Vehicle-mounted charging device

Abstract

The present invention relates to an on-board charging device configured to charge an on-board DC power supply by means of power from an external AC power supply while suppressing system cost. A vehicle-mounted charging device (10) is provided with an AC / DC converter (1) that converts power between an AC power and a first DC power and that converts power between an AC power and a second DC power. The AC / DC converter (1) is provided with: a transformer (T) that is provided with a primary coil (T1), a secondary first coil (T21), and a secondary second coil (T22); a primary-side bridge circuit (111) connected to the primary-side coil (T1); a secondary-side first bridge circuit (112) connected to the secondary-side first coil (T21); and a secondary-side second bridge circuit (113) connected to the secondary-side second coil (T22). The primary-side bridge circuit (111) is configured from a bidirectional switching element.

Description

Technical Field

[0001] The invention relates to a vehicle-mounted charging device. Background Art

[0002] Japanese Patent Publication No. 2022-503713 discloses a vehicle-mounted charging device (onboard charger) that charges a DC power supply mounted on a vehicle having a rotating electric machine as a driving force source for wheels of an electric vehicle, a hybrid vehicle, etc. while mounted on the vehicle. Figure 1 1 shows a schematic block diagram of an on-vehicle charging device that receives power from an external AC power source 110 and charges an on-vehicle DC power source 140. The on-vehicle charging device includes an AC-DC converter 120 that converts AC power supplied from the external AC power source into DC power, and a DC-DC converter 130 that reduces pulsation components contained in the converted DC power and transforms the converted DC power before supplying it to the DC power source.

[0003] Figure 8 One form of such an on-vehicle charging device is illustrated. The AC-DC converter 1 can include an input inductor Li and a full-bridge circuit 111. In addition, the DC-DC converter 2 can be configured as a dual active bridge (DAB: Dual Active Bridge) circuit including a transformer T, a full-bridge circuit 211 configured on the primary side of the transformer T, and a full-bridge circuit 212 configured on the secondary side of the transformer T. The AC-DC converter 1 having the full-bridge circuit 111 also functions as a power factor improvement (PFC: Power Factor Correction) circuit that improves the power factor of the DC power converted from the AC power. In addition, the full-bridge circuit 111 is also switch-controlled in order to suppress the pulsation of the double harmonic of the frequency of the AC power. The DC-DC converter 2 further reduces the pulsating component of the DC power through the dual active bridge circuit and provides a charging current to the DC power supply 3.

[0004] In addition, in electric vehicles that have become rapidly popular in recent years, in addition to the rotating electric machine (travel motor) that serves as the driving force source for the wheels, motors that require relatively high output (workload) are sometimes installed. For example, there are motors that drive devices (compressors, etc.) that constitute air conditioning for cooling and heating the interior of the vehicle; motors that drive pumps that circulate fluids (such as oil) used for lubrication and cooling of the wheel drive devices (travel motors, gear mechanisms, etc.). Furthermore, in order to supply power to the above-mentioned motors, in addition to the DC power supply (first DC power supply) connected to the travel motor, a second DC power supply is sometimes also provided. For example Fig. 9 For example, it is preferable that not only the first DC power source 3 but also the second DC power source 30 can be charged from the external AC power source 4 .

[0005] Patent Document 1: Japanese Patent Application No. 2022-503713

[0006] exist Figure 8 In the illustrated embodiment, the vehicle-mounted charging device needs to have three full-bridge circuits, and the vehicle-mounted charging device as a whole needs a large number of switching elements. Fig. 9 In the case of charging multiple DC power supplies, the number of switching elements is further increased as shown in the example. In addition, in recent years, the performance of rechargeable batteries has also been significantly improved, and it is possible that a pulsating charging current with a larger amplitude than before can be allowed during charging. Therefore, there is also a possibility that the need to suppress the pulsation generated when converting power from AC to DC is lower than at present. Summary of the invention

[0007] In view of the above background, it is desired to configure an on-vehicle charging device that charges an on-vehicle DC power supply with electric power from an external AC power supply while suppressing system cost.

[0008] In view of the above situation, the vehicle-mounted charging device charges a first DC power supply and a second DC power supply electrically isolated from the above-mentioned first DC power supply by power supplied from an external AC power supply. It has an AC-DC converter, which converts power between the AC power on the above-mentioned external AC power supply side and the first DC power on the above-mentioned first DC power supply side, and converts power between the AC power on the above-mentioned external AC power supply side and the second DC power on the above-mentioned second DC power supply side. The above-mentioned AC-DC converter is a triple active bridge circuit including: a transformer having a primary side coil, a secondary side first coil and a secondary side second coil; a primary side bridge circuit connected to the above-mentioned primary side coil; a secondary side first bridge circuit connected to the above-mentioned secondary side first coil; and a secondary side second bridge circuit connected to the above-mentioned secondary side second coil, wherein the above-mentioned primary side bridge circuit is composed of a bidirectional switching element.

[0009] According to this structure, an AC-DC converter is formed by a transformer, so that the insulation between the external AC power supply and the first DC power supply, between the external DC power supply and the second DC power supply, and between the first DC power supply and the second DC power supply can be ensured. In this way, under the state of ensuring insulation, the first DC power supply and the second DC power supply can be charged by the first DC power and the second DC power converted by the AC-DC converter respectively without having to separately have a converter for converting power between DC and DC, so the vehicle-mounted charging device can be formed on a small scale. In addition, since the primary-side bridge circuit is composed of a bidirectional switching element, the primary-side bridge circuit can be switched by current control using an inductor instead of using voltage control using a capacitor. There is a tendency that the volume of a large-capacity capacitor also becomes larger, so it is easy to suppress the enlargement of the vehicle-mounted charging device. In addition, the bidirectional switching element is easy to realize soft switching accompanied by zero current switching (Zero Current Switching) in which the current flowing in the switching element is set to zero when switching. Therefore, it is easy to reduce the loss of the vehicle-mounted charging device and to reduce the system cost. As described above, according to this configuration, it is possible to configure an on-vehicle charging device that charges an on-vehicle DC power supply with electric power from an external AC power supply while suppressing system cost.

[0010] Further features and advantages of the on-vehicle charging device will become apparent from the following description of exemplary and non-limiting embodiments explained with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 1 is a circuit block diagram showing a first example of the vehicle-mounted charging device.

[0012] Figure 2 1 is a circuit block diagram showing a second example of the vehicle-mounted charging device.

[0013] Figure 3 1 is a circuit block diagram showing a third example of the vehicle-mounted charging device.

[0014] Figure 4 1 is a circuit block diagram showing a fourth example of the on-vehicle charging device (an example of the on-vehicle charging device using the drive control system of the rotating electric machine in the third example).

[0015] Figure 5 1 is a circuit block diagram showing a fifth example of the vehicle-mounted charging device.

[0016] Figure 6 1 is a circuit block diagram showing a sixth example of the on-vehicle charging device (an example of the on-vehicle charging device using the drive control system of the rotating electrical machine in the fifth example).

[0017] Figure 7is a schematic circuit block diagram of a drive control system for a first rotating electrical machine.

[0018] Figure 8 This is a circuit block diagram showing an example of a conventional vehicle-mounted charging device.

[0019] Fig. 9 This is a circuit block diagram showing another example of a conventional vehicle-mounted charging device.

[0020] Description of Reference Numerals

[0021] 1: AC-DC converter, 3: first DC power supply, 4: external AC power supply, 4N: neutral point, 5: first inverter (inverter), 7: first stator coil (stator coil), 7N: neutral point, 8: second stator coil (stator coil), 8M: second rotating motor (rotating motor), 8N: neutral point, 10: vehicle-mounted charging device, 21: first chopper circuit (chopper circuit), 22: second chopper circuit (chopper circuit), 30: second DC power supply (DC power supply), 50: second inverter (inverter), 70: first rotating motor ( Rotating motor), 111: primary side bridge circuit, 112: secondary side first bridge circuit, 113: secondary side second bridge circuit, 211: first switch circuit (switch circuit), 212: second switch circuit (switch circuit), Cs1: first output capacitor (output capacitor), Cs2: second output capacitor (output capacitor), Le1: first choke coil (choke coil), Le2: second choke coil (choke coil), T: transformer, T1: primary side coil, T21: secondary side first coil, T22: secondary side second coil. DETAILED DESCRIPTION

[0022] Hereinafter, embodiments of the vehicle-mounted charging device will be described with reference to the drawings. Figure 1The circuit block diagram of FIG. 1 shows a first example of the vehicle-mounted charging device 10. The vehicle-mounted charging device 10 is a device that charges the first DC power supply 3 and the second DC power supply 30 by power supplied from the external AC power supply 4 when the first DC power supply 3 and the second DC power supply 30 are mounted on the vehicle, and is a device called an onboard charger. In addition, in the present embodiment, the first DC power supply 3 and the second DC power supply 30 are DC power supplies that are electrically independent of each other and are insulated from each other. In addition, the vehicle-mounted charging device 10 is a bidirectional power conversion device, and for example, it is also possible to convert the DC power supplied from the first DC power supply 3 or the second DC power supply 30 into AC power of industrial frequency and output it. For the first DC power supply 3 and the second DC power supply 30, the rated voltage can be different voltages or the same voltage, and the storage capacity can be the same capacity or different capacity. Among them, in the present embodiment, the first DC power supply 3 is a so-called high-voltage DC power supply with a rated voltage of about 200 to 400 volts, and the second DC power supply 30 is a so-called low-voltage DC power supply with a rated voltage of about 12 to 50 volts.

[0023] The first DC power source 3 and the second DC power source 30 are composed of, for example, a rechargeable battery (battery) such as a lithium battery, an electric double layer capacitor, etc. For example, when the rated voltage of the second DC power source 30 is about 12 to 24 volts, the second DC power source 30 may also be a lead-acid battery.

[0024] Although not shown in the figure, in the case where the first DC power supply 3 and the second DC power supply 30 are lithium batteries, for example, a battery management system (BMS) is often provided. Rechargeable batteries such as lithium batteries are composed of a plurality of cells (battery cells). The battery management system is a battery management control system that performs (1) prevention of overcharging and overdischarging of cells, (2) prevention of overcurrent flowing in cells, (3) temperature management of cells, (4) calculation of the state of charge (SOC), and (5) equalization of cell voltages. For example, see Figure 7 As will be described later, when the battery current sensor 31 and the battery voltage sensor 32 are provided, the sensors may be configured as a part of a battery management system.

[0025] The on-board charging device 10 and the first DC power supply 3 are configured to be able to cut off or connect the electrical connection through the first main contactor 11, and the on-board charging device 10 and the second DC power supply 30 are configured to be able to cut off or connect the electrical connection through the second main contactor 14. In addition, the on-board charging device 10 and the external AC power supply 4 are configured to be able to cut off or connect the electrical connection through the power grid contactor 13. The first main contactor 11, the second main contactor 14, and the power grid contactor 13 are, for example, relays. The relay can be a mechanical relay or a semiconductor relay (solid-state relay). The same applies to other contactors described later.

[0026] like Figure 1 As shown, the vehicle-mounted charging device 10 includes an AC-DC converter 1 that converts power between the AC power on the external AC power source 4 side and the first DC power on the first DC power source 3 side, and converts power between the AC power on the external AC power source 4 side and the second DC power on the second DC power source 30 side. An LC filter circuit 1f composed of a filter inductor Lf and a filter capacitor Cf is provided at a connection portion (between a primary side bridge circuit 111 described later and the external AC power source 4) of the AC-DC converter 1. In addition, a form without the LC filter circuit 1f is not excluded.

[0027] The AC-DC converter 1 includes a transformer T including a primary-side coil T1 and a secondary-side coil T2. The secondary-side coil T2 includes a secondary-side first coil T21 and a secondary-side second coil T22. The primary side of the transformer T constitutes a primary-side circuit 1a including the primary-side coil T1. The secondary side of the transformer T constitutes a secondary-side circuit 1b including the secondary-side first coil T21 and the secondary-side second coil T22. The primary-side circuit 1a includes a primary-side bridge circuit 111 connected to the primary-side coil T1, and an LC filter circuit 1f. The secondary circuit 1b includes a secondary first bridge circuit 112 connected to the secondary first coil T21, a secondary second bridge circuit 113 connected to the secondary second coil T22, a secondary first inductor Ls1 disposed between the secondary first coil T21 and the secondary first bridge circuit 112, and a secondary second inductor Ls2 disposed between the secondary second coil T22 and the secondary second bridge circuit 113. That is, the AC-DC converter 1 is a triple active bridge (TAB: Triple Active Bridge) circuit including a transformer T including a primary coil T1, a secondary first coil T21, and a secondary second coil T22, a primary bridge circuit 111 connected to the primary coil T1, a secondary first bridge circuit 112 connected to the secondary first coil T21, and a secondary second bridge circuit 113 connected to the secondary second coil T22.

[0028] A first output capacitor Cs1 is arranged on the side opposite to the secondary side first coil T21 in the secondary side first bridge circuit 112. When the first main contactor 11 is closed, the first output capacitor Cs1 is connected in parallel with the first DC power supply 3 and functions as a smoothing capacitor for smoothing the output voltage from the AC-DC converter 1 (secondary side first bridge circuit 112). Sometimes, pulsation of the harmonic component of the frequency of the external AC power supply 4 is superimposed on the voltage output from the AC-DC converter 1, but the first output capacitor Cs1 reduces the amplitude of the pulsation component. Similarly, a second output capacitor Cs2 is arranged on the side opposite to the secondary side second coil T22 in the secondary side second bridge circuit 113. When the second main contactor 14 is closed, the second output capacitor Cs2 is connected in parallel with the second DC power supply 30 and functions as a smoothing capacitor for smoothing the output voltage from the AC-DC converter 1 (secondary side second bridge circuit 113).

[0029] In the present embodiment, the switch element 11S constituting the primary side bridge circuit 111 is a bidirectional switch element (Bidirectional Switching Device). That is, the primary side bridge circuit 111 is composed of a bidirectional switch element. A bidirectional switch element is an element that can flow current in both directions, and for the element, it has the same withstand voltage relative to the voltage of the positive and negative polarities. Therefore, as the primary side circuit 1a of the AC-DC converter 1, it is easy to construct a current-controlled AC-DC converter using an inductor (filter inductor Lf). The inductor acts in a manner that flows a constant current. In a voltage-controlled AC-DC converter, a large-capacity capacitor is required, but by setting it as a current-controlled AC-DC converter, it is possible to reduce component costs and suppress the large-scale development of the device without the need for a large-capacity capacitor. In addition, the filter capacitor Cf is a small-capacity capacitor. In addition, the bidirectional switch element is easy to realize soft switching accompanied by a zero current switch (Zero Current Switching) in which the current flowing in the switch element during switching is set to zero. Therefore, it is easy to reduce the loss of the vehicle-mounted charging device 10 and to reduce the system cost.

[0030] In addition, the switch element 12S constituting the first bridge circuit 112 on the secondary side and the switch element 13S constituting the second bridge circuit 113 on the secondary side may not be a bidirectional switch element. In the present embodiment, FET (Field Effect Transistor) is exemplified as the switch element 12S and the switch element 13S. With the direction from the negative electrode toward the positive electrode (the direction from the lower side toward the upper side) as the forward direction, a freewheeling diode is connected in parallel with each switch element. Of course, in the case of using a body diode, in the case of reverse conduction of a transistor using a wide bandgap semiconductor composed of enhanced gallium nitride (E-GaN), etc., such a freewheeling diode may not be provided.

[0031] In the present embodiment, by configuring the AC-DC converter 1 with a transformer T, it is possible to ensure insulation between the external AC power source 4 and the first DC power source 3, between the external AC power source 4 and the second DC power source 30, and between the first DC power source 3 and the second DC power source 30. When the external AC power source 4 is not electrically independent from the first DC power source 3 and the second DC power source 30, the ground line is shared, so there is a concern that a relatively high leakage current flows in the ground line. During the charging of the first DC power source 3 and the second DC power source 30, there is a possibility that a user is present near the vehicle, so it is preferable to also consider such leakage current. In addition, in a structure where the external AC power source 4 is not electrically independent from the first DC power source 3 and the second DC power source 30, when a short-circuit fault occurs in the external AC power source 4, there is a concern that a large short-circuit current flows in the first DC power source 3 and the second DC power source 30, and further in the vehicle-mounted device connected to the first DC power source 3 and the vehicle-mounted device connected to the second DC power source 30. The vehicle-mounted charging device 10 of the present embodiment is configured with a dual active bridge circuit using a transformer T, and the external AC power source 4 is insulated from the first DC power source 3 and the second DC power source 30. Therefore, it is easy to ensure the safety of users while first DC power source 3 and second DC power source 30 are being charged, and the influence of a short-circuit failure of external AC power source 4 on the vehicle during charging of first DC power source 3 and second DC power source 30 can be suppressed.

[0032] Figure 2 The circuit block diagram of shows a second example of the vehicle-mounted charging device 10. The external AC power source 4 of the first example is a single-phase AC power source, whereas in the second example, the external AC power source 4 is a multi-phase AC power source. Here, the external AC power source 4 is shown as being composed of three AC power sources connected at a neutral point 4N and each having a phase different by 2π / 3. Corresponding to the three AC power sources, the grid contactor 13 is also composed of three contacts.

[0033] The primary side circuit 1a of the second example is configured as a three-phase AC-DC converter in order to convert power from three-phase AC to DC. The primary side bridge circuit 111 has three arms corresponding to each of the three phases. In addition, in the second example, the primary side bridge circuit 111 also uses a bidirectional switching element. The connection points of the switching elements 11S in each phase arm are respectively connected to the filter inductor Lf and the filter capacitor Cf to form an LC filter circuit 1f. The other structures are the same as those in the first example, so the detailed description is omitted.

[0034] Figure 3 The circuit block diagram shows a third example of the vehicle-mounted charging device 10. The vehicle-mounted charging device 10 of the third example is configured to include a DC converter 2 in addition to the AC-DC converter 1, relative to the first example. In recent years, the performance of rechargeable batteries has also been significantly improved, allowing the possibility of a pulsating current with an amplitude larger than before to flow into the rechargeable battery during charging. However, when using cheaper rechargeable batteries as the first DC power supply 3 and the second DC power supply 30, it is sometimes preferable to also consider the amplitude of the pulsating component. Therefore, in the third example, by including a DC-DC converter 2, it is configured to be able to further reduce the pulsation of the charging voltage (battery voltage) applied from the vehicle-mounted charging device 10 to the first DC power supply 3 and the second DC power supply 30, and the charging current (battery current) supplied to the first DC power supply 3 and the second DC power supply 30 compared to the first example.

[0035] The structure of the AC-DC converter 1 of the first example and the third example is the same, so detailed description is omitted. The DC-DC converter 2 is composed of a first chopper circuit 21 that converts the first DC power into the third DC power, and a second chopper circuit 22 that converts the second DC power into the fourth DC power. The first DC power supply 3 is charged by the third DC power, and the second DC power supply 30 is charged by the fourth DC power. In the first example, the first output capacitor Cs1, which is arranged between the AC-DC converter 1 and the first DC power supply 3 and functions as a smoothing capacitor, is arranged between the DC-DC converter 2 and the first DC power supply 3 as an output capacitor of the DC-DC converter 2. Similarly, the second output capacitor Cs2 is also arranged between the DC-DC converter 2 and the second DC power supply 30 as an output capacitor of the DC-DC converter 2. In addition, in the first example, the first DC link capacitor 6 that smoothes the DC voltage (DC link voltage) between the AC-DC converter 1 and the DC-DC converter 2 (first chopper circuit 21) is arranged at the position where the first output capacitor Cs1 is arranged (DC side of the AC-DC converter 1). Similarly, in the first example, a second DC link capacitor 60 for smoothing the DC voltage (DC link voltage) between the AC / DC converter 1 and the DC / DC converter 2 (second chopper circuit 22) is arranged at the position where the second output capacitor Cs2 is arranged (DC side of the AC / DC converter 1).

[0036] The first chopper circuit 21 is configured as a step-down chopper including a first switch circuit 211, a first choke coil Le1, and a first output capacitor Cs1, and converts the first DC power into a third DC power. The second chopper circuit 22 is configured as a step-down chopper including a second switch circuit 212, a second choke coil Le2, and a second output capacitor Cs2, and converts the second DC power into a fourth DC power.

[0037] The first switch circuit 211 has a half-bridge structure, and the half-bridge has an arm that connects the switch element 21S in series with the upper side and the lower side. One end of the first choke coil Le1 is connected to the midpoint of the arm, that is, the connection point of the switch element 21S on the upper side and the switch element 21S on the lower side. The other end of the first choke coil Le1 is connected to the positive terminal of the first output capacitor Cs1. In addition, the first output capacitor Cs1 is connected in parallel with the first DC power supply 3 when the first main contactor 11 is closed.

[0038] Similarly, the second switch circuit 212 has a half-bridge structure, which has an arm that connects the switch element 22S in series with the upper side and the lower side. One end of the second choke coil Le2 is connected to the midpoint of the arm, that is, the connection point between the switch element 22S on the upper side and the switch element 22S on the lower side. The other end of the second choke coil Le2 is connected to the positive terminal of the second output capacitor Cs2. In addition, the second output capacitor Cs2 is connected in parallel with the second DC power supply 30 when the second main contactor 14 is closed.

[0039] According to the third example, even if pulsation of harmonic components of the frequency of the external AC power source 4 remains in the first DC power and the second DC power, the harmonic components can be reduced by the first chopper circuit 21 and the second chopper circuit 22 .

[0040] However, in electric vehicles and hybrid vehicles that have become popular in recent years, AC rotating motors (traction motors) are installed as the driving force source for the wheels. In addition, unlike the existing internal combustion engine as the driving force source for the wheels, the auxiliary machines such as oil pumps and air conditioner compressors that are driven by the driving force of the internal combustion engine in electric vehicles and hybrid vehicles are mostly driven by other AC rotating motors (auxiliary machine motors). Unlike vehicles such as railways that are powered by overhead wires, in automobiles, AC rotating motors are driven by AC power supplied from a DC power source such as a battery mounted on the vehicle via an inverter. AC rotating motors have multi-phase coils to generate a rotating magnetic field. In addition, the inverter that converts power between DC and AC is configured as a bridge circuit using switching elements. When the DC power source that supplies power to the rotating motor receives power from an external AC power source and is charged, the coils of the rotating motor and the inverter that drives the rotating motor are not used to drive the rotating motor because the vehicle is parked (parked). Therefore, by utilizing the coil of the rotating electric machine and the inverter for driving the rotating electric machine for the on-vehicle charging device 10 , it is possible to suppress an increase in system cost due to mounting the on-vehicle charging device 10 on the vehicle.

[0041] Figure 4 The circuit block diagram of FIG. 1 is an example of an on-vehicle charging device 10 using a drive control system of a rotating electric machine, and shows a fourth example of the on-vehicle charging device 10. Figure 3 and Figure 4 As can be seen from the comparison, the first switch circuit 211 in the first chopper circuit 21 is configured using the first inverter 5 described later. In addition, the first choke coil Le1 in the first chopper circuit 21 is configured using the first stator coil 7 of the first rotating motor 70 described later. The first output capacitor Cs1 is connected to the neutral point 7N of the first stator coil 7. Similarly, the second switch circuit 212 in the second chopper circuit 22 is configured using the second inverter 50 described later. In addition, the second choke coil Le2 in the second chopper circuit 22 is configured using the second stator coil 8 of the second rotating motor 8M described later. The second output capacitor Cs2 is connected to the neutral point 8N of the second stator coil 8.

[0042] As mentioned above, the rotating electric machine mounted on the vehicle is not limited to the traction motor (Traction Motor) that drives the wheels. There are also motors that drive the compressor of the air conditioner, motors that drive the electric oil pump, motors for the electric water pump that circulates the cooling water, etc. In addition, here we focus on "drive", so it is called "motor", but the "motor" here is synonymous with "rotating electric machine". The vehicle air conditioner and the electric oil pump are called auxiliary machines relative to the vehicle drive device 9 as the main machine, so in the following description, sometimes the motor that will become the driving force source of the wheel is called the traction motor, and the motor that will become the driving force source of the vehicle air conditioner and the electric oil pump is called the auxiliary machine motor as the driving force source of the auxiliary machine. The above-mentioned first rotating electric machine 70 is equivalent to the traction motor. Moreover, the second rotating electric machine 8M is equivalent to the auxiliary machine motor.

[0043] Here, a driving control system of the rotating electrical machine will be described. Figure 7 The schematic circuit block diagram shows an example of a drive control system for the first rotating motor 70. The drive control system for the second rotating motor 8M can be easily understood based on the description of the drive control system for the first rotating motor 70. Here, the drive control system for the first rotating motor 70 is described as a representative example, and the description of the drive control system for the second rotating motor 8M is omitted.

[0044] like Figure 7 As shown, the vehicle drive device 9 includes a first rotating motor 70 that is a driving force source for wheels of a hybrid vehicle, an electric vehicle, etc., and a first inverter 5 that is connected to the first rotating motor 70 and the first DC power source 3 and converts power between DC and multi-phase (here, three-phase) AC. In addition, the vehicle drive device 9 may include other driving force sources such as an internal combustion engine (not shown) in addition to the first rotating motor 70.

[0045] like Figure 7As shown, the vehicle drive device 9 includes a control device 80 that controls a first rotating electric machine 70 that will be a driving force source of the vehicle. The control device 80 drives and controls the first rotating electric machine 70 by performing current feedback control. The first rotating electric machine 70 that is the driving object is a stator that has a multi-phase (N is set to an arbitrary natural number as N phases, and in this embodiment, a three-phase form with N=3 is illustrated) first stator coil 7 arranged on a stator core, and a rotor that has a permanent magnet arranged on a rotor core. Such a structure is well known, and in this embodiment, the stator core, stator, rotor core, rotor, permanent magnet, etc. are omitted. In this embodiment, a Y-type (star-type) form in which the three-phase first stator coil 7 is short-circuited at the neutral point 7N is illustrated. However, the first rotating electric machine 70 may also be a form that includes two sets of three-phase first stator coils 7 and is driven by six-phase AC. The first rotating electrical machine 70 can function as a motor or a generator. When the first rotating electrical machine 70 functions as a motor, the first rotating electrical machine 70 is in a power running state, and when the first rotating electrical machine 70 functions as a generator, the first rotating electrical machine 70 is in a regenerative state.

[0046] The first inverter 5 is connected to the first rotating electric machine 70 of AC and the first DC power supply 3, and converts power between multi-phase AC and DC. A pair of DC side terminals of the first inverter 5 are connected to the positive terminal and the negative terminal of the first DC power supply 3. In addition, the multi-phase AC side terminals of the first inverter 5 are connected to each of the multi-phase first stator coils 7. In the present embodiment, the first inverter 5 is provided with a U-phase arm, a V-phase arm, and a W-phase arm as a multi-phase arm. Each arm is formed by connecting the upper-side switching element 5U arranged on the positive side and the lower-side switching element 5L arranged on the negative side in series. The midpoint of each arm, that is, the connection point of the upper-side switching element 5U and the lower-side switching element 5L, is connected to each first stator coil 7. Specifically, the midpoint of the U-phase arm is connected to the U-phase coil 7u, the midpoint of the V-phase arm is connected to the V-phase coil 7v, and the midpoint of the W-phase arm is connected to the W-phase coil 7w.

[0047] The first inverter 5 has a smoothing capacitor (first DC link capacitor 6) on the DC side for smoothing the voltage between the positive and negative electrodes (DC link voltage) and a voltage sensor (DC link voltage sensor 61) on the DC side for detecting the DC link voltage.

[0048] The first inverter 5 is configured to include a plurality of switching elements 5S. In the present embodiment, a mode in which FETs are used as the switching elements 5S is exemplified. In addition to FETs, IGBTs (Insulated Gate Bipolar Transistors) may be used as the switching elements 5S.

[0049] The first inverter 5 is controlled by the control device 80. The control device 80 is constructed with a logic circuit such as a microcomputer as a core component. For example, the control device 80 performs current feedback control based on the target torque (torque command) of the first rotating motor 70 provided as a request signal from other control devices such as the vehicle control device 90 as one of the upper control devices, and drives the first rotating motor 70 via the first inverter 5. In addition, the operating voltage of the logic circuit element such as a microcomputer is generally less than 5 volts. In this embodiment, although the illustration is omitted for simplicity, the control signal generated by the logic circuit element is transmitted to the first inverter 5 via the driver circuit. Or it can also be considered that the driver circuit is included in the control device 80.

[0050] The actual current flowing in the first stator coil 7 of each phase of the first rotating motor 70 is detected by the current sensor (motor current sensor 81), and the control device 80 obtains the detection result. In addition, the magnetic pole position (electrical angle) of the rotor of the first rotating motor 70 at each moment and the rotation speed (angular velocity) of the rotor are detected by a rotation sensor 82 such as a resolver or an inductive position sensor, and the control device 80 obtains the detection result. The control device 80 performs current feedback control using the detection results of the motor current sensor 81 and the rotation sensor 82. The control device 80 is configured to have various functional units for current feedback control, and each functional unit is implemented by the cooperation of hardware such as a microcomputer and software (program).

[0051] As described above, the first rotating electric machine 70 connected to the first DC power source 3 via the first inverter 5 can function as a motor by the power supplied from the first DC power source 3, and can function as a generator to charge the first DC power source 3. For example, in a hybrid vehicle, mechanical energy can be supplied to the first rotating electric machine 70 by the power of an internal combustion engine or the like, and the first rotating electric machine 70 can generate electricity, but sometimes there are few opportunities for generating electricity and the first DC power source 3 cannot be fully charged. In addition, in an electric vehicle equipped with only the first rotating electric machine 70 as a driving force source, the first DC power source 3 is often not fully charged by staying in the power generation by mechanical energy from the wheels such as inertial running. In addition, even in a hybrid vehicle, the case of supplying power from the outside sometimes improves energy efficiency compared to the case of generating electricity by the first rotating electric machine 70. Therefore, in a state where the first DC power source 3 is mounted on the vehicle, it is preferable to configure the first DC power source 3 to be able to be charged by an external power source.

[0052] When the first DC power supply 3 is charged by the external AC power supply 4, it is preferred to mount the on-board charging device 10 on the vehicle as in the present embodiment. As described in the first to third examples, the on-board charging device 10 having a power conversion circuit also has a tendency to increase in circuit scale, but the opportunity to charge the first DC power supply 3 is less than the opportunity to drive the wheels. When the first DC power supply 3 is charged by the external AC power supply 4, the vehicle stops (parks). In the fourth example, the on-board charging device 10 is formed by the first inverter 5 and the first stator coil 7.

[0053] As described above, the vehicle-mounted charging device 10 of the present embodiment is configured to be able to charge the first DC power supply 3 and the second DC power supply 30. In addition, the first rotating electric machine 70 and the first inverter 5 are insulated from the primary side circuit 1a of the AC-DC converter 1 through the transformer T. Similarly, the second rotating electric machine 8M and the second inverter 50 are insulated from the primary side circuit 1a of the AC-DC converter 1 through the transformer T. On the other hand, the first rotating electric machine 70 and the first inverter 5 are connected to the first DC power supply 3 connected to the first chopper circuit 21, and the second rotating electric machine 8M and the second inverter 50 are connected to the second DC power supply 30 connected to the second chopper circuit 22. In other words, the first rotating electric machine 70 having the multi-phase first stator coils 7 connected to each other at the neutral point 7N is connected to the first DC power supply 3 via the first inverter 5 that converts power between DC and AC. In addition, the second rotating electric machine 8M having the multi-phase second stator coils 8 connected to each other at the neutral point 8N is connected to the second DC power supply 30 via the second inverter 50 that converts power between DC and AC.

[0054] Therefore, in the fourth example, the first chopper circuit 21 is formed by the first inverter 5 and the first stator coil 7, and the second chopper circuit 22 is formed by the second inverter 50 and the second stator coil 8. Specifically, the first chopper circuit 21 is formed by a first switching circuit formed by the first inverter 5, a first choke coil formed by the multi-phase first stator coil 7, and a first output capacitor Cs1 connected to the neutral point 7N of the multi-phase first stator coil 7. In addition, the second chopper circuit 22 is formed by a second switching circuit formed by the second inverter 50, a second choke coil formed by the multi-phase second stator coil 8, and a second output capacitor Cs2 connected to the neutral point 8N of the multi-phase second stator coil 8.

[0055] The first inverter 5 is configured by having one phase arm in which the upper switching element 5U and the lower switching element 5L are connected in series, and the number of roots (here, three roots corresponding to three phases) corresponding to the number of phases of the multi-phase AC is parallel. Similarly, the second inverter 50 is configured by having one phase arm in which the upper switching element 50U and the lower switching element 50L are connected in series, and the number of roots (here, three roots corresponding to three phases) corresponding to the number of phases of the multi-phase AC is parallel. When the first inverter 5 functions as a switching circuit of the first chopper circuit 21, all the upper switching elements 5U of the multi-phase arm are simultaneously and similarly controlled to be turned on or off, and all the lower switching elements 5L of the multi-phase arm are simultaneously and similarly controlled to be turned on or off. Therefore, the first inverter 5 having multiple arms obviously functions as a first switching circuit 211 composed of one arm in which the upper switching element 5U and the lower switching element 5L are connected in series. Similarly, the second inverter 50 obviously functions as a second switching circuit 212 composed of one arm in which the upper-side switching element 50U and the lower-side switching element 50L are connected in series.

[0056] Each of the first stator coil 7 and the second stator coil 8 of each phase of the multi-phase is connected to the midpoint of the corresponding arm at one end, and connected to the neutral point 7N and the neutral point 8N at the other end. As described above, each arm of the multi-phase is similarly controlled by the switch, so the same current flows in the first stator coil 7 of each phase between the arm and the neutral point 7N, and the same current flows in the second stator coil 8 of each phase between the arm and the neutral point 8N. Therefore, the multi-phase first stator coil 7 can be regarded as one coil, and the first stator coil 7 functions as a first choke coil Le1 connected to the midpoint of the switch circuit at one end and connected to the output capacitor Cs at the other end in the chopper circuit. The multi-phase second stator coil 8 can also be regarded as one coil and functions as a second choke coil Le2.

[0057] like Figure 4As shown, the on-board charging device 10 of the fourth example has, in addition to the first main contactor 11, the second main contactor 14 and the grid contactor 13, a first function switching contactor 12 for switching the control function of the rotating motor and the charging function of the DC power supply, and a second function switching contactor 15. The above-mentioned contactors are controlled by the control device 80, or the control device 80 and the vehicle control device 90, or by a control device (not shown) that controls the second rotating motor 8M in addition to them. In addition, the contactors of the first to third examples are similarly controlled by the vehicle control device 90 and the control device (not shown) that controls the on-board charging device 10. Refer to Figure 7 As described above, the control device 80 and the vehicle control device 90 are also included in the driving control system of the rotating electric machine. It can be said that the control device 80, the vehicle control device 90, and the unillustrated control device for controlling the second rotating electric machine 8M can also be shared in the driving control of the rotating electric machine and the charging control performed by the vehicle-mounted charger 10. Figure 3 , Figure 4 , Figure 7 It can be seen that the first DC link capacitor 6 and the second DC link capacitor 60 can also be used in common for the drive control of the rotating electric machine and the charging control by the on-vehicle charger 10 .

[0058] Reference Figure 7 As described above, the first main contactor 11 is set to be able to disconnect or connect the electrical connection between the first DC power supply 3 and the first inverter 5. When the first inverter 5 and the first stator coil 7 of the first rotating electric machine 70 are also used as the vehicle-mounted charging device 10, the connection form relative to the first DC power supply 3 is switched. Therefore, the first main contactor 11 has a first main contactor first contact 11a and a first main contactor second contact 11b. When the first inverter 5 functions as the vehicle drive device 9, the first main contactor first contact 11a is closed and the first main contactor second contact 11b is opened. When the first inverter 5 functions as the vehicle-mounted charging device 10, the first main contactor second contact 11b is closed and the first main contactor first contact 11a is opened. When the vehicle is parked without charging the first DC power supply 3, the first main contactor 11 can be set to an open state by setting both the first main contactor first contact 11a and the first main contactor second contact 11b to an open state.

[0059] The first function switching contactor 12 electrically connects the output of the first chopper circuit 21 as the DC-DC converter 2 to the first DC power source 3 in the closed state. Specifically, the first function switching contactor 12 connects the neutral point 7N to the positive electrode of the first DC power source 3 in the closed state, and connects the positive electrode side terminal of the first output capacitor Cs1 to the positive electrode of the first DC power source 3. In addition, as described above, the grid contactor 13 disconnects or connects the electrical connection between the AC-DC converter 1 and the external AC power source 4.

[0060] When the first inverter 5 is used for driving control of the first rotating electric machine 70, the first main contactor first contact 11a is controlled to be closed and the first function switching contactor 12 and the grid contactor 13 are opened, and the electric power is converted between the first DC power supply 3 and the first rotating electric machine 70 via the first inverter 5. When the first inverter 5 is used as the on-vehicle charging device 10, the first main contactor second contact 11b is controlled to be closed and the first function switching contactor 12 and the grid contactor 13 are closed, and the first DC power supply 3 is charged through the external AC power supply 4.

[0061] like Figure 4 As shown, the second main contactor 14 is configured to be able to disconnect or connect the electrical connection between the second DC power supply 30 and the second inverter 50. When the second inverter 50 and the second stator coil 8 of the second rotating electric machine 8M are also used as the vehicle-mounted charging device 10, the connection form relative to the second DC power supply 30 is switched. Therefore, the second main contactor 14 has a second main contactor first contact 14a and a second main contactor second contact 14b. When the second inverter 50 functions as a vehicle drive device 9, the second main contactor first contact 14a is closed and the second main contactor second contact 14b is opened. When the second inverter 50 functions as a vehicle-mounted charging device 10, the second main contactor second contact 14b is closed and the second main contactor first contact 14a is opened. When the second DC power supply 30 is not charged, for example, when the main switch (ignition switch) of the vehicle is turned off and the auxiliary machine is also stopped, the second main contactor 14 can be turned on by turning both the second main contactor first contact 14a and the second main contactor second contact 14b to the open state.

[0062] The second function switching contactor 15 electrically connects the output of the second chopper circuit 22 as the DC-DC converter 2 to the second DC power supply 30 in the closed state. Specifically, the second function switching contactor 15 connects the neutral point 8N to the positive electrode of the second DC power supply 30 and connects the positive electrode side terminal of the second output capacitor Cs2 to the positive electrode of the second DC power supply 30 in the closed state. In addition, as described above, the grid contactor 13 disconnects or connects the electrical connection between the AC-DC converter 1 and the external AC power supply 4.

[0063] When the second inverter 50 is used for driving control of the second rotating electrical machine 8M, the second main contactor first contact 14a is controlled to be closed and the second function switching contactor 15 and the grid contactor 13 are opened, and the electric power is converted between the second DC power supply 30 and the second rotating electrical machine 8M via the second inverter 50. When the second inverter 50 is used as the on-vehicle charging device 10, the second main contactor second contact 14b is controlled to be closed and the second function switching contactor 15 and the grid contactor 13 are closed, and the second DC power supply 30 is charged by the external AC power supply 4.

[0064] In this way, by simply changing the connection form for the inverter and the stator coil, a circuit capable of switching between the function of driving and controlling the rotating electric machine and the function of charging the DC power supply through the external AC power supply 4 can be realized. That is, the DC power supply connected to the rotating electric machine can be charged by using the coils of the rotating electric machine and the inverter for driving and controlling the rotating electric machine. By using them together, the vehicle-mounted charging device 10 can be configured on a small scale.

[0065] In addition, the second DC power supply 30 can also be charged by the power supplied from the first DC power supply 3 or the first rotating electric machine 70. For example, in a state where the external AC power supply 4 is not connected and the first DC power supply 3 is not charged (the grid contactor 13 and the first function switching contactor 12 are in an open state), the first contact 11a of the first main contactor is closed with respect to the first DC power supply 3, and the second contact 14b of the second main contactor and the second function switching contactor 15 are closed with respect to the second DC power supply 30. In this state, the first rotating electric machine 70 performs a power running operation by the power supplied from the first DC power supply 3, or, in the case of having wheels or an internal combustion engine, generates electricity and performs a regenerative operation by the power transmitted from the internal combustion engine to supply power to the first DC power supply 3.

[0066] The secondary side first bridge circuit 112 of the AC-DC converter 1 is connected to the first DC link capacitor 6, the first DC power supply 3, and the DC side of the first inverter 5. The power from the first DC link capacitor 6, the first DC power supply 3, and the first inverter 5 can be transmitted to the secondary side second coil T22 via the secondary side first coil T21 connected to the secondary side first bridge circuit 112 and the primary side coil T1. The secondary side second coil T22 is connected to the secondary side second bridge circuit 113, and the secondary side second bridge circuit 113 is connected to the second DC link capacitor 60 and the second chopper circuit 22. As described above, the power supplied from the secondary side second bridge circuit 113 is supplied to the second DC power supply 30 via the second chopper circuit 22.

[0067] When the second rotating electric machine 8M is an auxiliary motor for air conditioning, if the air conditioning is not used, the second DC power supply 30 can be charged by the power of the first DC power supply 3 (including both the power supplied from the first DC power supply 3 and the power regenerated by the first DC power supply 3) without connecting the external AC power supply 4 as described above. Although the auxiliary motor for air conditioning is exemplified here, the same is true for the case where the second rotating electric machine 8M is other auxiliary motors.

[0068] In addition, here, in Figure 4 In the illustrated vehicle-mounted charging device 10, although the second DC power source 30 is charged by the electric power of the first DC power source 3, even if the rotating electric machine is not used, Figure 1 to Figure 3 In the vehicle-mounted charging device 10 shown, the second DC power source 30 can be charged by the power of the first DC power source 3 (in this case, the power supplied from the first DC power source 3) without connecting the external AC power source 4. Figure 4 As mentioned above, detailed description is omitted.

[0069] In addition, in the present embodiment, the first DC power supply 3 is a high-voltage DC power supply, and the second DC power supply 30 is a low-voltage DC power supply. Therefore, the second DC power supply 30 is charged by the power of the first DC power supply 3. However, as described above, the rated voltage of the first DC power supply 3 and the second DC power supply 30 may be the same voltage, or the same storage capacity. In addition, the first rotating electric machine 70 and the second rotating electric machine 8M do not exclude, for example, both are driving motors (a dual-motor car, a rotating electric machine with two sets of inverters in an open-circuit winding type, etc.), or both are auxiliary motors. Therefore, it is not limited to the form of charging the second DC power supply 30 by the power of the first DC power supply 3, and it may also be the form of charging the first DC power supply 3 by the power of the second DC power supply 30. Of course, it is also possible to switch between the case where the second DC power supply 30 is charged by the power of the first DC power supply 3 and the case where the first DC power supply 3 is charged by the power of the second DC power supply 30.

[0070] As described above, the second DC power supply 30 can also be charged by the power supplied from the first DC power supply 3 or the first rotating motor 70, and the first DC power supply 3 can also be charged by the power supplied from the second DC power supply 30 or the second rotating motor 8M. Figure 5 The fifth example shown is constructed as Figure 3 The third example shown can also be Figure 6 The sixth example shown is constructed as Figure 4 The fourth example is shown.

[0071] Figure 5 The vehicle-mounted charging device 10 of the fifth example shown has a switch circuit (first switch circuit 211), a choke coil (first choke coil Le1) and an output capacitor (first output capacitor Cs1) relative to the vehicle-mounted charging device 10 of the first example, and also has a chopper circuit (first chopper circuit 21) that converts the first DC power into the third DC power. In the first example, the first DC link capacitor 6 is configured at the position where the first output capacitor Cs1 is configured, similar to the third example. The vehicle-mounted charging device 10 of the fifth example can be said to be configured without the second chopper circuit 22 in relation to the vehicle-mounted charging device 10 of the third example. In addition, the vehicle-mounted charging device 10 of the fifth example charges the first DC power supply 3 by the third DC power, and charges the second DC power supply 30 by the second DC power.

[0072] By providing the DC-DC converter 2 with a chopper circuit (for example, the first chopper circuit 21), the pulsation component in the third DC power can be suppressed compared with the first DC power. In addition, the third DC power and the second DC power are both electric power on the secondary side of the transformer T. The primary side coil T1 and the secondary side first coil T21 are electromagnetically coupled, and the pulsation of the third DC power in the first chopper circuit 21 connected to the secondary side first coil T21 is suppressed, so that the pulsation of the DC power (second DC power) appearing in the secondary side second coil T22 electromagnetically coupled to the primary side coil T1 is also suppressed.

[0073] In reference Figure 5 In the above-mentioned fifth example of the on-vehicle charging device 10, the first DC power source 3 is charged with DC power after two-stage power conversion from AC power via the AC-DC converter 1 and the DC-DC converter 2, and the second DC power source 30 is charged with DC power after one-stage power conversion from AC power via the AC-DC converter 1. However, although the illustration is omitted, it is also possible that the second DC power source 30 is charged with DC power after two-stage power conversion from AC power via the AC-DC converter 1 and the DC-DC converter 2 instead of the first DC power source 3, and the first DC power source 3 is charged with DC power after one-stage power conversion from AC power via the AC-DC converter 1.

[0074] That is, the vehicle-mounted charging device 10 has a switch circuit (second switch circuit 212), a choke coil (second choke coil Le2) and an output capacitor (second output capacitor Cs2) relative to the form of the first example, and may also have a chopper circuit (second chopper circuit 22) that converts the second DC power into the fourth DC power. In the first example, the second DC link capacitor 60 is configured at the position where the second output capacitor Cs2 is configured, similar to the third example. It can be said that it is set to a structure that does not have the first chopper circuit 21 in relation to the form of the third example. In this case, the vehicle-mounted charging device 10 charges the first DC power supply 3 by the first DC power, and charges the second DC power supply 30 by the fourth DC power.

[0075] Thus, the vehicle-mounted charging device 10 of the fifth example includes a switch circuit (a first switch circuit 211 or a second switch circuit 212), a choke coil (a first choke coil Le1 or a second choke coil Le2), and an output capacitor (a first output capacitor Cs1 or a second output capacitor Cs2), and includes a chopper circuit (a first chopper circuit 21 or a second chopper circuit 22) that converts the first direct current into the third direct current or converts the second direct current into the fourth direct current. Moreover, when the chopper circuit (the first chopper circuit 21) converts the first direct current into the third direct current, the first direct current power source 3 is charged by the third direct current, and the second direct current power source 30 is charged by the second direct current. When the chopper circuit (the second chopper circuit 22) converts the second direct current into the fourth direct current, the first direct current power source 3 is charged by the first direct current, and the second direct current power source 30 is charged by the fourth direct current.

[0076] By having a chopper circuit (first chopper circuit 21) between the AC-DC converter 1 and the first DC power supply 3, the pulsation component in the third DC power can be suppressed compared with the first DC power. The third DC power and the second DC power are both power on the secondary side of the transformer T. The primary side coil T1 and the secondary side first coil T21 are electromagnetically coupled, and the pulsation of the third DC power in the first chopper circuit 21 connected to the secondary side first coil T21 is suppressed, so that the pulsation of the DC power (second DC power) appearing in the secondary side second coil T22 electromagnetically coupled to the primary side coil T1 is also suppressed. Similarly, by having a chopper circuit (second chopper circuit 22) between the AC-DC converter 1 and the second DC power supply 30, the pulsation component in the fourth DC power can be suppressed compared with the second DC power. The fourth DC power and the first DC power are both power on the secondary side of the transformer T. The primary side coil T1 and the secondary side first coil T21 are electromagnetically coupled, and the pulsation of the fourth DC power in the second chopper circuit 22 connected to the secondary side second coil T22 is suppressed, so that the pulsation of the DC power (first DC power) appearing in the secondary side first coil T21 electromagnetically coupled to the primary side coil T1 is also suppressed. That is, by having a DC-DC converter 2 having a chopper circuit between either the secondary side first bridge circuit 112 and the first DC power supply 3 or between the secondary side second bridge circuit 113 and the second DC power supply 30, the pulsation in the DC power for charging supplied to both the first DC power supply 3 and the second DC power supply 30 can be appropriately suppressed.

[0077] The relationship between the third and fourth examples is the same. In the fifth example, for example, as shown in FIG. Figure 6As in the vehicle-mounted charging device 10 of the sixth example described later, the stator coil of the rotating electric machine and the inverter for driving the rotating electric machine can also be used in the switching circuit and the choke coil constituting the chopper circuit. That is, when the DC power source charged via the chopper circuit (the first chopper circuit 21 or the second chopper circuit 22) in the first DC power source 3 and the second DC power source 30 is connected to the rotating electric machine (the first rotating electric machine 70 or the second rotating electric machine 8M) having a multi-phase stator coil (the first stator coil 7 or the second stator coil 8) connected to each other at the neutral point (7N or 8N) via the inverter (the first inverter 5 or the second inverter 50) that converts power between DC and AC, the chopper circuit (the first chopper circuit 21 or the second chopper circuit 22) is connected to the rotating electric machine (the first rotating electric machine 70 or the second rotating electric machine 8M). ) can be composed of a switching circuit (first switching circuit 211 or second switching circuit 212) formed using an inverter (first inverter 5 or second inverter 50), a choke coil (first choke coil Le1 or second choke coil Le2) formed using a multi-phase stator coil (first stator coil 7 or second stator coil 8), and an output capacitor (first output capacitor Cs1 or second output capacitor Cs2) connected to the neutral point (7N or 8N) of the multi-phase stator coil (first stator coil 7 or second stator coil 8).

[0078] Figure 6 The sixth example of the vehicle-mounted charging device 10 is shown. The example shows that when the first DC power supply 3 charged via the first chopper circuit 21 is connected to the first rotating motor 70 having the multi-phase first stator coils 7 connected to each other at the neutral point 7N via the first inverter 5 that converts power between DC and AC, the first chopper circuit 21 is provided with a first switching circuit 211 formed using the first inverter 5, a first choke coil Le1 formed using the multi-phase first stator coil 7, and a first output capacitor Cs1 connected to the neutral point 7N of the multi-phase first stator coil 7. The details of the function switching method, etc. are the same as those in the above reference. Figure 4 as well as Figure 7 The description of the in-vehicle charging device 10 of the fourth example is the same, so the detailed description is omitted.

[0079] Although not shown in the figure, in the case where the first DC power supply 3 charged via the second chopper circuit 22 is connected to the second rotating motor 8M having a multi-phase second stator coil 8 connected to each other at a neutral point 8N via the second inverter 50 that converts power between DC and AC, the second chopper circuit 22 can also be composed of a second switching circuit 212 formed using the second inverter 50, a second choke coil Le2 formed using the multi-phase second stator coil 8, and a second output capacitor Cs2 connected to the neutral point 8N of the multi-phase second stator coil 8.

[0080] That is, the coils provided in the rotating electric machine and the inverter for driving and controlling the rotating electric machine can be used to charge the DC power supply connected to the rotating electric machine. By using these together, the vehicle-mounted charging device 10 can be configured on a small scale.

[0081] However, in recent years, it has been advocated to use the DC power supply of electric vehicles and hybrid vehicles as an emergency power supply in times of disasters. The first chopper circuit 21 and the second chopper circuit 22 are bidirectional chopper circuits that function as step-down converters from the AC-DC converter 1 to the first DC power supply 3 and the second DC power supply 30, and function as step-up converters from the first DC power supply 3 and the second DC power supply 30 to the AC-DC converter 1 (but in this case, DC-AC conversion is performed). In addition, as Figure 1 As shown in the figures, the AC-DC converter 1 has a full-bridge circuit, so the AC-DC converter 1 is not limited to the function of converting from AC to DC, but can also function as a bidirectional power converter having the function of converting from DC to AC. That is, the AC-DC converter 1 can perform DC-AC conversion, the AC-DC converter 1 can output industrial AC power, and the first DC power supply 3 and the second DC power supply 30 can be used as emergency power supplies.

[0082] When the on-board charging device 10 charges the first DC power source 3 and the second DC power source 30 through the external AC power source 4, the AC / DC converter 1 functions as a triple active bridge AC / DC boost converter (AC / DC TAB Boost Converter), and the DC / DC converter 2 functions as a DC / DC buck converter (DC / DC Buck Converter). When the on-board charging device 10 functions as an emergency AC power source that outputs AC power through the power stored in the first DC power source 3 and the second DC power source 30, the DC / DC converter 2 functions as a DC / DC boost converter (DC / DC Boost Converter), and the AC / DC converter 1 functions as a triple active bridge DC / AC buck converter (DC / AC TAB Buck Converter).

[0083] As various embodiments have been illustrated and described above, according to the present embodiment, it is possible to configure an in-vehicle charging device that charges an in-vehicle DC power supply with electric power from an external AC power supply while suppressing system cost.

Claims

1. A vehicle-mounted charging device, which charges a first DC power supply and a second DC power supply electrically insulated from the first DC power supply by power supplied from an external AC power supply, characterized in that: an AC-DC converter for converting power between the AC power on the external AC power supply side and the first DC power on the first DC power supply side, and for converting power between the AC power on the external AC power supply side and the second DC power on the second DC power supply side, The AC-DC converter is a triple active bridge circuit having: A transformer having a primary side coil, a secondary side first coil and a secondary side second coil; A primary-side bridge circuit connected to the primary-side coil; A first secondary-side bridge circuit connected to the first secondary-side coil; A second bridge circuit on the secondary side is connected to the second coil on the secondary side. The primary-side bridge circuit is composed of bidirectional switching elements.

2. The vehicle-mounted charging device according to claim 1, characterized in that: have: A first chopper circuit includes a first switch circuit, a first choke coil, and a first output capacitor, and converts the first direct current into a third direct current; and The second chopper circuit includes a second switch circuit, a second choke coil, and a second output capacitor, and converts the second direct current into a fourth direct current. The first DC power source is charged by the third DC power source. The second DC power source is charged by the fourth DC power.

3. The vehicle-mounted charging device according to claim 2, characterized in that: The first DC power source is connected to a first rotating electric machine having multi-phase first stator coils connected to each other at a neutral point via a first inverter that converts power between DC and AC. The second DC power supply is connected to a second rotating electric machine having multi-phase second stator coils connected to each other at a neutral point via a second inverter that converts power between DC and AC. The first chopper circuit is configured to include: The first switching circuit constructed using the first inverter; The first choke coil is formed by using the first stator coil of multiple phases; and the first output capacitor connected to the neutral point of the multi-phase first stator coil, The second chopper circuit is configured to include: The second switching circuit constructed using the second inverter; The second choke coil is formed by using the second stator coil of multiple phases; and The second output capacitor is connected to the neutral point of the second stator coil of the multi-phase.

4. The vehicle-mounted charging device according to claim 1, characterized in that: A chopper circuit is provided, which includes a switch circuit, a choke coil, and an output capacitor, and converts the first direct current into a third direct current or converts the second direct current into a fourth direct current, When the chopper circuit converts the first direct current into the third direct current, The first DC power source is charged by the third DC power source. The second DC power source is charged by the second DC power. When the chopper circuit converts the second direct current into the fourth direct current, The first DC power source is charged by the first DC power. The second DC power source is charged by the fourth DC power.

5. The vehicle-mounted charging device according to claim 4, characterized in that: The DC power source charged by the chopper circuit among the first DC power source and the second DC power source is connected to a rotating electric machine having multi-phase stator coils connected to each other at a neutral point via an inverter that converts power between DC and AC. The chopper circuit is configured to include: The above-mentioned switching circuit formed by using the above-mentioned inverter; The choke coil is constructed by using the stator coil of multiple phases; and The output capacitor is connected to the neutral point of the multi-phase stator coil.

Images