JP2011211889A - バッテリ充電回路 - Google Patents
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- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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- H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J2207/20—Charging or discharging characterised by the power electronics converter
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- H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
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Abstract
【解決手段】車両用充電回路は、スコットトランス13の一方の単相出力13Aにバッテリ17及び走行用インバータ15が整流回路14を介して接続され、他方の単相出力13Bにバッテリ17及び荷役用インバータ25が整流回路24を介して接続されている。走行用インバータ15及び荷役用インバータ25の一組のスイッチング素子Q1,Q2、Q11,Q12の各接続点は配線20により端子18b,19bにそれぞれ接続されている。制御装置21は充電時には各一組のスイッチング素子Q3,Q4、Q13,Q14をオン・オフ制御し、他のそれぞれ2組のスイッチング素子はオフ状態に保持する。
【選択図】図1
Description
以下、本発明をバッテリフォークリフトに具体化した第1の実施形態を図1〜図6にしたがって説明する。バッテリフォークリフトは、モータ駆動系として、バッテリを電源とするとともにインバータにより制御される走行用モータ及び荷役用モータを備えている。バッテリ充電回路は、構成部品として走行用モータ及び荷役用モータのコイルやインバータのスイッチング素子を利用している。
バッテリフォークリフトは、バッテリ17の充電時以外には3相交流電源11から切り離された状態に保持される。そして、制御装置21の指令により走行用インバータ15の各スイッチング素子Q1〜Q6がオン、オフ制御されることにより、バッテリ17の直流電力が交流電力に変換されて走行用モータ16に供給され、走行用モータ16が駆動される。また、制御装置21の指令により荷役用インバータ25の各スイッチング素子Q11〜Q16がオン、オフ制御されることにより、バッテリ17の直流電力が交流電力に変換されて荷役用モータ26に供給され、荷役用モータ26が駆動される。
(1)バッテリ充電回路は、バッテリ17を電源として3相インバータ(走行用インバータ15)により駆動制御される3相モータ(走行用モータ16)を備えたモータ駆動系に設けられている。バッテリ充電回路は、単相出力トランス(スコットトランス13)と、単相出力トランスの二次側出力の一方の端子18aに接続されるとともに、3相インバータ及びバッテリ17に対して並列に接続されている整流回路14を備えている。3相インバータのうちの1相を構成する一組のスイッチング素子Q1,Q2の接続点は、単相出力トランスの二次側出力の他方の端子18bに配線20を介して接続されている。制御装置21は、充電時には一組のスイッチング素子Q1,Q2はオフ状態に保持し、他の2組のスイッチング素子Q3,Q4,Q5,Q6のうちの少なくとも一組のスイッチング素子(この実施形態では第3のスイッチング素子Q3及び第4のスイッチング素子Q4)をオン・オフ制御する。したがって、車両に搭載されているモータのコイル間の結線状態や、インバータとモータのコイルとの結線状態を変更せずに、少ない追加部品点数でモータのコイルやインバータを利用して充電を行うことができる。また、単相出力トランスとインバータとを接続する配線に非充電時にトランスとインバータとを切り離すスイッチが不要になり、スイッチの故障によりモータの駆動に支障を来したり、充電に支障を来したりすることがない。また、モータを切り離すスイッチや、充電器を切り離すスイッチが不要で、機械的劣化がない充電回路(充電器)を実現することが可能になる。
次に第2の実施形態を図7〜図9にしたがって説明する。この実施形態では、充電に使用される回路を利用してバッテリの電力をスコットトランスの一次側に供給(回生)できる点が第1の実施形態と異なっている。第1の実施形態と同一部分は同一符号を付して詳しい説明を省略する。
バッテリ17の電力をスコットトランス13の一次側に供給する時(回生時)以外は各トランジスタTr1〜Tr4はオフ状態に保持される。その状態で走行用モータ16及び荷役用モータ26の駆動あるいはバッテリ17の充電が第1の実施形態と同様に行われる。
(6)バッテリ17の電力を200Vラインに回生するには、6個の専用素子(トランジスタ)が必要となる。しかし、整流回路14,24を構成するダイオードD1,D2,D3,D4にそれぞれ回生用スイッチング素子(トランジスタTr1,Tr2,Tr3,Tr4)が並列に接続されている。そして、制御装置21は、回生用スイッチング素子と、バッテリ車にすでに搭載されている三相モータ(走行用モータ16及び荷役用モータ26)と、三相モータを制御する走行用インバータ15及び荷役用インバータ25を利用して、バッテリ17の電力を200Vライン(商用ライン)に回生することができる。したがって、商用電源の停電時あるいは商用電源がない場所において、200Vの商用電源で駆動する電気機器を使用することができる。
○ 充電時に走行用インバータ15の一組のスイッチング素子Q3,Q4及び荷役用インバータ25の一組のスイッチング素子Q13,Q14をオン・オフ制御するのではなく、それぞれ、スイッチング素子Q3,Q4、Q13,Q14と、スイッチング素子Q5,Q6、Q15,Q16とを交互にオン・オフ制御してもよい。この場合、電流がスイッチング素子Q3,Q4、Q13,Q14を流れて充電される状態と、電流がスイッチング素子Q5,Q6、Q15,Q16を流れて充電される状態とが交互に繰り返されるため、スイッチング素子の発熱を分散化でき、インバータのオーバーヒートを低減できるので、インバータに流せる充電電流を増加することができる。
○ 走行用インバータ15及び荷役用インバータ25で使用されるスイッチング素子としてIGBTに代えて、パワーバイポーラトランジスタやMOSFETを使用してもよい。MOSEFTを使用した場合は、MOSFETが寄生ダイオードを有するため、スイッチング素子として寄生ダイオードを有しないIGBTやバイポーラトランジスタを使用した場合と異なり、ダイオードDを接続する手間が不要になり、構成も簡単になる。
○ 整流回路14,24を構成するダイオードはそれぞれ2個に限らず3個以上のダイオードが直列に接続されていてもよく、各トランジスタTr1〜Tr4は直列に接続されたダイオードを二つに分けた部分にそれぞれ並列に接続されていればよい。
以下の技術的思想(発明)は前記実施形態から把握できる。
(2)請求項1〜請求項4及び前記技術的思想(1)のいずれか1項に記載の発明において、前記3相インバータを構成する各スイッチング素子として、ダイオードが逆並列に接続された絶縁ゲートバイポーラ型トランジスタが使用されている。
Claims (4)
- バッテリを電源として3相インバータにより駆動制御される3相モータを備えたモータ駆動系のバッテリ充電回路であって、
単相出力トランスと、
前記単相出力トランスの二次側出力の一方の端子に接続されるとともに、前記3相インバータ及び前記バッテリに対して並列に接続されている整流回路と、
前記3相インバータのうちの1相を構成する一組のスイッチング素子の接続点を前記二次側出力の他方の端子に接続する配線と、
充電時には前記一組のスイッチング素子はオフ状態に保持し、他の2組のスイッチング素子のうちの少なくとも一組のスイッチング素子をオン・オフ制御する制御装置と
を備えていることを特徴とするバッテリ充電回路。 - 前記制御装置は、充電時に前記二次側出力の電流波形を電圧波形に合わせるように前記スイッチング素子をオン・オフ制御する請求項1に記載のバッテリ充電回路。
- 前記モータ駆動系は走行用モータと荷役用モータとを備えたフォークリフトのモータ駆動系であり、前記単相出力トランスはスコットトランスであり、その一方の単相出力側に走行用インバータが接続され、他方の単相出力側に荷役用インバータが接続されている請求項1又は請求項2に記載のバッテリ充電回路。
- 前記整流回路は、カソード側が前記整流回路のプラス側に接続されるように複数のダイオードが直列に接続された直列回路と、前記直列回路を二つに分けた各部に並列に接続された回生用スイッチング素子とを備えており、前記回生用スイッチング素子及び前記3相インバータのうちの1相を構成する一組のスイッチング素子をオン・オフ制御して前記バッテリの電力を前記単相出力トランスの一次側に供給する制御装置を備えている請求項1〜請求項3のいずれか1項に記載のバッテリ充電回路。
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