JP2022107471A - Charge/discharge device - Google Patents

Abstract

To provide an in-vehicle charge/discharge device that can support a variety of charge/power supply methods while reducing space, weight, and cost.SOLUTION: A charge/discharge device 1 includes a motor 2 that drives an electric vehicle, an inverter 3 that controls the power of the motor 2, a battery 4 that supplies power to the motor 2 via the inverter 3, an isolation transformer unit 8 consisting of three single-phase isolation transformers connected in parallel with the motor 2 with respect to the inverter 3, an electromagnetic switching mechanism 11 that switches between a first power transmission path between the inverter 3 and the motor 2 and a second power transmission path between the inverter 3 and the isolation transformer unit 8, first switches 12a to 12c that switch the primary side of the isolation transformer unit 8 to either three-phase Y connection or single-phase parallel connection, and second switches 12d to 12f that switch the secondary side of the isolation transformer unit 8 to either three-phase Y connection or single-phase parallel connection.SELECTED DRAWING: Figure 1

Description

The present invention relates to a charging / discharging device provided in an electric vehicle.

The electric vehicle is equipped with a rechargeable high-voltage battery that supplies DC current to the inverter, and the inverter generates driving force from this DC current to the drive motor (three-phase AC brushless motor, etc.) of the electric vehicle. Convert to alternating current that can be made to. In order to recharge such a high voltage battery, the vehicle is equipped with an AC-DC converter (AC-DC converter) capable of rectifying the AC current of the external distribution network for charging the battery. Is installed. It is convenient for the in-vehicle charging device to include a DC-DC converter (DC-DC converter) for adjusting the voltage level of the distribution network to the voltage level of the high-voltage battery.

On the other hand, a DC-AC inverter (DC-AC converter) that can convert the DC current of the battery into an AC current in order to supply the energy stored in the high-voltage battery to an external load or an external distribution network is available. If the load used is about home appliances, it will be installed in the vehicle as an in-vehicle device, but when applied to V2H (Inverter to Home) and V2G (Inverter to GRID), a power conversion capacity of about 5 kW to 10 kW is DC-AC. Required for inverters. Conventionally, there is no in-vehicle device suitable for such power supply applications in addition to charging, and the charge output (input) capacity according to the battery capacity and the discharge output capacity required from the discharge needs do not always match, which adds value. The discharge function, which is a typical function, is separated from the vehicle standard function and is prepared as a non-vehicle (off-board) device, generally as a DC type external fixed device or a DC type general type device.

However, although the non-vehicle DC charger / discharger has the merit of not consuming the space for arranging the vehicle, the cost increases and it is difficult for general consumers to enjoy the merit, which hinders the promotion of popularization. Generally, there are many means to input the DC current of a high-voltage battery of an electric vehicle to a DC-AC inverter (external power supply) installed outside independently of the vehicle to obtain an AC current suitable for V2H and V2G. However, many of the connection means, communication specifications, control methods, protection means, etc. between the electric vehicle and the external power supply conform to the international standards for charging and discharging so that the external power supply does not become its own standard.

It goes without saying that a charging system must be installed in a plug-in electric vehicle intended for movement, but the electronic components that make up the charging system are expensive, which is a hindrance to cost reduction and widespread use of the plug-in electric vehicle. ing. Furthermore, the discharge function that satisfies the above applications requires a power conversion capacity that is several times larger than the power conversion capacity required for normal charging, which also provides a discharge function as a secondary application for high-voltage batteries in electric vehicles. This is a factor that hinders the in-vehicle charging / discharging system.

Regarding the charging system, Patent Document 1 describes that a device for charging a battery can be realized by using a part of a motor (inductor) and an inverter component for obtaining a driving current of the motor. According to this, a charging system can be easily constructed by substituting the inductance of the motor as a choke coil and making it function as a buck-boost converter in combination with an inverter for driving the motor. At this time, it is characterized in that the voltage of each phase is controlled to be equal so as not to apply a driving force to the motor. As a result, it is possible to eliminate the inverter circuit and magnetic element dedicated to charging, which have been required in the past, and bring about the effect of reducing the cost and the occupied space. However, when the amount of current increases, the loss in the diode for driving the motor and the full-wave rectifying diode bridge for rectifying the external power supply is doubled, so that the decrease in power supply efficiency cannot be ignored.

According to Patent Document 2, by controlling the average current of each phase motor winding in the same manner, charging control can be performed without generating a rotational force in the motor. With this configuration, there is an advantage that additional parts such as semiconductor elements and contactors can be reduced when a charger is configured for a system having an inverter circuit. However, even in this configuration, the charging current needs to flow through the two rectifying diodes in the current path from the external power supply to the high voltage battery, and the loss in the diodes cannot be avoided.

On the other hand, in Patent Document 3, in a plug-in electric vehicle provided with an inverter for driving an AC motor, the output of an inverter circuit that supplies AC power to the AC motor is directly output to the outside by a switching device to obtain AC power. The system to supply is described. However, the smoothing reactor and diode bridge added for charging are not used at this time. Further, according to this configuration, the high voltage battery of the plug-in electric vehicle and the external load are directly connected, and there is a risk of damage to the load or the vehicle when there is a ground fault or a load short circuit outside. It is also characterized by the absence of a reactor or smoothing capacitor for obtaining AC current, but the quality of the power supply as an AC power supply may deteriorate significantly and the AC load may be damaged, and the load that can be handled is limited. Guessed.

Further, Patent Document 4 proposes a generator vehicle in which a diesel generator, a transformer, a quick charger and a terminal portion are mounted on the loading platform of a freight vehicle, but a space is secured like a large freight vehicle. However, it was difficult to install it in a general vehicle in terms of space, weight, and cost.

Japanese Patent No. 4337442 Japanese Patent No. 6063762 Japanese Patent No. 5724830 Japanese Patent No. 5592296

As described above, there was room for improvement in the in-vehicle charging / discharging device.

The present invention provides an in-vehicle charging / discharging device capable of supporting various charging / feeding methods while reducing space, weight, and cost.

The present invention
A three-phase brushless motor that drives an electric vehicle,
A three-phase inverter that controls the power of the motor,
A charging / discharging device including a battery that supplies electric power to the motor via the inverter.
An isolation transformer unit composed of three single-phase isolation transformers connected in parallel with the motor to the inverter,
An electromagnetic switching mechanism that switches between a first power transmission path that electrically connects the inverter and the motor and a second power transmission path that electrically connects the inverter and the isolation transformer unit.
A first switch that switches the primary side of the isolation transformer unit to either three-phase Y connection connection or single-phase parallel connection, and
A second switch for switching the secondary side of the isolation transformer unit to either a three-phase Y connection connection or a single-phase parallel connection is further provided.

In addition, the present invention
A three-phase brushless motor that drives an electric vehicle,
A three-phase inverter that controls the power of the motor,
A charging / discharging device including a battery that supplies electric power to the motor via the inverter.
An isolation transformer unit composed of three single-phase isolation transformers connected in parallel with the motor to the inverter,
An electromagnetic switching mechanism that switches between a first power transmission path that electrically connects the inverter and the motor and a second power transmission path that electrically connects the inverter and the isolation transformer unit.
A first switch that switches the primary side of the isolation transformer unit to either three-phase Y connection connection or single-phase parallel connection, and
A second switch for switching the secondary side of the isolation transformer unit to either a three-phase Δ connection connection or a single-phase parallel connection is further provided.

According to the present invention, it is possible to support various charging and feeding methods while reducing space, weight, and cost.

It is a circuit diagram which shows the charge / discharge device 1 of one Embodiment of this invention. It is the circuit diagram which enlarged the part A of FIG. It is a circuit diagram (three-phase Y connection connection state) which enlarged the B part of FIG. It is a circuit diagram (three-phase Δ connection connection state) which shows another example of the part B of FIG. It is a circuit diagram of a connection switch (a state in which it is switched to the three-phase connection connection side). It is a front view of the charge inlet 31 and the discharge inlet 32. It is explanatory drawing (both lid members closed state) of the charge inlet 31 and the discharge inlet 32. It is explanatory drawing (charging side lid member open state, discharge side lid member closed state) of a charge inlet 31 and a discharge inlet 32. It is a control block diagram which shows the control function composition of the charge state by an external three-phase AC power source. It is a control block diagram which shows the control function composition of the charge state by an external single-phase AC power source. It is a control block diagram which shows the control function composition of a single-phase AC discharge state and a three-phase AC discharge state. It is a circuit diagram which shows the state which switched the circuit of FIG. 3 to a single-phase parallel connection state. It is a circuit diagram which shows the state which switched the circuit of FIG. 4 to a single-phase parallel connection state. It is a circuit diagram which shows the state which switched the connection switch of FIG. 5 to a single-phase parallel connection side. It is a circuit diagram which shows the cooling system of a charge / discharge device. It is explanatory drawing which shows the relationship between the output and efficiency of an isolation transformer. It is a control block diagram which shows the cooling control. It is a circuit diagram of a switching mechanism and a bypass mechanism.

Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 to 17. The drawings shall be viewed in the direction of the symbols.

[Configuration of charge / discharge device]
As shown in FIGS. 1 to 3, the charging / discharging device 1 of the present embodiment has a known configuration of a three-phase brushless motor 2 for driving an electric vehicle and a driving inverter for controlling the power of the motor 2. 3. Controls the battery 4, the battery 4 that supplies power to the motor 2 via the inverter 3, the three-phase brushless generator 5, the inverter 6 for power generation that controls the generator 5, the inverters 3, 6 and the like. A vehicle control device 7 is provided.

Further, as a new configuration, the charging / discharging device 1 has an insulating transformer unit 8 connected in parallel with the motor 2 to the inverter 3, and a first power transmission path in which the inverter 3 and the motor 2 are electrically connected. The electromagnetic switching mechanism 11 that switches between the inverter 3 and the second power transmission path that electrically connects the inverter 3 and the insulated transformer portion 8, and the primary side of the insulated transformer portion 8 are connected in three-phase Y connection and in single-phase parallel. The first switches 12a to 12c for switching to any of the connections, the second switches 12d to 12f for switching the secondary side of the insulated transformer section 8 to either three-phase Y connection connection or single-phase parallel connection, and the insulated transformer section 8 A charge / discharge control device 13 for controlling the charge / discharge of the battery 4 via the above is provided.

The isolation transformer unit 8 constitutes a three-phase isolation transformer by three single-phase type isolation transformers. An intermediate tap 8a having a turns ratio of 1: 1 is provided at each phase output end on the secondary side of the isolation transformer unit 8.

As shown in FIG. 4, the second switches 12d to 12f may be configured to switch the secondary side of the isolation transformer unit 8 to either a three-phase Δ connection connection or a single-phase parallel connection.

As shown in FIG. 5, the first switches 12a to 12c and the second switches 12d to 12f constitute the connection switch 12 together with the determination switch 12g. The connection switch 12 is in a three-phase connection state in which the first switches 12a to 12c are in a three-phase Y connection connection, the second switches 12d to 12f are in a three-phase Y connection connection, and the determination switch 12g is in a three-phase connection state. It is configured to be able to output something. Further, when the first switches 12a to 12c are connected in single-phase parallel, it is possible to output that the second switches 12d to 12f are in a single-phase parallel connection and the determination switch 12g is in a single-phase parallel state. It is composed of.

In the case of another example shown in FIG. 4, the connection switch 12 is in a three-phase connection state in which the second switches 12e and 12f are in a three-phase Δ connection connection when the first switches 12a to 12d are in a three-phase Y connection connection. In addition, it is possible to output that the determination switch 12g is in a three-phase connection state. Further, when the first switches 12a to 12d are connected in single-phase parallel, it is possible to output that the second switches 12e and 12f are in a single-phase parallel connection and the determination switch 12g is in a single-phase parallel state. It is composed of.

The determination switch 12g of the connection switch 12 is connected to the charge / discharge control device 13. The charge / discharge control device 13 is configured to be able to communicate with the vehicle control device 7 by using a digital signal communication means. As a result, the vehicle control device 7 can appropriately control the inverter 3 according to the connection state of the isolation transformer unit 8. The digital signal communication means is, for example, a multiple communication line such as a CAN (Control Area Network) communication line, a serial communication line, a wireless communication network, or the like.

[Optional]
Returning to FIGS. 3 and 4, the isolation transformer unit 8 together with the connection switch 12 and the charge / discharge control device 13 constitutes a charge / discharge unit 17 that can be attached to and detached from the switching mechanism 11. As a result, the charge / discharge unit 17 can be made an option. The charge / discharge unit 17 or the electric vehicle preferably includes a lock mechanism (not shown) that mechanically locks the attachment / detachment of the attached charge / discharge unit 17.

When the charging / discharging unit 17 is an option, as shown in FIG. 17, the switching mechanism 11 is a unit that can be attached / detached to / from the charging / discharging device 1, and when the option is not installed, the bypass mechanism 14 having no switching function is provided. It should be exchangeable with. The switching mechanism 11 and the bypass mechanism 14 have conduction lines 15 and 16 for determining mounting, and by changing the resistors 15a and 16b provided on the conduction lines 15 and 16, the vehicle control device 7 can change the switching mechanism 11 and the bypass mechanism. It becomes possible to determine whether or not the 14 is attached.

The charge / discharge unit 17 preferably includes an optional configuration other than the switching mechanism 11. For example, the charge / discharge unit 17 includes a smoothing capacitor 18 arranged on the secondary side of the insulation transformer 8 and a secondary of the insulation transformer 8 in addition to the insulation transformer 8, the connection switch 12, and the charge / discharge control device 13. A cutoff breaker 19 arranged on the side and capable of cutting off power, a first voltage sensor 20 (see FIGS. 8 to 10) arranged on the primary side of the insulated transformer unit 8, and a secondary side of the insulated transformer unit 8. A second voltage sensor 21 arranged in, a current sensor 22 arranged on the primary side of the insulated transformer unit 8 (see FIGS. 8 to 10), a temperature sensor 23 for detecting the temperature of the insulated transformer unit 8, and a temperature sensor 23. Various charging / discharging methods are provided by providing the lighting 24 described later, the charging lid opening / closing sensor 26 described later, the discharge lid opening / closing sensor 28 described later, and the vehicle control device connecting portion 29 to which the vehicle control device 7 is connected. And various monitoring information can be provided to the vehicle control device 7. The vehicle control device connection unit 29 is a low-voltage connector unit for determining whether or not the charge / discharge unit is installed.

Further, the charging / discharging unit 17 has a switching mechanism connecting portion 30 connected to the switching mechanism 11 and a charging inlet 31 and a discharging inlet 32, which will be described later, as a connecting portion for transmitting / receiving a three-phase alternating current or a single-phase alternating current. Be prepared. The switching mechanism connecting portion 30 is a high voltage connector portion that is electrically connected to the switching mechanism 11.

[Charge / Discharge Inlet]
As shown in FIGS. 6, 7A, and 7B, the electric vehicle has a charging inlet 31 that can be connected to an external AC power source on the secondary side of the insulated transformer section 8 and a secondary side of the insulated transformer section 8. In addition, the discharge inlet 32 for supplying power to the outside, the charging lid member 37 that covers the charging inlet 31 so as to be openable, the discharge lid member 38 that covers the discharge inlet 32 so that it can be opened and closed, and the open / closed state of the charging lid member 37. The charging lid open / close sensor 26 for detecting the above, the discharge lid opening / closing sensor 28 for detecting the open / closed state of the discharge lid member 38, and the link mechanism 39 for connecting the charging lid member 37 and the discharge lid member 38 are provided. The discharge inlet 32 includes a three-phase 200V first discharge inlet 33, a single-phase 200V second discharge inlet 34, and a single-phase 100V third discharge inlet 35.

The link mechanism 39 is configured to prohibit both the charging lid member 37 and the discharging lid member 38 from being opened at the same time. Specifically, the link mechanism 39 has a first arm 40 that rotates according to the opening and closing of the charging lid member 37, a second arm 41 that rotates according to the opening and closing of the discharge lid member 38, and one end thereof. A wire 42 connected to one arm 40 and the other end connected to a second arm 41, a first guide 43 that guides the wire 42 in the vicinity of the first arm 40, and a wire 42 in the vicinity of the second arm 41. A second guide 44 to be guided, an engaging member 45 that engages with an intermediate portion of the wire 42, a movable shaft 47 having an engaging member 45 on one end side and a stopper portion 46 on the other end side, and a movable shaft. A fixing member 48 that slidably supports the 47 in the axial direction, and a tension coil spring 49 interposed between one end side of the movable shaft 47 and the fixing member 48 are provided.

As shown in FIG. 7A, the movable shaft 47 is urged in the direction of arrow A by the tension coil spring 49. This urging force acts in the direction of closing the charging lid member 37 and the discharging lid member 38 via the engaging member 45 and the wire 42, and keeps the charging lid member 37 and the discharging lid member 38 in the closed state.

As shown in FIG. 7B, when the charging lid member 37 is opened, the movable shaft 47 opposes the urging force of the tension coil spring 49 as the one end side of the wire 42 is pulled out by the first arm 40. Move in the B direction. When the charging lid member 37 is fully opened, the stopper portion 46 provided at the other end of the movable shaft 47 comes into contact with the fixing member 48, restricting further pulling out of the wire 42, and a separately provided fully open lock mechanism (FIG. FIG. The rotation of the charging lid member 37 is locked in the fully open position by (not shown). In this state, since the wire 42 is in a fixed state, it is possible to prohibit the opening operation of the discharge lid member 38 and prevent the discharge action during charging. Although illustration and detailed description will be omitted, when the discharge lid member 38 is opened, the opening operation of the charging lid member 37 can be prohibited and the charging action at the time of discharging can be prevented.

In the vicinity of the charging inlet 31 and the discharging inlet 32, an illumination 24 for illuminating the charging inlet 31 and the discharging inlet 32 is provided. Such lighting 24 facilitates charging and discharging operations at night.

Further, it is preferable to provide a charge / discharge indicator (not shown) in the vicinity of the charge inlet 31 and the discharge inlet 32 to show the charge state via the charge inlet 31 and the discharge state via the discharge inlet 32. According to such a charge / discharge display, the charging state or the discharging state can be notified to the surroundings.

[Operation of charge / discharge device]
Next, the control system of the charging / discharging device 1 will be described with reference to FIGS. 8 to 13.
As shown in FIGS. 8 to 10, the control system of the charge / discharge device 1 has a functional configuration realized by cooperation between hardware (vehicle control device 7, charge / discharge control device 13) and software (control program). , Storage unit 100, filters 101 to 104, differential arithmetic unit 105, multiplier 106, adder 107, modulator 108, controller 109 and the like.

When the charging cable is connected to the charging inlet 31 in the vehicle stopped state, a ± 12V, 1kHz square wave conforming to IEC6181-1 (Electric vehicle conditions charging system requirements) is input to the electric vehicle. When this signal is input, the vehicle control device 7 is automatically activated. The vehicle control device 7 determines the type of the charging cable from the connection state of the charging cable and the resistance value built in the charging cable. At this time, the type of the charging cable is uniquely determined by the resistance value of the charging cable, and the current of the charging cable is determined at the same time whether the external power supply is single-phase AC 100V, single-phase AC 200V, or three-phase AC 200V. The capacity is determined.

After determining the charging cable type, the vehicle control device 7 determines the state of the connection switch 12, and notifies the user when the switching state is different from the power supply type of the charging cable. This notification can be performed, for example, on a display screen such as a navigation system, a meter screen, a smartphone notification, or the like.

After determining the charging cable type and the normality of the connection switch 12, the vehicle control device 7 locks the charging cable after determining the open state of the charging lid member 37 and the closed state of the discharge lid member 38. After switching the switching mechanism 11 to the isolation transformer portion 8 side, charging of the battery 4 is started.

When charging from an external three-phase AC 200V power supply, as shown in FIGS. 3 to 5, the connection switch 12 has a three-phase Y connection on the primary side of the isolation transformer portion 8 and a three-phase Y connection on the secondary side. Alternatively, it can be switched to the side for three-phase Δ connection. The external three-phase AC 200V power supply is input to each phase of the inverter 3 via the isolation transformer unit 8 in which the secondary side is in the three-phase Y connection state or the three-phase Δ connection state and the primary side is in the three-phase Y connection state. .. The inverter 3 full-wave rectifies the input three-phase alternating current by a diode bridge and charges the battery 4.

The isolation transformer unit 8 preferably comprises three single-phase isolation transformers having a rated capacity of several kVA or more in consideration of a maximum discharge output of about 10 kW to form a three-phase isolation transformer. Generally, when an isolation transformer having the above capacity is manufactured, a series inductance component of about several mH is contained as a parasitic component. By connecting the inverter 3 and the isolation transformer section 8 in which the primary side is in the Y connection state in the form shown in FIG. 1, the series inductance built in the isolation transformer section 8 is located between the inverter 3 and the inverter 3 in each phase. The series inductance acts as a choke coil. As a result, a buck-boost converter power supply is formed. The weight of the winding material can be reduced by appropriately using Al and Cu. A magnetic leakage transformer can also be used. Further, the inductance of the motor winding may be used.

In a buck-boost converter power supply that uses a bridge circuit consisting of a general choke coil, switch element, and diode pair, the voltage is controlled so that the desired power is obtained while monitoring the voltage and current between the external power supply and the choke coil. It has been known. Since it is difficult to observe the voltage on the external power supply side of the series inductance built in the isolation transformer, a choke coil is separately installed in the power supply configuration that shares the isolation transformer and the drive inverter (for example, Patent No. 4337442). ) Or a means to control the effective value of the AC voltage input to the isolation transformer (for example, Japanese Patent Application No. 10-20500) has been proposed, but not only the number of parts increases, but also charging and discharging are the same. It cannot be realized with the circuit configuration of.

Therefore, as shown in FIG. 8, when inputting a three-phase AC power supply, the series inductance of the isolation transformer unit 8 is stored in the storage unit 100 in advance. Then, the current value of each phase of the current sensor 22 is directly input to the controller 109 via the filter 101, the value after passing through the filter 101 is differentiated by the differential calculator 105, and the differential value is multiplied by the series inductance. After that, the result of adding the values of the first voltage sensor 20 after passing through the filter 102 is input to the controller 109. At this time, since the harmonic components of the switching frequency are removed by the filters 101 and 102, the calculation accuracy of the controller 109 can be improved. By using the voltage estimation means for the series inductance in this way, the series inductance built in the isolation transformer unit 8 can be used as a part of the buck-boost converter power supply without installing a choke coil separately, and the number of magnetic elements can be reduced. Is possible. When a single-phase AC power supply is input, only one of the phases needs to be used, and the form is as shown in FIG. Further, by eliminating the choke coil, the configuration of this charging circuit can be used for discharging. In calculating the estimated value, either a discrete system or a continuous system may be adopted.

When charging the battery 4, as shown in FIG. 8, the charging power of the battery 4 can be controlled by providing the current sensor 51 and the voltage sensor 52 between the battery 4 and the inverter 3. That is, the DC voltage is controlled by the buck-boost converter power supply so as to obtain a desired charging power. The filter 103 removes noise of the current value flowing in and out of the battery 4 and also removes noise of the voltage value of the battery 4.

On the other hand, even when the three-phase alternating current is discharged to the outside, it can be realized in the same form as in FIG. As shown in FIG. 10, in a state where the battery 4 is connected to the positive side bus and the negative side bus of the inverter 3, the inductance component of the isolation transformer unit 8 is used, and the inverter 3 is PWM-controlled by the modulator 108. A DC power supply can be converted into a three-phase AC power supply. At this time, the inductance component on the secondary side of the isolation transformer portion 8 and the smoothing capacitor 18 serve as a filter for smoothing the AC waveform. The vehicle control device 7 constantly monitors the voltage by the second voltage sensor 21 provided on the secondary side of the isolation transformer unit 8, and appropriately sets the PWM control duty (on / off ratio) according to the load fluctuation. , AC power supply voltage can be stabilized. The filter 104 removes noise of the voltage value on the secondary side of the isolation transformer unit 8.

When charging the battery 4 using a single-phase AC power source as an external power source, the connection switch 12 connects the primary side and the secondary side of the isolation transformer unit 8 with a single-phase parallel connection as shown in FIGS. 11 to 13. It can be switched to the side to do. As a result, the copper loss in the winding of the isolation transformer can be reduced to 1/3 of the case where only one phase is used. The single-phase alternating current is input to the secondary side of the isolation transformer unit 8 connected in parallel, and the primary side output similarly connected in parallel is input to any one phase of the inverter 3. Which phase to use can be freely determined by the layout of the inverter 3. The inverter 3 full-wave rectifies the input single-phase alternating current by a diode bridge and charges the battery 4.

Even when the single-phase alternating current is discharged to the outside, it can be realized in the same form as in FIG. With the battery 4 connected to the positive and negative bus of the inverter 3, the inductance component of the isolation transformer 8 is used to PWM any one phase connected to the isolation transformer 8 of the inverter 3. A DC power supply can be converted into a single-phase AC power supply by switching with a transformer 108 for control or the like. Even in single-phase discharge, the inductance component on the secondary side of the isolation transformer section 8 and the smoothing capacitor 18 serve as a filter for smoothing the AC waveform. The vehicle control device 7 constantly monitors the voltage by the second voltage sensor 21 provided on the secondary side of the isolation transformer unit 8, and appropriately sets the PWM control duty (on / off ratio) according to the load fluctuation. , AC power supply voltage can be stabilized.

[Cooling circuit of isolation transformer]
Next, the cooling circuit of the isolation transformer unit 8 will be described with reference to FIGS. 14 to 16.
As shown in FIG. 14, the charge / discharge unit 17 is connected to a heat exchanger 61 that exchanges heat between the insulating transformer unit 8 and the cooling water, and a supply pipe 62 that supplies the cooling water to the heat exchanger 61. The supply pipe connection portion 63 is provided, and the discharge pipe connection portion 65 to which the discharge pipe 64 for discharging the cooling water from the charge / discharge unit 17 is connected. The upstream side of the supply pipe 62 is connected to the discharge side of the pump unit 67 (including the heater 68 for heating the cooling water) via the 4-way valve 66, and the downstream side of the discharge pipe 64 is connected via the branch portion 69. It is connected to the suction side of the pump unit 67, the battery cooling pipe 70, and the indoor air conditioner 71. The vehicle control device 7 can selectively supply the cooling water discharged from the pump unit 67 to the battery 4, the isolation transformer unit 8, and the indoor air conditioner 71 based on the switching control of the four-way valve 66. This makes it possible to cool the isolation transformer unit 8 by utilizing the battery cooling system that cools the battery 4.

Generally, the output of the high-voltage battery 4 must be limited when left at a low temperature, so that the battery 4 needs to be preheated to an appropriate temperature before the user runs. At this time, when heating with a dedicated heater, the time required for heating depends on the heater capacity. In order to shorten the time required for heating, it is necessary to increase the capacity (size), which restricts the arrangement of parts. In the present embodiment, by intentionally using the isolation transformer unit 8 as a heating heater, it is possible to reduce or reduce the dedicated heater capacity.

As shown in FIG. 15, the isolation transformer is allowed to be rated operation and instantaneous rated operation. The instantaneous rating depends on factors such as the heat capacity and the thermal resistance with the cooling circuit, but if the isolation transformer has a capacity of several kVA, it will operate under overload for several minutes to ten and several minutes, which is about twice the rating. Is allowed. By using this characteristic and intentionally reducing the efficiency, for example, when the input power is 10 kW and the efficiency is 70%, the generated heat of about 3 kW can be used for heating the cooling water. Further, the heated cooling water can be supplied not only to the battery 4 but also to the indoor air conditioner 71 by the four-way valve 66. Since the charging capacity can be intentionally increased during heating, it also has an effect as a quick charge. As a general use case, a series of cycles of running during the day to fully charge the battery 4 from night to early morning and running for commuting from early morning can be considered, but in winter, the battery 4 is heated. It is effective to control the charging power so that the battery temperature and the room temperature are appropriate while controlling the charging power before the completion timing, that is, before the start of driving in the early morning.

Specifically, as shown in FIG. 16, the vehicle control device 7 (controller 109) inputs the detection value of the temperature sensor 23 that detects the temperature of the isolation transformer unit 8 through the filter 110, and inputs the detection value in advance through the filter 110. Using the stored instantaneous permitted power (maximum value), steady-state power (maximum value), and target AC voltage (effective value) as input values, the output value expansion width that allows the time rating is calculated, and the inverter 3 is passed through the modulator 108. The four-way valve 66 and the pump unit 67 are controlled while controlling the above. This makes it possible to heat the battery 4 by utilizing the heat generated in the isolation transformer unit 8.

[Effect of Embodiment]
By applying the charging / discharging device 1 of the present embodiment, it is possible to omit the choke coil and the semiconductor element in the current path from the external power source to the battery 4 even in a single embodiment including the charging / discharging system. .. Furthermore, the number of semiconductor elements and reactors used is reduced to reduce conduction loss, and at the same time, the heat generated in the above system is used in the vehicle system to improve the system efficiency of the entire vehicle system. On the other hand, it is possible to provide an inexpensive in-vehicle system while reducing the weight and volume. In particular, the charging / discharging device 1 of the present embodiment is suitable for an in-vehicle device including a charging / discharging system having an output of about 10 kW, and can be easily provided in a single form.

In discharging, power is supplied from the battery 4 to various loads, for example, power is supplied to a single-phase 100V load, a single-phase three-wire 200V, and a three-phase 200V load, and bidirectional such as V2H and V2G conforming to international standards. It can be applied in a single form for charging and feeding applications. At the same time, in charging, AC charging conforming to international standards, for example, AC charging conforming to ISO6181-1 compliant Type1, Type2, and GBT standards can be adapted in a single form.

Further, according to the charging / discharging device 1 of the present embodiment, the effect of increasing the potential value of the plug-in electric vehicle as a high output power source can be expected, and it can be widely used as a versatile power source such as a hobby power source and a commercial power source. You can expect it. In addition to its value as an emergency power source, a grid service that gives users an incentive can be constructed by using a plug-in electric vehicle as a distributed power source to stabilize the system power supply. In particular, since the charging / discharging device 1 of the present embodiment includes the isolation transformer unit 8 on the input side of the external power supply, it is easy to connect to the grid. In such a wide variety of power supply needs, a power supply of about 10 kW, which has a relatively high output, is very expensive and its spread is limited at present, but it is already spreading by orders of magnitude in absolute numbers. By sharing a part of a plug-in electric vehicle as a part of the versatile power supply proposed by the present embodiment, it is possible to provide a charge / discharge system having high environmental performance, high reliability, and low cost.

Although various embodiments have been described above with reference to the drawings, it goes without saying that the present invention is not limited to such examples. It is clear that a person skilled in the art can come up with various modifications or modifications within the scope of the claims, which naturally belong to the technical scope of the present invention. Understood. Further, each component in the above-described embodiment may be arbitrarily combined as long as the gist of the invention is not deviated.

At least the following matters are described in this specification. The components and the like corresponding to the above-described embodiment are shown in parentheses, but the present invention is not limited to this.

(1) A three-phase brushless motor (motor 2) that drives an electric vehicle,
A three-phase type inverter (inverter 3) that controls the electric power of the motor, and
A charging / discharging device (charging / discharging device 1) including a battery (battery 4) that supplies electric power to the motor via the inverter.
An isolation transformer unit (insulation transformer unit 8) composed of three single-phase isolation transformers connected in parallel with the motor to the inverter,
An electromagnetic switching mechanism (switching mechanism) that switches between a first power transmission path that electrically connects the inverter and the motor and a second power transmission path that electrically connects the inverter and the isolation transformer unit. 11) and
A first switch (first switches 12a to 12c) that switches the primary side of the isolation transformer unit to either a three-phase Y connection connection or a single-phase parallel connection, and
A charging / discharging device further comprising a second switch (second switch 12d to 12f) for switching the secondary side of the isolation transformer unit to either a three-phase Y connection connection or a single-phase parallel connection.

According to (1), when the electric vehicle is stopped, the power control of the motor for driving the electric vehicle is performed by selecting the second power transmission path that electrically connects the inverter and the insulated transformer portion by the switching mechanism. The battery can be charged and discharged via the inverter used. As a result, the battery can be charged and discharged without adding an inverter, a capacitor, a terminal, a case, etc. for charging, and space, weight, and cost can be reduced.
In addition, by switching the first switch and the second switch according to the type of external power supply, it is possible to support various charging and power supply methods such as three-phase 200V AC power supply, single-phase 200V AC power supply, and single-phase 100V AC power supply. Can be done.
Further, when the battery is charged and discharged, the battery and the external power supply are electrically insulated by the isolation transformer section, so that the occurrence of a short circuit can be avoided. Further, since the isolation transformer portion is composed of three single-phase type isolation transformers, the remaining coils that are not used at the time of single-phase connection are arranged in parallel. As a result, the resistance loss can be reduced and the isolation transformer portion can be miniaturized.

(2) A three-phase brushless motor (motor 2) that drives an electric vehicle,
A three-phase type inverter (inverter 3) that controls the electric power of the motor, and
A charging / discharging device (charging / discharging device 1) including a battery (battery 4) that supplies electric power to the motor via the inverter.
An isolation transformer unit (insulation transformer unit 8) composed of three single-phase isolation transformers connected in parallel with the motor to the inverter,
An electromagnetic switching mechanism (switching mechanism) that switches between a first power transmission path that electrically connects the inverter and the motor and a second power transmission path that electrically connects the inverter and the isolation transformer. 11) and
A first switch (first switches 12a to 12d) that switches the primary side of the isolation transformer unit to either a three-phase Y connection connection or a single-phase parallel connection, and
A charging / discharging device further comprising a second switch (second switch 12e, 12f) for switching the secondary side of the isolation transformer unit to either a three-phase Δ connection connection or a single-phase parallel connection.

According to (2), when the electric vehicle is stopped, the power control of the motor for driving the electric vehicle is performed by selecting the second power transmission path that electrically connects the inverter and the insulated transformer portion by the switching mechanism. The battery can be charged and discharged via the inverter used. As a result, the battery can be charged and discharged without adding an inverter, a capacitor, a terminal, a case, etc. for charging, and space, weight, and cost can be reduced.
In addition, by switching the first switch and the second switch according to the type of external power supply, it is possible to support various charging and feeding methods such as a three-phase 200V AC power supply, a single-phase 200V AC power supply, and a single-phase 100V AC power supply. Can be done.
Further, when the battery is charged and discharged, the battery and the external power supply are electrically insulated by the isolation transformer section, so that the occurrence of a short circuit can be avoided. Further, since the isolation transformer portion is composed of three single-phase type isolation transformers, the remaining coils that are not used at the time of single-phase connection are arranged in parallel. As a result, the resistance loss can be reduced and the isolation transformer portion can be miniaturized.

(3) The charging / discharging device according to (1).
The first switch and the second switch form a connection switch (connection switch 12) together with a determination switch (determination switch 12g).
The connection switch is
When the first switch is in the three-phase Y connection connection, it is possible to output that the second switch is in the three-phase Y connection state and the determination switch is in the three-phase connection state. Configured
When the first switch is in the single-phase parallel connection, it is configured to be able to output that the second switch is in the single-phase parallel state in which the single-phase parallel connection is made and the determination switch is in the single-phase parallel state. Charge / discharge device.

According to (3), the first switch, the second switch, and the determination switch can be interlocked.

(4) The charging / discharging device according to (2).
The first switch and the second switch form a connection switch (connection switch 12) together with a determination switch (determination switch 12g).
The connection switch is
When the first switch is in the three-phase Y connection connection, it is possible to output that the second switch is in the three-phase connection state in which the three-phase Δ connection is made and the determination switch is in the three-phase connection state. Configured
When the first switch is in the single-phase parallel connection, it is configured to be able to output that the second switch is in the single-phase parallel state in which the single-phase parallel connection is made and the determination switch is in the single-phase parallel state. Charge / discharge device.

According to (4), the first switch, the second switch, and the determination switch can be interlocked.

(5) The charging / discharging device according to (3) or (4).
The connection switch is connected to a charge / discharge control device (charge / discharge control device 13) that controls charge / discharge, and is connected to the charge / discharge control device (charge / discharge control device 13).
The charge / discharge control device is a charge / discharge device configured to be able to communicate with the vehicle control device (vehicle control device 7) of the electric vehicle by using a digital signal communication means.

According to (5), the vehicle control device can appropriately control the inverter according to the transmitted three-phase connection state or single-phase parallel state.

(6) The charging / discharging device according to any one of (1) to (5).
A charging / discharging device in which an intermediate tap (intermediate tap 8a) having a turns ratio of 1: 1 is provided at each phase output end on the secondary side of the isolation transformer unit.

According to (6), it is possible to support a charging / feeding system such as a single-phase 200V AC voltage source or a single-phase 100V AC power supply.

(7) The charging / discharging device according to any one of (1) to (6).
A first voltage sensor (first voltage sensor 20) arranged on the primary side of the isolation transformer unit and
A second voltage sensor (second voltage sensor 21) arranged on the secondary side of the isolation transformer unit is further provided.
The first voltage sensor and the second voltage sensor are connected to a signal processing device (charge / discharge control device 13) that processes the output signals of the first voltage sensor and the second voltage sensor.
The signal processing device is a charging / discharging device that transmits a signal-processed voltage sensor value to a vehicle control device (vehicle control device 7) of the electric vehicle using a digital signal communication means.

According to (7), the voltage is constantly monitored by the second voltage sensor, and the Duty (on / off ratio) when PWM-controlling the inverter is appropriately set according to the load fluctuation to stabilize the AC power supply voltage. be able to.

(8) The charging / discharging device according to any one of (1) to (6).
A temperature sensor (temperature sensor 23) for detecting the temperature of the isolation transformer unit is further provided.
The temperature sensor is connected to a signal processing device (charge / discharge control device 13) that processes the output signal of the temperature sensor.
The signal processing device is a charging / discharging device that transmits a signal-processed temperature sensor value to a vehicle control device (vehicle control device 7) of the electric vehicle using a digital signal communication means.

According to (8), the temperature of the isolation transformer unit can be monitored by the vehicle control device.

(9) The charging / discharging device according to any one of (1) to (8).
A charge / discharge device further provided with a circuit breaker (circuit breaker 19) connected to the secondary side of the isolation transformer unit and capable of interrupting electric power.

According to (9), the occurrence of failure due to overcurrent can be suppressed.

(10) The charging / discharging device according to any one of (1) to (9).
A charging / discharging device further including an inlet (charging inlet 31) connected to the secondary side of the isolation transformer unit and connectable to an external AC power source.

According to (10), the battery can be charged by an external power source.

(11) The charging / discharging device according to any one of (1) to (10).
A charging / discharging device that is connected to the secondary side of the isolation transformer unit and further includes an inlet (discharge inlet 32) for supplying power to the outside.

According to (11), electric power can be supplied from the battery to the external power source, and V2L / V2H / V2G becomes possible.

(12) The charging / discharging device according to (10) or (11).
A charging / discharging device further comprising an illumination provided in the vicinity of the inlet.

According to (12), night work can be facilitated.

(13) The charging / discharging device according to any one of (10) to (12).
A lid member (charge lid member 37, discharge lid member 38) that covers the inlet,
A charging / discharging device further comprising a lid state detection sensor (charging lid opening / closing sensor 26, discharge lid opening / closing sensor 28) for detecting the open / closed state of the lid member.

According to (13), the open / closed state of the lid can be detected.

(14) The charging / discharging device according to any one of (10) to (13).
A charging / discharging device further comprising a charging / discharging display indicating a charging state or a discharging state via the inlet.

According to (14), the charging state or the discharging state can be notified to the surroundings.

(15) The charging / discharging device according to any one of (1) to (9).
A charging inlet (charging inlet 31) that is connected to the secondary side of the isolation transformer and can be connected to an external AC power supply.
A discharge inlet (discharge inlet 32) connected to the secondary side of the isolation transformer section for supplying power to the outside, and
A first lid member (charging lid member 37) that covers the charging inlet,
A second lid member (discharge lid member 38) that covers the discharge inlet,
A link mechanism (link mechanism 39) for supporting the first lid member and the second lid member is provided.
The link mechanism is a charging / discharging device that prohibits both the first lid member and the second lid member from being opened.

According to (15), it is possible to avoid charging and discharging from the battery at the same time.

(16) The charging / discharging device according to any one of (1) to (15).
A cooling mechanism (heat exchanger 61) for cooling the isolation transformer unit is further provided.
The cooling mechanism is a charging / discharging device equipped in the electric vehicle and connected to a battery cooling system for cooling the battery via a valve member (four-way valve 66).

According to (16), the isolation transformer can be cooled by the battery cooling system, and the battery can be heated by utilizing the exhaust heat of the isolation transformer portion at an extremely low temperature.

(17) The charging / discharging device according to any one of (1) to (16).
A charging / discharging device in which the isolation transformer unit, the first switch, and the second switch constitute a charging / discharging unit (charging / discharging unit 17) that can be attached to and detached from the switching mechanism.

According to (17), the user can select the charge / discharge unit as an option.

(18) The charging / discharging device according to (17).
The charge / discharge unit is
A high-voltage connector unit (switching mechanism connection unit 30) that is electrically connected to the switching mechanism
A charging / discharging device including a low-voltage connector portion (vehicle control device connecting portion 29) for determining whether or not the charging / discharging unit is mounted.

According to (18), even when the charge / discharge unit is an option, it is possible to determine whether the charge / discharge unit is attached or not.

(19) The charging / discharging device according to (17) or (18).
The charge / discharge unit is
Cooling connector parts (supply pipe connection part 63, discharge pipe connection part 65) that are installed in the electric vehicle and connected to the battery cooling system that cools the battery.
A charging / discharging device including a locking mechanism for holding a mechanical coupling of the charging / discharging unit.

According to (19), the isolation transformer portion can be appropriately cooled even when the charge / discharge unit is an option.

(20) The charging / discharging device according to any one of (1) to (19).
The control system that controls the charging / discharging device is
An inverter control unit (controller 109) that controls the inverter,
A storage unit (storage unit 100) that stores the value of the series inductance of the isolation transformer unit in advance,
A first filter (filter 101) that removes noise of the current value of each phase on the primary side of the isolation transformer unit, and
A second filter (filter 102) that removes noise of the voltage value of each phase on the primary side of the isolation transformer unit, and
A first path that directly transfers the value after passing through the first filter to the inverter control unit, and
A second path for transferring the value to the inverter control unit via a differential calculator (differential calculator 105) is provided.
The second route is
With the differential calculator
A multiplier (multiplier 106) that multiplies the calculated value in the differential arithmetic unit and the value of the series inductance stored in the storage unit, and
A charging / discharging device including an adder (adder 107) that adds a calculation result in the multiplier and a voltage value of each of the phases after passing through the second filter.

According to (20), the series inductance built in the isolation transformer can be used as a part of the buck-boost converter power supply without installing a choke coil separately.

(21) The charging / discharging device according to (20).
The control system
A third filter (filter 103) that removes noise of the current value flowing in and out of the battery and also removes noise of the voltage value of the battery.
A charging / discharging device including a third path for directly transferring a current value and a voltage value after passing through the third filter to the inverter control unit.

According to (21), the inverter can be controlled while monitoring the current value flowing into the battery and the voltage value of the battery.

(22) The charging / discharging device according to (21).
The control system
A charging / discharging device further comprising a modulator (modulator 108) that modulates an output value from the inverter control unit to generate a drive signal for a switching element of the inverter.

According to (22), the inverter can be controlled more appropriately.

(23) The charging / discharging device according to (16).
A temperature sensor (temperature sensor 23) that detects the temperature of the isolation transformer unit and
A cooling mechanism (heat exchanger 61) for cooling the isolation transformer unit is further provided.
The cooling mechanism is connected to a battery cooling system installed in the electric vehicle to cool the battery.
The temperature sensor is connected to a signal processing device (charge / discharge control device 13) that processes the output signal of the temperature sensor.
The signal processing device transmits the signal-processed temperature sensor value to the vehicle control device (vehicle control device 7) of the electric vehicle by using a digital signal communication means.
The vehicle control device is
It has an arithmetic unit (control 109) that calculates the output value expansion width that allows the time rating by using the instantaneous permitted power stored in advance as the input value.
A charging / discharging device that heats the battery by utilizing the heat generated in the isolation transformer section.

According to (23), the isolation transformer can be cooled by the battery cooling system, and the battery can be heated by utilizing the exhaust heat of the isolation transformer portion at an extremely low temperature.

1 Charging / discharging device 2 Motor 3 Inverter 4 Battery 7 Vehicle control device 8 Insulated transformer part 8a Intermediate tap 11 Switching mechanism 12 Connection switch 12a to 12c (12a to 12d) First switch 12d to 12f (12e, 12f) Second switch 12g Judgment switch 13 Charge / discharge control device (signal processing device)
17 Charging / discharging unit 19 Breaking breaker 20 1st voltage sensor 21 2nd voltage sensor 23 Temperature sensor 25 Charging lid open / close sensor (lid state detection sensor)
27 Discharge lid open / close sensor (lid state detection sensor)
29 Vehicle control device connection (low voltage connector)
30 Switching mechanism connection (high voltage connector)
31 Charging inlet (inlet)
32 Discharge inlet (inlet)
37 Charging lid member (lid member)
38 Discharge lid member (lid member)
39 Link mechanism 61 Heat exchanger (cooling mechanism)
63 Supply pipe connection (cooling connector)
65 Discharge pipe connection (cooling connector)
66 4-way valve (valve member)
100 Storage unit 101 filter (first filter)
102 filter (second filter)
103 filter (third filter)
105 Differential calculator 106 Multiplier 107 Adder 108 Modulator 109 Controller (inverter control unit, calculator)

Claims (23)

A three-phase brushless motor that drives an electric vehicle,
A three-phase inverter that controls the power of the motor,
A charging / discharging device including a battery that supplies electric power to the motor via the inverter.
An isolation transformer unit composed of three single-phase isolation transformers connected in parallel with the motor to the inverter,
An electromagnetic switching mechanism that switches between a first power transmission path that electrically connects the inverter and the motor and a second power transmission path that electrically connects the inverter and the isolation transformer unit.
A first switch that switches the primary side of the isolation transformer unit to either three-phase Y connection connection or single-phase parallel connection, and
A charging / discharging device further comprising a second switch for switching the secondary side of the isolation transformer unit to either a three-phase Y connection connection or a single-phase parallel connection. A three-phase brushless motor that drives an electric vehicle,
A three-phase inverter that controls the power of the motor,
A charging / discharging device including a battery that supplies electric power to the motor via the inverter.
An isolation transformer unit composed of three single-phase isolation transformers connected in parallel with the motor to the inverter,
An electromagnetic switching mechanism that switches between a first power transmission path that electrically connects the inverter and the motor and a second power transmission path that electrically connects the inverter and the isolation transformer unit.
A first switch that switches the primary side of the isolation transformer unit to either three-phase Y connection connection or single-phase parallel connection, and
A charging / discharging device further comprising a second switch for switching the secondary side of the isolation transformer unit to either a three-phase Δ connection connection or a single-phase parallel connection. The charging / discharging device according to claim 1.
The first switch and the second switch form a connection switch together with the determination switch.
The connection switch is
When the first switch is in the three-phase Y connection connection, it is possible to output that the second switch is in the three-phase Y connection state and the determination switch is in the three-phase connection state. Configured
When the first switch is in the single-phase parallel connection, it is configured to be able to output that the second switch is in the single-phase parallel state in which the single-phase parallel connection is made and the determination switch is in the single-phase parallel state. Charge / discharge device. The charging / discharging device according to claim 2.
The first switch and the second switch form a connection switch together with the determination switch.
The connection switch is
When the first switch is in the three-phase Y connection connection, it is possible to output that the second switch is in the three-phase connection state in which the three-phase Δ connection is made and the determination switch is in the three-phase connection state. Configured
When the first switch is in the single-phase parallel connection, it is configured to be able to output that the second switch is in the single-phase parallel state in which the single-phase parallel connection is made and the determination switch is in the single-phase parallel state. Charge / discharge device. The charging / discharging device according to claim 3 or 4.
The connection switch is connected to a charge / discharge control device that controls charge / discharge, and is connected to the charge / discharge control device.
The charge / discharge control device is a charge / discharge device configured to be able to communicate with the vehicle control device of the electric vehicle by using a digital signal communication means. The charging / discharging device according to any one of claims 1 to 5.
A charging / discharging device in which an intermediate tap having a turns ratio of 1: 1 is provided at each phase output end on the secondary side of the isolation transformer section. The charging / discharging device according to any one of claims 1 to 6.
The first voltage sensor arranged on the primary side of the isolation transformer unit and
A second voltage sensor arranged on the secondary side of the isolation transformer section is further provided.
The first voltage sensor and the second voltage sensor are connected to a signal processing device that processes the output signals of the first voltage sensor and the second voltage sensor.
The signal processing device is a charging / discharging device that transmits a signal-processed voltage sensor value to a vehicle control device of the electric vehicle by using a digital signal communication means. The charging / discharging device according to any one of claims 1 to 6.
Further equipped with a temperature sensor for detecting the temperature of the isolation transformer portion,
The temperature sensor is connected to a signal processing device that processes the output signal of the temperature sensor.
The signal processing device is a charging / discharging device that transmits a signal-processed temperature sensor value to a vehicle control device of the electric vehicle using a digital signal communication means. The charging / discharging device according to any one of claims 1 to 8.
A charging / discharging device further including a circuit breaker connected to the secondary side of the isolation transformer unit and capable of interrupting electric power. The charging / discharging device according to any one of claims 1 to 9.
A charging / discharging device further including an inlet connected to the secondary side of the isolation transformer unit and connectable to an external AC power source. The charging / discharging device according to any one of claims 1 to 10.
A charging / discharging device connected to the secondary side of the isolation transformer section and further provided with an inlet for supplying power to the outside. The charging / discharging device according to claim 10 or 11.
A charging / discharging device further comprising an illumination provided in the vicinity of the inlet. The charging / discharging device according to any one of claims 10 to 12.
The lid member that covers the inlet and
A charging / discharging device further comprising a lid state detection sensor that detects an open / closed state of the lid member. The charging / discharging device according to any one of claims 10 to 13.
A charging / discharging device further comprising a charging / discharging display indicating a charging state or a discharging state via the inlet. The charging / discharging device according to any one of claims 1 to 9.
A charging inlet that is connected to the secondary side of the isolation transformer and can be connected to an external AC power supply.
A discharge inlet connected to the secondary side of the isolation transformer section for supplying power to the outside,
The first lid member that covers the charging inlet and
A second lid member that covers the discharge inlet and
A link mechanism for supporting the first lid member and the second lid member is provided.
The link mechanism is a charging / discharging device that prohibits both the first lid member and the second lid member from being opened. The charging / discharging device according to any one of claims 1 to 15.
Further provided with a cooling mechanism for cooling the isolation transformer portion,
The cooling mechanism is a charging / discharging device equipped in the electric vehicle and connected to a battery cooling system for cooling the battery via a valve member. The charging / discharging device according to any one of claims 1 to 16.
A charging / discharging device in which the isolation transformer unit, the first switch, and the second switch constitute a charging / discharging unit that can be attached to and detached from the switching mechanism. The charging / discharging device according to claim 17.
The charge / discharge unit is
A high-voltage connector that is electrically connected to the switching mechanism
A charging / discharging device including a low-voltage connector portion for determining whether or not the charging / discharging unit is mounted. The charging / discharging device according to claim 17 or 18.
The charge / discharge unit is
A cooling connector that is installed in the electric vehicle and connected to a battery cooling system that cools the battery.
A charging / discharging device including a locking mechanism for holding a mechanical coupling of the charging / discharging unit. The charging / discharging device according to any one of claims 1 to 19.
The control system that controls the charging / discharging device is
An inverter control unit that controls the inverter and
A storage unit that stores the value of the series inductance of the isolation transformer unit in advance,
A first filter that removes noise from the current value of each phase on the primary side of the isolation transformer unit, and
A second filter that removes noise from the voltage value of each phase on the primary side of the isolation transformer section, and
A first path that directly transfers the value after passing through the first filter to the inverter control unit, and
A second path for transferring the value to the inverter control unit via a differential calculator is provided.
The second route is
With the differential calculator
A multiplier that multiplies the calculated value in the differential arithmetic unit and the value of the series inductance stored in the storage unit.
A charging / discharging device including an adder that adds a calculation result in the multiplier and a voltage value of each of the phases after passing through the second filter. The charging / discharging device according to claim 20.
The control system
A third filter that removes noise of the current value flowing in and out of the battery and also removes noise of the voltage value of the battery.
A charging / discharging device including a third path for directly transferring a current value and a voltage value after passing through the third filter to the inverter control unit. The charging / discharging device according to claim 21.
The control system
A charging / discharging device further comprising a modulator that modulates an output value from the inverter control unit to generate a drive signal for a switching element of the inverter. The charging / discharging device according to claim 16.
A temperature sensor that detects the temperature of the isolation transformer, and
Further provided with a cooling mechanism for cooling the isolation transformer portion,
The cooling mechanism is connected to a battery cooling system installed in the electric vehicle to cool the battery.
The temperature sensor is connected to a signal processing device that processes the output signal of the temperature sensor.
The signal processing device transmits the signal-processed temperature sensor value to the vehicle control device of the electric vehicle by using a digital signal communication means.
The vehicle control device is
It has a calculator that calculates the output value expansion width that allows the time rating by using the instantaneous permitted power stored in advance as the input value.
A charging / discharging device that heats the battery by utilizing the heat generated in the isolation transformer section.

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