本の線のそれぞれの電流値を測定する電流測定手段と、主幹ブレーカの定格電流値と、各線の電流値から、許容電流値を算出する制御手段と、を備え、前記制御手段は、許容電流値の範囲内で、車両用充電装置の車両への出力電流値を制御する車両用充電システムとする。 In order to solve the above problem, a main breaker installed in a distribution line of a distribution system that distributes power with three lines and a plurality of branch breakers connected to any two of the three lines to be distributed are used. A vehicle charging system in which a vehicle charging device is connected to at least one branch breaker, and a current measuring means for measuring the current value of each of the three lines to be distributed, and a rated current value of the main breaker. , A control means for calculating an allowable current value from the current value of each line, and the control means for vehicle charging for controlling the output current value of the vehicle charging device to the vehicle within the allowable current value. Let it be a system.
また、制御手段は、電流測定手段が測定した各線の電流値を比較し、主幹ブレーカの定格電流値と各線のうちの最大電流値から許容電流値を算出し、電流値が最大となる線に接続される車両用充電装置の出力電流を制御することが好ましい。 In addition, the control means compares the current value of each line measured by the current measuring means, calculates the allowable current value from the rated current value of the main breaker and the maximum current value of each line, and sets the line to the maximum current value. It is preferable to control the output current of the connected vehicle charging device.
また、配電方式が三相三線式の配電線路であり、複数の車両用充電装置が各々、分岐ブレーカに接続され、制御手段は、各線における電流値の差が閾値以下となるように複数の車両用充電装置の出力電流を制御する構成とすることが好ましい。 Further, the distribution system is a three-phase three-wire distribution line, a plurality of vehicle charging devices are connected to branch breakers, and the control means is a plurality of vehicles so that the difference in current value in each line is equal to or less than the threshold value. It is preferable that the output current of the charging device is controlled.
本発明では、他の負荷機器との関係で車両用充電装置から供給可能な電流値を把握したうえで、車両へ送る電流値の制御が可能となる。 In the present invention, it is possible to control the current value sent to the vehicle after grasping the current value that can be supplied from the vehicle charging device in relation to other load devices.
以下に発明を実施するための形態を示す。本実施形態の車両用充電システム１は、三本の線で配電する配電方式の配電線路に設けられる主幹ブレーカ８１と、配電する三本の線のうちの何れか二本の線に接続される複数の分岐ブレーカ８３を備え、少なくとも一つの分岐ブレーカ８３に車両用充電装置１１が接続される。また、この車両用充電システム１は、配電する三本の線のそれぞれの電流値を測定する電流測定手段７０と、主幹ブレーカ８１の定格電流値と、各線の電流値から、許容電流値を算出する制御手段６０と、を備えている。この制御手段６０は、許容電流値の範囲内で、車両用充電装置１１の車両９１への出力電流値を制御する。このため、他の負荷機器８５との関係で車両用充電装置９１から供給可能な電流値を把握したうえで、車両９１へ送る電流値の制御ができる。なお、本発明における配電線路の配電方式は、単相三線式や三相三線式である。 A mode for carrying out the invention is shown below. The vehicle charging system 1 of the present embodiment is connected to a main breaker 81 provided in a distribution line of a distribution system that distributes power by three lines and to any two of the three lines to be distributed. A plurality of branch breakers 83 are provided, and the vehicle charging device 11 is connected to at least one branch breaker 83. Further, the vehicle charging system 1 calculates an allowable current value from the current measuring means 70 for measuring the current value of each of the three lines to be distributed, the rated current value of the main breaker 81, and the current value of each line. The control means 60 is provided. The control means 60 controls the output current value of the vehicle charging device 11 to the vehicle 91 within the allowable current value. Therefore, it is possible to control the current value sent to the vehicle 91 after grasping the current value that can be supplied from the vehicle charging device 91 in relation to the other load device 85. The distribution system of the distribution line in the present invention is a single-phase three-wire system or a three-phase three-wire system.
ここで、図１に示す例を参考にして、配電線路の配電方式を単相三線式とした場合の例について説明する。なお、実施形態の車両用充電システム１では、分電盤に、主幹ブレーカ８１や複数の分岐ブレーカ８３が配置されているが、図１に示す例では、分電盤を省略している。図１に示すことから理解されるように、単相三線式の場合、三本の線はそれぞれＬ１相、Ｌ２相、Ｎ相を構成する。Ｌ１相−Ｎ相、Ｌ２相−Ｎ相には、電圧１００Ｖに対応した家電製品などの負荷機器８５が接続され、Ｌ１相−Ｌ２相には、電圧２００Ｖに対応した動力機器などの負荷機器８５や、車両用充電装置１１が接続される。 Here, an example in which the distribution system of the distribution line is a single-phase three-wire system will be described with reference to the example shown in FIG. In the vehicle charging system 1 of the embodiment, the main breaker 81 and the plurality of branch breakers 83 are arranged on the distribution board, but in the example shown in FIG. 1, the distribution board is omitted. As can be understood from FIG. 1, in the case of the single-phase three-wire system, the three wires constitute the L1 phase, the L2 phase, and the N phase, respectively. A load device 85 such as a home appliance corresponding to a voltage of 100 V is connected to the L1 phase-N phase and the L2-phase-N phase, and a load device 85 such as a power device corresponding to a voltage of 200 V is connected to the L1-L2 phase. Or, the vehicle charging device 11 is connected.
Ｌ１相−Ｌ２相に接続される負荷機器８５は、相バランスにはあまり影響しないが、Ｌ１相−Ｎ相、Ｌ２相−Ｎ相に接続される負荷機器８５の偏在などの影響で、Ｌ１相がＬ２相よりも電流値が大きいといったような相バランスの崩れが生じる場合がある。本発明では、各相のバランスの崩れが生じているかを確認するために、電流測定手段７０で各線（各相）の電流値を計測する。なお、図１に示す例では、各線（各相）ごとに電流測定器７２を取り付けているが、これらの電流測定器７２のまとまりが電流測定手段７０である。 The load device 85 connected to the L1 phase-L2 phase does not affect the phase balance so much, but the L1 phase is affected by the uneven distribution of the load device 85 connected to the L1 phase-N phase and the L2-phase-N phase. May cause a phase imbalance such that the current value is larger than that of the L2 phase. In the present invention, the current value of each line (each phase) is measured by the current measuring means 70 in order to confirm whether or not the balance of each phase is lost. In the example shown in FIG. 1, a current measuring device 72 is attached to each line (each phase), and the group of these current measuring devices 72 is the current measuring means 70.
この電流測定手段７０での計測結果をもとに、車両用充電装置１１の出力電流を制御する。２００Ｖで利用される車両用充電装置１１はＬ１相とＬ２相に接続されるため、Ｌ１相の電流値とＬ２相の電流値のうち、より大きな電流値（例えばＬ１相の電流値）を主幹ブレーカ８１の定格電流から差分した許容電流値までの範囲で車両用充電装置１１の出力電流を制御するようにすれば良い。 The output current of the vehicle charging device 11 is controlled based on the measurement result of the current measuring means 70. Since the vehicle charging device 11 used at 200 V is connected to the L1 phase and the L2 phase, the larger current value (for example, the current value of the L1 phase) among the current value of the L1 phase and the current value of the L2 phase is mainly used. The output current of the vehicle charging device 11 may be controlled within a range from the rated current of the breaker 81 to the differential allowable current value.
例えば、主幹ブレーカ８１の定格電流が６０Ａであるのに対して、電流測定手段７０で、Ｌ１相：４５Ａ、Ｌ２相：４０Ａと、計測された場合、許容電流値は６０Ａ−４５Ａ＝１５Ａとなる。効率よく制御しようとすれば、車両用充電装置１１の出力電流を許容電流値に近似する値に制御すればよい。そうすることで、他の負荷機器８５に影響を与えず、車両用充電装置１１に効率よく充電することができる。また、主幹ブレーカ８１がトリップしない電流値（許容電流値）まで車両用充電装置１１の出力電流値を上げることができるため、車両９１の充電速度を高めることができる。 For example, while the rated current of the main breaker 81 is 60A, when the current measuring means 70 measures L1 phase: 45A and L2 phase: 40A, the permissible current value is 60A-45A = 15A. .. In order to control it efficiently, the output current of the vehicle charging device 11 may be controlled to a value close to the allowable current value. By doing so, the vehicle charging device 11 can be efficiently charged without affecting the other load device 85. Further, since the output current value of the vehicle charging device 11 can be increased to a current value (allowable current value) at which the main breaker 81 does not trip, the charging speed of the vehicle 91 can be increased.
なお、制御手段６０は、電流測定手段７０が測定した各線の電流値を比較し、「主幹ブレーカ８１の定格電流値」と「各線のうちの最大電流値」から許容電流値を算出し、電流値が最大となる線に接続される車両用充電装置１１の出力電流を制御するものであることが好ましい。 The control means 60 compares the current values of each line measured by the current measuring means 70, calculates an allowable current value from the "rated current value of the main breaker 81" and the "maximum current value of each line", and calculates the current. It is preferable to control the output current of the vehicle charging device 11 connected to the line having the maximum value.
また、既設の分電盤に新しく車両用充電装置９１を施工する場合には、分電盤における相バランスの崩れの有無を各相の電流値を測定することによって把握し、新しく施工する車両用充電装置９１の出力電流値の最大値は、各相の電流値の測定結果に基づいて設定や制御をすることが好ましい。このような方法を採用すれば、既設の分電盤に新しく車両用充電装置９１を施工する場合でも、車両用充電装置９１を効率よく機能させることができる。 In addition, when a new vehicle charging device 91 is installed on the existing distribution board, the presence or absence of phase imbalance in the distribution board is grasped by measuring the current value of each phase, and the vehicle is newly installed. The maximum value of the output current value of the charging device 91 is preferably set and controlled based on the measurement result of the current value of each phase. If such a method is adopted, the vehicle charging device 91 can be efficiently functioned even when a new vehicle charging device 91 is installed on the existing distribution board.
次に、図２に示す例を参考にして、配電線路の配電方式を三相三線式とした場合の例について説明する。なお、図２に示す例においても、分電盤を省略している。三相三線式の場合、三本の線はそれぞれＲ相、Ｓ相、Ｔ相を構成する。Ｒ相−Ｓ相、Ｓ相−Ｔ相、Ｒ相−Ｔ相には、電圧２００Ｖに対応した動力機器などの負荷機器８５や、車両用充電装置１１が接続される。 Next, an example will be described when the distribution system of the distribution line is a three-phase three-wire system with reference to the example shown in FIG. The distribution board is also omitted in the example shown in FIG. In the case of the three-phase three-wire system, the three wires constitute an R phase, an S phase, and a T phase, respectively. A load device 85 such as a power device corresponding to a voltage of 200 V and a vehicle charging device 11 are connected to the R phase-S phase, the S phase-T phase, and the R phase-T phase.
三相三線式の場合、Ｒ相、Ｓ相、Ｔ相のいずれか２つを選択し、負荷機器８５が接続されるため、負荷機器８５を接続する相の偏りなどの影響で、Ｒ相、Ｓ相、Ｔ相の間で電流値の相バランスの崩れが生じることも多い。 In the case of the three-phase three-wire system, any two of R phase, S phase, and T phase are selected and the load device 85 is connected. Therefore, due to the influence of the phase bias connecting the load device 85, the R phase, In many cases, the phase balance of the current value is lost between the S phase and the T phase.
このため、例えば、既設の分電盤に新しく車両用充電装置１１を施工する時には、分電盤における相バランスの崩れの有無を各相の電流値を測定することによって把握し、確認し、新しく施工する車両用充電装置９１の出力電流値の最大値を、各相の電流値の測定結果に基づいて設定、制御するようにすることが好ましい。なお、このとき、既設の分電盤に車両用充電装置１１が施工されている場合には、新しく施工する車両用充電装置９１の出力電流値を制御するのではなく、既設の車両用充電装置９１の出力電流値を制御するようにしてもよい。 For this reason, for example, when a new vehicle charging device 11 is installed on an existing distribution board, the presence or absence of phase imbalance in the distribution board is grasped and confirmed by measuring the current value of each phase, and a new one is installed. It is preferable that the maximum value of the output current value of the vehicle charging device 91 to be constructed is set and controlled based on the measurement result of the current value of each phase. At this time, when the vehicle charging device 11 is installed on the existing distribution board, the output current value of the newly installed vehicle charging device 91 is not controlled, but the existing vehicle charging device is not controlled. The output current value of 91 may be controlled.
分電盤に複数の車両用充電装置１１が接続されている場合には、各相のうち、電流測定手段７０で測定された電流値が最大となる相に接続される車両用充電装置１１の出力電流値を減少する制御もしくは、電流測定手段７０で測定された電流値が最小となる相に接続される車両用充電装置１１の出力電流値を増加する制御をすることが好ましい。 When a plurality of vehicle charging devices 11 are connected to the distribution board, the vehicle charging device 11 connected to the phase having the maximum current value measured by the current measuring means 70 among the phases. It is preferable to control to reduce the output current value or to increase the output current value of the vehicle charging device 11 connected to the phase in which the current value measured by the current measuring means 70 is minimized.
例えば、Ｒ相−Ｓ相間に充電中の車両用充電装置１１（Ａ）（電流値：１５Ａ）、Ｓ相−Ｔ相間に充電中の車両用充電装置１１（Ｂ）（電流値：１５Ａ）、Ｒ相−Ｔ相間に充電中の車両用充電装置１１（Ｃ）（電流値：１５Ａ）が接続され、主幹ブレーカ８１の定格電流：６０Ａ、各相の測定値はＲ相：４５Ａ、Ｓ相：５０Ａ、Ｔ相：５５Ａであるとした場合、Ｔ相の電流値を減少するために、車両用充電装置１１（Ｂ）に対して出力電流値を減少する制御（電流値：１５Ａ⇒１０Ａ）をすることで、Ｒ相：４５Ａ、Ｓ相：４５Ａ、Ｔ相：５０Ａしてもよい。 For example, a vehicle charging device 11 (A) (current value: 15A) charging between the R phase and the S phase, a vehicle charging device 11 (B) (current value: 15A) charging between the S phase and the T phase, A charging device 11 (C) (current value: 15A) for a vehicle being charged is connected between the R phase and the T phase, the rated current of the main breaker 81 is 60A, and the measured values of each phase are R phase: 45A and S phase: Assuming that 50A and T phase: 55A, in order to reduce the current value of the T phase, a control (current value: 15A⇒10A) for reducing the output current value is performed with respect to the vehicle charging device 11 (B). By doing so, R phase: 45A, S phase: 45A, T phase: 50A may be used.
Ｒ相の電流値を増加するために、車両用充電装置１１（Ａ）に対して出力電流値を増加させる制御（電流値：１５Ａ⇒２０Ａ）をすることで、Ｒ相：５０Ａ、Ｓ相：５５Ａ、Ｔ相：５５Ａとしてもよい。また、３つの相のバランスを保つために、車両用充電装置１１（Ａ）（電流値：１５Ａ⇒２０Ａ）と車両用充電装置１１（Ｂ）（電流値：１５Ａ⇒１０Ａ）を同時に制御することで、Ｒ相：５０Ａ、Ｓ相：５０Ａ、Ｔ相：５０Ａとしてもよい。この際、各相の電流値が主幹ブレーカ８１の定格電流値を超えないように制御することが好ましい。 By controlling the vehicle charging device 11 (A) to increase the output current value (current value: 15A⇒20A) in order to increase the current value of the R phase, the R phase: 50A, the S phase: 55A, T phase: 55A may be used. Further, in order to maintain the balance of the three phases, the vehicle charging device 11 (A) (current value: 15A⇒20A) and the vehicle charging device 11 (B) (current value: 15A⇒10A) are controlled at the same time. Then, R phase: 50A, S phase: 50A, and T phase: 50A may be used. At this time, it is preferable to control the current value of each phase so as not to exceed the rated current value of the main breaker 81.
複数の車両用充電装置１１が接続されている場合には、車両用充電装置１１間で優先順位を定めるものとしても良い。優先順位を定める条件は、使用者が入力する内容であってもよいし、車両９１のバッテリ残量であってもよい。なお、特に限定されるものではないが、各相の電流値と、車両９１の優先順位の両方を踏まえて車両用充電装置１１の制御方法を判定させることが好ましい。 When a plurality of vehicle charging devices 11 are connected, the priority may be determined among the vehicle charging devices 11. The condition for determining the priority may be the content input by the user or the remaining battery level of the vehicle 91. Although not particularly limited, it is preferable to determine the control method of the vehicle charging device 11 based on both the current value of each phase and the priority of the vehicle 91.
例えば、Ｒ相−Ｓ相間に充電中の車両用充電装置１１（Ａ）（電流値：１５Ａ）、Ｓ相−Ｔ相間に充電中の車両用充電装置１１（Ｂ）（電流値：１５Ａ）、Ｒ相−Ｔ相間に充電中の車両用充電装置１１（Ｃ）（電流値：１５Ａ）が接続され、主幹ブレーカ８１の定格電流：６０Ａ、各相の測定値はＲ相：４５Ａ、Ｓ相：５０Ａ、Ｔ相：５５Ａであるとした場合、車両用充電装置１１（Ａ）に接続された車両９１を最も早く満充電状態としたいときには、車両用充電装置１１（Ａ）の電流値を１５Ａ⇒２５Ａと制御するとともに、車両用充電装置１１（Ｂ）の電流値を１５Ａ⇒１０Ａと制御することで、Ｒ相：５５Ａ、Ｓ相：５５Ａ、Ｔ相：５０Ａとすれば、車両用充電装置１１（Ａ）に接続される車両９１への出力する電流が大きくなり、より早くバッテリを満充電状態とすることができる。 For example, a vehicle charging device 11 (A) (current value: 15A) charging between the R phase and the S phase, a vehicle charging device 11 (B) (current value: 15A) charging between the S phase and the T phase, A charging device 11 (C) (current value: 15A) for a vehicle being charged is connected between the R phase and the T phase, the rated current of the main breaker 81 is 60A, and the measured values of each phase are R phase: 45A and S phase: Assuming that 50A and T phase: 55A, when the vehicle 91 connected to the vehicle charging device 11 (A) is to be fully charged as soon as possible, the current value of the vehicle charging device 11 (A) is changed from 15A to 15A. By controlling the current value of the vehicle charging device 11 (B) from 15A to 10A while controlling it to 25A, if the R phase: 55A, the S phase: 55A, and the T phase: 50A, the vehicle charging device 11 The current output to the vehicle 91 connected to (A) becomes large, and the battery can be fully charged faster.
なお、配電方式が三相三線式の配電線路であり、複数の車両用充電装置１１が各々、分岐ブレーカ８３に接続される場合、制御手段６０は、各線における電流値の差が閾値以下となるように複数の車両用充電装置１１の出力電流を制御するものとすることも好ましい。 When the distribution system is a three-phase three-wire distribution line and a plurality of vehicle charging devices 11 are connected to the branch breaker 83, the control means 60 has a difference in current value between the lines below the threshold value. It is also preferable to control the output currents of the plurality of vehicle charging devices 11 as described above.
複数台の車両用充電装置１１を備えた駐車場などの場合には、各相の電流値と、待機中の車両用充電装置１１の標準状態で充電した場合の電流値（出力電流値を制御されない場合の電流値）とを比較することで、より多くの電流を車両９１に出力することができる車両用充電装置１１を判定し、表示するようにすることが好ましい。 In the case of a parking lot or the like equipped with a plurality of vehicle charging devices 11, the current value of each phase and the current value (output current value is controlled) when charging in the standard state of the standby vehicle charging device 11. It is preferable to determine and display the vehicle charging device 11 capable of outputting a larger current to the vehicle 91 by comparing with the current value when the current value is not set.
この点について、Ｒ相−Ｓ相間に待機中の車両用充電装置１１（Ａ）（標準状態で充電した場合の電流値：１５Ａ）、Ｓ相−Ｔ相間に充電中の車両用充電装置１１（Ｂ）（標準状態で充電した場合の電流値：１５Ａ）、Ｒ相−Ｔ相間に待機中の車両用充電装置１１（Ｃ）（標準状態で充電した場合の電流値：１５Ａ）が接続され、主幹ブレーカ８１の定格電流：６０Ａ、各相の測定値はＲ相：４０Ａ、Ｓ相：４０Ａ、Ｔ相：５０Ａである場合を例に挙げて説明する。 Regarding this point, the vehicle charging device 11 (A) on standby between the R phase and the S phase (current value when charging in the standard state: 15A), and the vehicle charging device 11 (charging device 11) charging between the S phase and the T phase. B) (current value when charging in the standard state: 15A), the standby vehicle charging device 11 (C) (current value when charging in the standard state: 15A) is connected between the R phase and the T phase. The case where the rated current of the main breaker 81 is 60 A and the measured values of each phase are R phase: 40 A, S phase: 40 A, and T phase: 50 A will be described as an example.
これらの車両用充電装置１１を用いて新しく車両９１を充電する場合、車両用充電装置１１（Ｃ）に接続すると、Ｔ相が主幹ブレーカ８１の定格電流値を超過してしまう。このため、出力電流値が制御されてしまうが、車両用充電装置１１（Ａ）に接続すると、すべての相が主幹ブレーカ８１の定格電流値以下となり、出力電流値を制御することなく、車両９１へ給電することができる。このように、新たに使用される車両用充電装置１１を何れにするかによって、出力電流値に影響が出得るため、各相の電流値の情報を基に、新たに使用されるのに最適な車両用充電装置１１を判定、表示することが好ましい。なお、新たに使用されるのには適さない車両用充電装置１１を判定、表示することも好ましい。 When the vehicle 91 is newly charged using these vehicle charging devices 11, the T phase exceeds the rated current value of the main breaker 81 when connected to the vehicle charging device 11 (C). Therefore, the output current value is controlled, but when connected to the vehicle charging device 11 (A), all the phases become equal to or less than the rated current value of the main breaker 81, and the vehicle 91 does not control the output current value. Can be powered to. In this way, the output current value may be affected by which of the newly used vehicle charging devices 11 is used, so that it is most suitable for new use based on the information of the current value of each phase. It is preferable to determine and display the vehicle charging device 11. It is also preferable to determine and display the vehicle charging device 11 that is not suitable for new use.
また、各相間に複数の車両用充電装置１１が接続される場合、例えばＲ相−Ｓ相間に車両用充電装置１１（Ａ）と車両用充電装置１１（Ｄ）（図示せず）、Ｓ相−Ｔ相間に車両用充電装置１１（Ｂ）と車両用充電装置１１（Ｅ）（図示せず）、Ｒ相−Ｔ相間に車両用充電装置１１（Ｃ）と車両用充電装置１１（Ｆ）（図示せず）が接続される場合には、Ｒ相の電流値を減少するために、Ｒ相に接続される車両用充電装置１１（Ａ）、車両用充電装置１１（Ｃ）、車両用充電装置１１（Ｄ）、車両用充電装置１１（Ｆ）のすべての出力電流値を減少させてもよいし、その一部の車両用充電装置１１の出力電流値を減少させてもよい。また、優先順位等を加味し、出力電流値を減少させる車両用充電装置１１を選定してもよい。 When a plurality of vehicle charging devices 11 are connected between the phases, for example, the vehicle charging device 11 (A), the vehicle charging device 11 (D) (not shown), and the S phase are connected between the R phase and the S phase. Vehicle charging device 11 (B) and vehicle charging device 11 (E) (not shown) between the -T phase, vehicle charging device 11 (C) and vehicle charging device 11 (F) between the R phase and T phase. When (not shown) is connected, in order to reduce the current value of the R phase, the vehicle charging device 11 (A), the vehicle charging device 11 (C), and the vehicle are connected to the R phase. All the output current values of the charging device 11 (D) and the vehicle charging device 11 (F) may be reduced, or the output current values of some of the vehicle charging devices 11 may be reduced. Further, the vehicle charging device 11 that reduces the output current value may be selected in consideration of the priority and the like.
以上、実施形態を例に挙げて本発明について説明してきたが、本発明は上記実施形態に限定されることはなく、各種の態様とすることが可能である。 Although the present invention has been described above by taking the embodiment as an example, the present invention is not limited to the above embodiment and can be in various modes.
１ 車両用充電システム
１１ 車両用充電装置
６０ 制御手段
７０ 電流計測手段
８１ 主幹ブレーカ
８３ 分岐ブレーカ
８５ 負荷機器
９１ 車両
1 Vehicle charging system 11 Vehicle charging device 60 Control means 70 Current measuring means 81 Main breaker 83 Branch breaker 85 Load equipment 91 Vehicle
Claims (3)
配電する三本の線のそれぞれの電流値を測定する電流測定手段と、
主幹ブレーカの定格電流値と、各線の電流値から、許容電流値を算出する制御手段と、
を備え、
前記制御手段は、許容電流値の範囲内で、車両用充電装置の車両への出力電流値を制御する車両用充電システム。 It is equipped with a main breaker installed in a distribution line of a distribution system that distributes power with three lines, and a plurality of branch breakers connected to any two of the three lines to be distributed, and at least one branch breaker. A vehicle charging system to which a vehicle charging device is connected to
A current measuring means for measuring the current value of each of the three wires to be distributed, and
A control means for calculating the allowable current value from the rated current value of the main breaker and the current value of each line,
With
The control means is a vehicle charging system that controls an output current value of a vehicle charging device to a vehicle within a range of an allowable current value.
複数の車両用充電装置が各々、分岐ブレーカに接続され、
制御手段は、各線における電流値の差が閾値以下となるように複数の車両用充電装置の出力電流を制御する請求項１又は２に記載の車両用充電システム。 The distribution system is a three-phase, three-wire distribution line.
Multiple vehicle charging devices are each connected to a branch breaker,
The vehicle charging system according to claim 1 or 2, wherein the control means controls the output currents of a plurality of vehicle charging devices so that the difference in current values on each line is equal to or less than a threshold value.
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| JP2011072064A (en) * | 2009-09-24 | 2011-04-07 | Fujitsu Ltd | Method and program for optimally distributing power to load |
| JP2012060752A (en) * | 2010-09-08 | 2012-03-22 | Nitto Kogyo Co Ltd | Distribution board |
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