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WO2014069743A1 - Dispositif de charge de batterie à fonctionnement bidirectionnel pour véhicule électrique - Google Patents

Dispositif de charge de batterie à fonctionnement bidirectionnel pour véhicule électrique Download PDF

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Publication number
WO2014069743A1
WO2014069743A1 PCT/KR2013/005946 KR2013005946W WO2014069743A1 WO 2014069743 A1 WO2014069743 A1 WO 2014069743A1 KR 2013005946 W KR2013005946 W KR 2013005946W WO 2014069743 A1 WO2014069743 A1 WO 2014069743A1
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Prior art keywords
switching element
voltage
switching
electric vehicle
unit
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PCT/KR2013/005946
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English (en)
Korean (ko)
Inventor
이준영
박승희
김원용
신철준
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Myongji University
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Myongji University
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Publication of WO2014069743A1 publication Critical patent/WO2014069743A1/fr
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    • H—ELECTRICITY
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    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of DC power input into DC power output
    • H02M3/22—Conversion of DC power input into DC power output with intermediate conversion into AC
    • H02M3/24—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters
    • H02M3/28—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC
    • H02M3/325—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33569—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements
    • H02M3/33576—Conversion of DC power input into DC power output with intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate AC using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements having at least one active switching element at the secondary side of an isolation transformer
    • H02M3/33584—Bidirectional converters
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    • H02M3/158—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1584—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load with a plurality of power processing stages connected in parallel
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/02—Conversion of AC power input into DC power output without possibility of reversal
    • H02M7/04—Conversion of AC power input into DC power output without possibility of reversal by static converters
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    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Definitions

  • Embodiments of the present invention relate to a battery charging device for an electric vehicle that can operate in both directions, and more particularly, it is possible to compensate for input current distortion without using a high-capacity electrolytic capacitor, and to operate a two-way electric vehicle battery charging that can operate at a high power factor. Relates to a device.
  • a battery charging device for an electric vehicle takes commercial power as an input. Therefore, the battery charging device for an electric vehicle can be used at 110Vac or 220Vac, and power factor correction should be considered.
  • the battery charger for an electric vehicle requires a wide output of 100V to 500V to charge all the specifications of various specifications of the battery.
  • an AC / DC converter 110 in charge of power factor correction (PFC) 110 and a high voltage link capacitor 120 for converting a power varying according to an AC voltage into a stable DC power are shown.
  • a battery charging apparatus 100 for an electric vehicle having a two-stage configuration including a DC / DC converter 130 using a transformer for charge control.
  • high frequency switching should be performed to reduce the size of the battery charging device for an electric vehicle.
  • FIG. 2 is a diagram illustrating a power flow of the conventional battery charging device 100 for an electric vehicle shown in FIG. 1.
  • the conventional charging apparatus for an electric vehicle 100 performs a current control in the power factor improving stage so as to rectify the AC input and follow the voltage at which the current at the input side is rectified.
  • Fluctuating Power is generated in the voltage output from the power factor improving stage, and a high voltage DC link capacitor is used to filter it.
  • a DC / DC converter using a transformer for insulation using the DC voltage formed at the AC / DC stage charges the battery through current control.
  • the conventional electric vehicle charging device 100 has a two-stage structure has a disadvantage in that the configuration is complicated.
  • the conventional charging device for an electric vehicle 100 should use an electrolytic capacitor having a high power density and a high power density of several thousand uF or more to filter the Fluctuating Power.
  • the electrolytic capacitor has a disadvantage in that its life is rapidly reduced when the temperature increases. There is a problem that it is not suitable for applications requiring long life, such as electric vehicles.
  • a method of using a film capacitor instead of an electrolytic capacitor may be considered.
  • the film capacitor has a very low power density compared to the electrolytic capacitor, it is not suitable for a charger requiring a high power density when designed with a high capacity. There was a problem.
  • DCM discontinuous conduction mode
  • the present invention is to propose a battery charging device for a two-way electric vehicle capable of compensating for the input current distortion without using a high-capacity electrolytic capacitor and operable at a high power factor.
  • the rectifying unit for rectifying the input voltage to a first voltage; A first converter boosting the first voltage to change the voltage to a second voltage; And a second converter configured to generate and output a third voltage for charging the battery for the electric vehicle by changing the second voltage, wherein the second converter unit is connected to an output terminal of the first converter unit in parallel with the first switching unit.
  • An inductor including a second and a second switching unit, one end of which is connected to an output terminal of the first converter unit; A first switching element having one end connected to the other end of the inductor and the other end connected to ground; And a second switching element having one end connected to the other end of the inductor and one end of the first switching element.
  • an electric vehicle battery charging apparatus capable of bidirectional operation, comprising: a rectifier for rectifying the input voltage to the first voltage; A first converter boosting the first voltage to change the voltage to a second voltage; And a second converter configured to generate and output a third voltage for charging the battery for the electric vehicle by changing the second voltage, wherein the second converter part has a first inductor having one end connected to an output end of the first converter part.
  • a first-first switching device having one end connected to the other end of the first inductor and the other end connected to ground;
  • a first-second switching element having one end connected to the other end of the first inductor and one end of the first-first switching element;
  • a second inductor connected in parallel with the first inductor based on an output terminal of the first converter unit;
  • a 2-1 switching element having one end connected to the other end of the second inductor and the other end connected to ground;
  • a second-2 switching element having one end connected to the other end of the second inductor and one end of the 2-1 switching element and the other end connected to the other end of the 1-2 switching element.
  • the 1-2 switching element and the 2-2 switching element are in an off state, and the 1-1 switching element and the 2-1 switching element are periodically turned on / off.
  • the battery charging device for the electric vehicle is turned off and operates in the other direction, the first-first switching element and the second-first switching element are in an off state, the first-second switching element and the second-second switching element.
  • the switching device is provided with a battery charging device for an electric vehicle, characterized in that the on / off periodically.
  • the battery charging device for a bidirectional electric vehicle is capable of compensating for input current distortion without using a high capacity electrolytic capacitor, and has an advantage of operating at a high power factor.
  • FIG. 1 is a block diagram showing a schematic configuration of a conventional battery charging device for an electric vehicle.
  • FIG. 2 is a diagram illustrating a power flow of the conventional battery charging apparatus for an electric vehicle shown in FIG. 1.
  • FIG. 3 is a block diagram showing a schematic configuration of a charging device for an electric vehicle according to an embodiment of the present invention.
  • FIG. 4 is a circuit diagram showing a detailed configuration of a charging device for an electric vehicle according to an embodiment of the present invention.
  • 5 to 8 are views for explaining the concept of the forward operation of the battery charging device for an electric vehicle according to an embodiment of the present invention.
  • 9 and 10 are views for explaining a concept of the reverse operation of the battery charging device for an electric vehicle according to an embodiment of the present invention.
  • FIG. 11 is a diagram schematically showing an example of on / off of each switching element included in the charging device 300 for an electric vehicle.
  • connection may mean “electrical connection”.
  • FIG 3 is a block diagram showing a schematic configuration of a charging device for an electric vehicle according to an embodiment of the present invention
  • Figure 4 is a circuit diagram showing a detailed configuration of the charging device for an electric vehicle according to an embodiment of the present invention.
  • the charging device 300 for an electric vehicle may include a first rectifying unit 310, a first converter unit 320, a second converter unit 330, and a controller ( 340 may be included.
  • a first rectifying unit 310 may rectif a first rectifying unit 310
  • a first converter unit 320 may rectif a first converter 320
  • a second converter unit 330 may be included.
  • a controller may be included.
  • the function of each component will be described in detail.
  • the first rectifier 310 generates a first voltage by half-wave rectifying or full-wave rectifying an AC voltage (Vac, hereinafter referred to as an “input voltage”) input from the outside.
  • the input voltage Vac may have a size of greater than or equal to 90 Vac and less than or equal to 260 Vac.
  • the input AC voltage may be a commercial AC voltage having a size of 110 Vac or 220 Vac.
  • the first rectifier 310 is connected to an external power source as shown in FIG. 4, and four switching elements SR1, SR2, SR3, SR4 connected in the form of a full bridge. ) May be included.
  • each of the four switching elements SR1, SR2, SR3, and SR4 included in the first rectifier 310 may include one transistor (eg, a MOSFET) and an input terminal of the transistor.
  • the diode may be connected to a second conductive electrode (eg, a drain terminal), and an output terminal may be connected to a first conductive electrode (eg, a source terminal) of the transistor.
  • a MOSFET is used as the transistor, bidirectional operation of the charging device 300 for an electric vehicle is facilitated.
  • the four switching elements SR1, SR2, SR3, and SR4 are controlled on / off by the control unit 340 described below.
  • the four switching elements (SR1, SR2, SR3, SR4) included in the first rectifier 310 is controlled on / off according to the phase of the input voltage (Vac).
  • the control unit 340 has the same phase as the input voltage and the same angular frequency by using a single phase lock loop (PLL) using an all pass filter.
  • PLL phase lock loop
  • a sin wave having a ⁇ may be generated and the on / off of the four switching elements SR1, SR2, SR3, and SR4 may be controlled using the sin wave.
  • the capacitor C in and the first converter 320 are sequentially connected to the output terminal of the first rectifier 310.
  • the first converter 320 boosts the first voltage received by full-wave rectification by the first rectifying unit 310 and changes the voltage into a second voltage.
  • the first converter unit 320 may have a configuration of an LLC converter as shown in FIG. 4.
  • the first converter 320 is connected to the first rectifier 310 and connected to the third switch 321 and the third switch 321 to receive the first voltage to perform a boost operation.
  • a second rectifying unit 323 connected to the transformer unit 322 and the transformer unit 322 to rectify the voltage generated as a result of the boosting operation to generate and output a second voltage (first switching unit).
  • a second switching unit is provided in the second converter unit 330 described below).
  • the third switching unit 321 may be connected to two output terminals of the first rectifying unit 310 and may include four switching elements SLp1, SLp2, SLp3, and SLp4 connected in a full bridge form.
  • each of the four switching elements SLp1, SLp2, SLp3, and SLp4 included in the third switching unit 321 includes one transistor (eg, a MOSFET) and an input terminal of the transistor.
  • the diode may be connected to a second conductive electrode of the transistor (eg, a drain terminal), and an output terminal thereof may be connected to the first conductive electrode (eg, a source terminal) of the transistor.
  • a MOSFET is used as the transistor, bidirectional operation of the charging device 300 for an electric vehicle is facilitated.
  • the four switching elements SLp1, SLp2, SLp3, and SLp4 may be periodically turned on / off according to a specific period, which is controlled by the controller 340 described below.
  • the switching element SLp3 and the switching element SLp4 may be simultaneously turned on and off, and the switching element SLp2 and the switching element SLp3 may be simultaneously turned on and off.
  • the time when the switching element SLp1 / switching element SLp4 is turned on and the time when the switching element SLp2 / switching element SLp3 is turned on and the time when the third switching element SL1 and the sixth switching element SL4 are turned on are mutually different from each other. It may not overlap.
  • the transformer unit 322 is connected to the third switching unit 321, and boosts the voltage output from the switching unit 321.
  • the secondary winding number of the transformer unit 322 may be larger than the primary winding number.
  • a capacitor C r and an inductor L r may be connected in series between the third switching unit 321 and the transformer unit 322.
  • the second rectifier 323 is connected to the transformer unit 322 and rectifies the voltage output from the transformer unit 322 to generate and output a second voltage.
  • the second rectifier 323 may include four switching elements SLs1, SLs2, SLs3, and SLs4 connected in a full bridge shape as illustrated in FIG. 4.
  • each of the four switching elements SLs1, SLs2, SLs3, and SLs4 included in the second rectifier 323 includes one transistor (eg, a FET) and an input terminal of the transistor.
  • the diode may be connected to a second conductive electrode (eg, a drain terminal), and an output terminal may be connected to a first conductive electrode (eg, a source terminal) of the transistor.
  • a MOSFET is used as the transistor, bidirectional operation of the charging device 300 for an electric vehicle is facilitated.
  • the four switching elements SLs1, SLs2, SLs3, and SLs4 may also be periodically turned on / off according to a specific period, and the on / off may be controlled by the controller 340.
  • the switching element SLs3 and the switching element SLs4 may be simultaneously turned on and off, and the switching element SLs2 and the switching element SLs3 may be simultaneously turned on and off.
  • a time when the switching element SLs1 / the switching element SLs4 is turned on and a time when the switching element SLs2 / the switching element SLs3 is turned on and the time when the third switching element SL1 and the sixth switching element SL4 are turned on may not overlap.
  • the switching element SLp1 / switching element SLp4 and the switching element SLs1 / switching element SLs4 are simultaneously turned on and off, and the switching element SLp2 / switching element SLp3 and the switching element SLs2 / The switching element SLs3 may be turned on and off at the same time.
  • the first converter unit 320 configured as described above may be operated at a fixed frequency fixed ratio. In this case, since the voltage can be scaled by adjusting only the turn ratio of the transformer, the loss due to soft switching can be reduced, and the size of the transformer can be reduced.
  • an output terminal of the second rectifying unit 323 (that is, an output terminal of the first converter unit 320) is connected to the capacitor CL and the second converter unit 330.
  • the second converter 330 controls the charging current of the battery 350 for the electric vehicle by changing the second voltage to generate and output a third voltage for charging the battery 350 for the electric vehicle.
  • the second converter unit 330 may include a first switching unit 331 and a second switching unit 332 connected in parallel with the output terminal of the first converter unit 320.
  • Each of the switching units 331 and 332 has one end connected to the output terminal of the first converter unit 320, one end connected to the other end of the inductor L1 and L2, and the other end connected to the ground.
  • the first switching elements Sa1 and Sb1, and the second switching elements Sa2 and Sb2, one end of which is connected to the other end of the inductors L1 and L2 and one end of the first switching elements Sa1 and Sb1, may be included.
  • the other ends of the second switching elements Sa2 and Sb2 are connected to each other and are connected to the battery 350 for the electric vehicle.
  • the inductor L1 and the two switching elements Sa1 and Sa2 included in the first switching unit 331 are respectively referred to as “first inductor L1” and “first-first switching element ( Sa1) and “ 1-2 switching element Sa2 " and the inductor L2 and the two switching elements Sb1 and Sb2 included in the second switching unit 332, respectively, “ second inductor L2 " ) ",” 2-1 switching element Sb1 “and” 2-2 switching element Sb2 ".
  • the second converter unit 330 has one end connected to an output terminal of the first converter unit 320, one end connected to the other end of the first inductor L1, and the other end connected to the ground.
  • 1-1 switching element Sa1 one end of which is connected to the other end of the first inductor L1 and one end of the 1-1 switching element Sa1, the second switching element Sa2, and the first converter unit
  • a second inductor L2 connected in parallel with the first inductor L1 based on the output terminal of the 320, and a second-first switching in which one end is connected to the other end of the second inductor L2 and the other end is connected to ground;
  • 2-2 in which one end of the element Sb1 is connected to the other end of the second inductor L2 and one end of the 2-1 switching element Sb1, and the other end thereof is connected to the other end of the 1-2 switching element Sa2.
  • the switching element Sb2 is included.
  • the switching operations of the 1-1 switching element Sa1 and the 2-1 switching element Sb1 are controlled together, and the 1-2 switching element Sa2 and the 2-2 are controlled together.
  • the switching operation of the switching element Sb2 can be controlled together.
  • the controller 340 controls on / off of the switching elements SR1, SR2, SR3, SR4, SLp1, SLp2, SLp3, SLp4, SLs1, SLs2, SLs3, SLs4, Sa1, Sa2, Sb1, and Sb2. do.
  • the controller 340 is four switching elements included in the second converter unit 330 by using a proportional-integral (PI) control method and a pulse width modulation (PWM) control method. On / off of (Sa1, Sa2, Sb1, Sb2) can be controlled.
  • the controller 340 may include a PI controller 341, a multiplier 342, and a PWM controller 343 as shown in FIG. 3.
  • the PI controller 341 receives an absolute value (
  • IO_ref a reference value
  • the PI control value will be referred to as "first control parameter”.
  • of the output current and the reference value IO_ref of the output current may be expressed by Equation 1 below.
  • D o is the first control parameter
  • V L is the voltage at the output terminal of the first converter unit 320
  • T S is the four switching elements Sa1, Sa2, Sb1 included in the second converter unit 330.
  • Sb2) L denotes the inductance of the second converter 330
  • P denotes the power consumed by the second converter 330, respectively.
  • the multiplier 342 performs a multiplication operation between the first control parameter and the second control parameter.
  • the second control parameter is a frequency of the input voltage (Vac), the voltage of the battery 350 for the electric vehicle (that is, the voltage across the capacitor (C b )) and the voltage of the output terminal of the first converter unit 320 (that is, Voltage across the capacitor C L ).
  • These second control parameters may be different from each other depending on the operation direction (forward and reverse) of the battery charging apparatus 300 for an electric vehicle, which will be described in detail below.
  • the PWM controller 343 receives the value of the product of the first control parameter and the second control parameter to generate and output a PWM control value, which is the first-first switching element Sa1 and the first-second switching element Sa2. ), And applied to at least one of the 2-1 switching element Sb1 and the 2-2 switching element Sb2 to control the on / off of the switching element.
  • a value of a product of the first control parameter and the second control parameter is referred to as a "third control parameter”
  • a control value output from the PWM control unit 343 is referred to as a "switching control signal”.
  • the operation direction of the battery charging device 300 for an electric vehicle is divided into forward and reverse directions to turn on / off operations of the four switching elements Sa1, Sa2, Sb1, and Sb2 included in the second converter 330.
  • the operation of the battery charging apparatus 300 for an electric vehicle will be described in more detail.
  • the first-second switching element Sa2 and the second-second switching element Sb2 are turned off, and the first The -1 switching element Sa1 may be controlled on / off by a switching control signal output from the PWM control unit 343, and the 2-1 switching element Sb1 is a switching control output from the PWM control unit 343.
  • On / off may be controlled by a signal delayed by a predetermined phase, and as a result, the second converter 330 may operate as a boost converter.
  • the second control parameter may be expressed as Equation 2 below
  • the third control parameter finally applied to the PWM controller 343 may be expressed as Equation 3 below.
  • HMF is the second control parameter
  • V L is the voltage of the output terminal (that is, both ends of the capacitor CL) of the first converter unit 320
  • V batt is the voltage of the battery 350 for the electric vehicle
  • ⁇ is the input
  • Each frequency of the voltage (Vac) means.
  • sin ⁇ t may be obtained by generating a virtual voltage having a phase difference of 90 degrees with the input voltage Vac by using the all pass filter APF, and passing the virtual voltage through the phase lock circuit PLL.
  • FIG. 5 illustrates signal waveforms of the parameters included in Equation 3
  • FIG. 6 illustrates switching control signals input to the first-first switching element Sa1 and the second-first switching element Sb1.
  • the waveform of the input phase delayed switching control signal and the current flowing through the first inductor L1 and the second inductor L2 is illustrated.
  • a time interval at which the first-first switching element Sa1 and the second-first switching element Sb1 in which the on / off operation is repeated is turned on is a fixed value. It has a value that varies within each switching period according to V L, pk , V batt , and ⁇ .
  • the waveform has a curved shape having a central convex shape.
  • the waveform connecting the peak values has a curved shape with a flat or slightly concave center portion.
  • the switching control signal is adjusted by the HMF described in Equation 2 above, so that the rate of application (i.e., switching at the point where the current of the inductor is high (i.e., the center portion on the graph)
  • the ratio between the time interval at which the device is turned on and the time interval at which the device is turned off is reduced, resulting in an effect of reducing the current peak of the inductor. Accordingly, it is possible to compensate for the distortion generated in the input current, and as a result, it is possible to achieve a high power factor.
  • FIG. 8 illustrates waveforms of an input voltage, a first parameter, a second parameter, a third parameter, and an input current in which current and distortion of an inductor are compensated for.
  • the 1-1st switching element Sa1 and the 2-1th switching element Sb1 are turned off, and the first The -2 switching element Sa2 can be controlled on / off by a switching control signal output from the PWM control unit 343, and the 2-2 switching element Sb2 is a switching output from the PWM control unit 343.
  • the on / off may be controlled by a signal in which the control signal is delayed by a predetermined phase, and as a result, the second converter 330 may operate as a buck converter.
  • the second control parameter may be expressed as Equation 4 below
  • the third control parameter finally applied to the PWM controller 343 may be expressed as Equation 5 below.
  • FIG. 9 illustrates signal waveforms of the parameters included in Equation 5, and in FIG. 10, the switching control signal and the second-2 switching element Sb2 input to the 1-2 switching element Sa2 are illustrated.
  • the waveform of the input phase delayed switching control signal and the current flowing through the first inductor L1 and the second inductor L2 is illustrated.
  • the first-second switching element Sa2 and the second-second switching element Sb2 having the on / off operation repeated are turned on.
  • the time interval is not a fixed value and has a value that changes within each switching period according to V L, pk , V batt , and ⁇ .
  • the switching control signal is adjusted by the HMF described in Equation 5 above, whereby the rate of application at the point where the current of the inductor is high (ie, the center portion on the graph) is increased.
  • the second converter unit 330 operates as a buck converter, a compensation effect of distortion generated in the input current is generated similarly to that described in the operation in the forward direction.
  • FIG 11 illustrates an example of on / off of each switching element included in the charging device 300 for an electric vehicle.
  • the battery charging device 300 for an electric vehicle can compensate for distortion generated in an input current, and thus does not need to use a high capacity electrolytic capacitor to compensate for luctuating power.
  • the use of a capacitor eliminates only high frequency ripple, reducing the size and extending the lifespan.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Dc-Dc Converters (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

Cette invention concerne un dispositif de charge de batterie à fonctionnement bidirectionnel pour un véhicule électrique. Ledit dispositif de charge de batterie pour véhicule électrique comprend : une unité de redressement conçue pour convertir une tension d'entrée en une première tension en redressant la tension d'entrée ; une première unité de conversion conçue pour convertir la première tension en une deuxième tension en survoltant la première tension ; et une seconde unité de conversion pour convertir la deuxième tension de manière à générer et fournir en sortie une troisième tension pour charger une batterie pour le véhicule électrique. La seconde unité de conversion comprend une première et une seconde unité de commutation montées en dérivation à une extrémité de sortie de la première unité de conversion. Chacune des unités de commutation comprend : une bobine d'induction dont une extrémité est reliée à l'extrémité de sortie de la première unité de conversion ; un premier élément de commutation dont une extrémité est reliée à l'autre extrémité de la bobine d'induction et dont l'autre extrémité est reliée à la masse ; et un second élément de commutation dont une extrémité est reliée à l'autre extrémité de la bobine d'induction et à la première extrémité du premier élément de commutation.
PCT/KR2013/005946 2012-11-01 2013-07-04 Dispositif de charge de batterie à fonctionnement bidirectionnel pour véhicule électrique Ceased WO2014069743A1 (fr)

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DE102019217450A1 (de) * 2019-11-12 2021-05-12 Siemens Aktiengesellschaft Ladestation und Verfahren zum Laden eines Verbrauchers mit Lastverteilung

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