CN101237159A - 用于电动车辆的插入式蓄电池充电用升压器 - Google Patents

用于电动车辆的插入式蓄电池充电用升压器 Download PDF

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CN101237159A
CN101237159A CNA200810006654XA CN200810006654A CN101237159A CN 101237159 A CN101237159 A CN 101237159A CN A200810006654X A CNA200810006654X A CN A200810006654XA CN 200810006654 A CN200810006654 A CN 200810006654A CN 101237159 A CN101237159 A CN 101237159A
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battery
power
output
direct current
converter
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比杰尔·派特尔
菲利普·M·冈萨雷斯
约瑟芬·S·李
威特·Q·陶
约瑟夫·斯坦乃克
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Ford Global Technologies LLC
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Abstract

本发明涉及用于电动车辆的插入式蓄电池充电用升压器。一种为电动车辆上的蓄电池充电的系统，该系统包括可电连接于第一交流电源的第一变换器，其用于将第一电源的交流电转变为第一直流电输出，可电连接于与第一交流电源异相的第二交流电源的第二变换器，其用于将第二电源的交流电转变为第二直流电输出，和电连结于第一直流电输出、第二直流电输出和电池的调整器，其产生具有比第一和第二直流电输出的电压更高的电压的第直流电输出为电池充电。

Description

用于电动车辆的插入式蓄电池充电用升压器
技术领域
本发明的最佳实施例总体上涉及一种为电力驱动机动车辆蓄电池充电的方法和装置，更具体说，涉及一种高电压牵引用蓄电池。
背景技术
混合动力电动车辆装有电机、例如启动发电机或牵引电机，为牵引电机提供电力的蓄电池，制动恢复系统，其包括用于当车辆被车轮刹车减速时恢复车辆动能并将该能量转变为储存在电池中的电流的变换器，和第二动力源、例如内燃机(ICE)或者燃料电池，其用于驱动发动机和/或车轮并产生储存在电池中的电流。
外部动力源、例如公用电网，可以用于在车辆停放时为蓄电池充电。然而，在室内和许多消费场所电流强度被常用的断路器限制在15安培左右。为一个牵引蓄电池完全充电的时间长度是6-8小时左右，这个时间长度对大多数消费者使用来说长得难以接受。因此，当公用电网是充电所用的动力源时，需要缩短充电时间。
电动车辆上设有加热和冷却系统，该系统从牵引蓄电池吸取电力加热和冷却乘客车厢。需要在操作者进入车辆之前自动预热或预冷车辆，同时保持牵引蓄电池完全充电以备在操作者驾驶车辆时使用。最好，操作者可以将蓄电池充电时段设定在非高峰时段，也就是说，此时公用电网有足够的电力容量可用且电费低于需求较高时的电费。
当前，装有燃料电池系统的车辆出现了与低温运行相关的特有问题，包括在长时间的燃料电池启动时段中车辆性能受到限制，蓄电池的有效功率受到限制以及寒冷的乘客车厢。不像装有内燃机的车辆，装有燃料电池系统的车辆在低温下运行中经受过长的加热期，这将限制车辆行驶性能。燃料电池系统用冷却剂的温度来加热乘客车厢的能力有限，因为在车辆发动之后的一段时间冷却剂的温度仍然是低的。
需要一种车载系统，该系统将为高电压电池充电，以用于预热燃料电池系统、例如电池组，和车辆的乘客车厢。
发明内容
实现这些优点并为电动车辆上的蓄电池充电的系统包括可电连接于第一交流电源的第一变换器，其用于将第一交流电源的交流电转变为第一直流电输出，可电连接于与第一交流电源异相的第二交流电源的第二变换器，其用于将第二交流电源的交流电转变为第二直流电输出，和电连结于第一直流电输出、第二直流电输出和电池的调整器，其产生具有比第一和第二直流电输出的电压更高的电压的第三直流电输出为电池充电。
置于车上的电池充电系统能够使用连接于220伏交流电源、例如公用电网所提供的交流电源的一个或两个标准的110伏交流电压引出线和两个专用的交-直流变换器。该系统探测两个110伏交流电源是否同相，并平衡或补偿两个电源的电力使用。
该系统采用电力缓慢提升以防止电源电路中的断路器跳闸。该系统使充电能力加倍，使充电时间长度减少约一半。
该系统和方法在蓄电池充电周期结束时预热和/或预冷车辆乘客车厢，提供一个可调整的延时特征，其可通过将蓄电池充电时段安排到使用费低于高峰时段费用的非高峰时段来优化电力使用。
这个独特的特征有助于升高燃料电池系统、蓄电池和乘客车厢的温度以利于降低低温燃料电池车辆运行的特有局限性。当预热乘客车厢时，该系统使用水-乙二醇(WEG)加热器和其他部件来使车辆处于最佳的有效的状态。该系统提供保护来防止和限制电力使用量。
最佳实施例的应用范围根据以下的详细说明、权利要求和附图将变得显而易见。应该理解，尽管说明和具体的示例表示的是本发明的最佳实施例，但其仅通过示例的方式给出。对于所属技术领域的技术人员来说，对所述实施例和示例的各种改变和修改将变得显而易见。
附图说明
对所属技术领域的技术人员来说，当结合附图考虑时，上述以及其他优点从以下对最佳实施例的详细说明中将会变得显而易见，附图中：
图1为表示混合动力电动车辆上的车辆动力传动系统的部件、附件和充电系统的示图；
图2为用于混合动力电动车辆的充电用升压器系统的示意图；
图3为图2中充电用升压器系统的示意图，其表示交-直流变换器的电路细节和高压降压型稳压器；以及
图4为操作图2中系统的步骤图。
具体实施方式
参照图1，混合动力电动车辆10安装有机电装置12、例如启动发电机或牵引电机；用于为牵引电机12提供电力的高电压(约240-285伏)蓄电池14；用于为车灯、喇叭和其他车辆附件提供电力的低电压(约12伏)工作电池16；制动恢复系统18，其包括用于当车辆被车轮刹车减速时恢复车辆动能并将该能量转变为储存在电池14中的电流的变换器；第二动力源20、例如内燃机或燃料电池，其用于驱动发动机和/或车轮并产生储存在电池14中的电流；用于控制动力传动系统和其他车辆系统的微处理器22；受电机驱动的空气调节压缩机24；由电池14提供电力的电加热器26；以及由电池14提供电力的水-乙二醇加热器28。
现参照图2和3，充电用升压器系统38包括第一壁上插座40，由电源42、例如公用电网为其提供110伏A相交流电，和第二壁上插座44，由电源42为其提供110伏B相交流电，该电压最好是180度异相。通常由公用电网42提供的220伏交流电源可以分离，以提供两个110伏交流电的异相电压电源。这两个110伏交流电压电源40、44总体上设置在车辆10外的一个固定位置处。
设置于电动车辆10上的是一个转换器/升压器系统46。连结于壁上插座40、44的电磁兼容(EMC)输入滤波器48，确保不仅公用电网42而且还有其他装置都不会轻易受到电磁辐射影响，例如车库门开启器因系统46产生的电磁作用而受到不利的影响。
电磁兼容输入滤波器48连结于第一转换器配电板50，该配电板是包含第一电子反相电路52的印刷电路板。同样地，电磁兼容输入滤波器48连结于第二转换器配电板54，该配电板是包含第二电子反相电路56的印刷电路板。电池控制模块60包括微处理器61和车辆控制器局域网(CAN)节点，通过这些节点微处理器经由车辆控制器局域网62与配电板50和54、车辆动力传动控制系统、车辆电动控制系统及车辆电源输入64连通。线路66、68将配电板50和54电连接于直流电输出70，通过该输出电力被提供给车辆电动系统。
A相和B相的110伏交流电输入由线路80、82分别载入到第一和第二电子反相电路52、54的输入端。每个电路52、54的输出84、86都是110伏直流电，其连结于线路88并被载入到高压降压型稳压电路92的输入端90。电池控制模块60通过线路94给位于电路90中的脉宽调制控制器96提供一个低电力脉宽调制控制信号。当车辆转换器46被供给110伏A相和B相交流电时，由电路90产生的输出电压98约为285伏直流电。
如图3所示，输出电压98连接于高压牵引电池14的终端；空气调节发动机/压缩机组100用于在热天预冷车辆10的乘客车厢，为车辆操作者进入车辆做准备；通常位于混合动力电动车辆内的正温度系数热敏电阻(PTC)元件102用于在冷天预热乘客车厢，为车辆操作者进入车辆做准备；水-乙二醇加热系统104的液压泵和加热元件用于在冷天预热乘客车厢，为车辆操作者进入装有燃料电池电源的车辆做准备。
图4表示控制电池充电系统38的方法的步骤。在步骤110中，车辆点火系统熄灭，即其处于切断状态。在步骤112中，当车辆接收到来自电源电路40、44中的一个或两个的120伏交流电信号时，充电系统38被激活。
在步骤114中，车辆操作者能够通过激活位于车辆仪表板上的延时选择器115选择延迟时间段，该选择器连结于微处理器61中的倒计时器。延迟时间段必须在电池充电阶段开始之前终止。更好地，延迟时间段将使得电池14在公用电网处于非高峰时段时充电。
在步骤116中，电池控制模块60开始初始化，其中包括的步骤有：执行开电自检118；蓄电池充电状态(SOC)确认120；漏电检测122以确定和产生指示高压牵引蓄电池电压与120伏交流电电源电路40、44或车辆底盘124是否相连的指示信号；电池充电电路检测126，其通过在A相变换电路52提供频率脉冲测试和感应B相变换电路54的相应脉冲来检查两个变换器52、54与同一电路40、44是否相连。在步骤128中，电池控制模块60产生一个指令信号，该信号引起电力缓慢提升以防止电源电路中的断路器跳闸，因而避免了掉电的情况。在步骤130中，120伏交流电电源输出在电路52和/或54中被整流为120伏直流电。在步骤132中，120伏直流电在电路92被升高到280伏直流电。且在步骤134中，电池控制模块60监控两个输入电路40、44之间的负载平衡以避免A相和B相两相之间阻抗的实质差异。
在步骤136中，当牵引电池14的充电状态达到预定量时，电池充电结束。
在步骤138中，使用正温度系数热敏电阻102或水-乙二醇加热器104预热乘客车厢，或者使用发动机和空气调节压缩机组100使乘客车厢降温。
根据专利法的规定，已对最佳实施方式进行了说明。然而，应该注意到，除了具体图示和说明的实施方式之外的替换实施方式也可实施。

Claims (17)

1.一种为电动车辆上的蓄电池充电的系统，包含：
可电连接于第一交流电源的第一变换器，其用于将第一电源的交流电转变为第一直流电输出；
可电连接于与该第一交流电源异相的第二交流电源的第二变换器，其用于将第二电源的交流电转变为第二直流电输出，以及
电连结于第一直流电输出、第二直流电输出和电池的调整器，其产生具有比第一和第二直流电输出的电压更高的电压的第三直流电输出为电池充电。
2.根据权利要求1所述的系统，其特征在于第一变换器、第二变换器和调整器均设置于车上。
3.根据权利要求1所述的系统，其特征在于还包含：
设置于车内的空气调节压缩机系统；以及
可驱动连接于压缩机并电连结于电池的发动机。
4.根据权利要求1所述的系统，其特征在于还包含：
设置于车内并电连结于电池的电加热元件。
5.根据权利要求1所述的系统，其特征在于还包含：
含有流体并设置于车内的加热系统；以及
可驱动连接于泵用以通过加热系统使该流体循环的发动机。
6.一种为电动车辆上的蓄电池充电的系统，包含：
第一交流电源；
与该第一交流电源异相的第二交流电源；
电连接于第一交流电源的第一变换器，其用于将第一电源的交流电转变为第一直流电输出；
电连接于第二交流电源的第二变换器，其用于将第二电源的交流电转变为第二直流电输出；
电连结于第一直流电输出、第二直流电输出和电池的调整器，其产生具有比第一和第二直流电输出的电压更高的电压的第三直流电输出为电池充电；以及
控制器，其将脉冲施加于第一变换器并确定相应脉冲是否出现在第二变换器上，从而决定第一和第二电源是否连接于同一变换器。
7.根据权利要求6所述的系统，其特征在于还包含人工控制的选择器，用于指示在执行电池充电中所需的延时，其中，控制器进一步安排电池充电的时段，在该时段中系统通过响应对选择器的输入为电池充电。
8.根据权利要求6所述的系统，其特征在于，该控制器还引起电力从充电系统向电池流动的时间速率增加，该速率足够慢以避免电源过载和电源中的断路器断开。
9.根据权利要求6所述的系统，其特征在于，该控制器还监测第一电源负载和第二电源负载的差异程度。
10.根据权利要求6所述的系统，其特征在于，该控制器还监测电池充电状态，并在所述充电状态到达预定量时结束充电。
11.根据权利要求6所述的系统，其特征在于，还包含：
设置于车内的空气调节系统用压缩机；以及
可驱动连接于压缩机并电连结于电池的发动机。
12.根据权利要求6所述的系统，其特征在于，还包含：
设置于车内并电连结于电池的电加热元件。
13.根据权利要求6所述的系统，其特征在于，还包含：
含有流体并设置于车内的加热系统；以及
可驱动连接于泵的发动机，其用于通过加热系统使该流体循环。
14.一种在系统中为电动车辆上的蓄电池充电的方法，该系统包括可电连接于第一交流电源的第一变换器，可电连接于与该第一交流电源异相的第二交流电源的第二变换器，以及电连结于第一直流电输出和第二直流电输出的调整器，该方法包含以下步骤：
用调整器产生具有比第一和第二直流电输出的电压更高的电压的第三直流电输出；
将电池连结于第三直流电输出；以及
使用第三直流电输出提高蓄电池的充电状态。
15.根据权利要求14所述的方法，其特征在于，还包含以下步骤：
使用电池驱动发动机以控制车辆乘客车厢的环境温度，其中该发动机可驱动连接于系统中的空气调节系统。
16.根据权利要求14所述的方法，其特征在于，还包含以下步骤：
使用电池加热设置于车辆乘客车厢内的电加热元件。
17.根据权利要求14所述的方法，其特征在于，还包含以下步骤：
使用蓄电池驱动泵，该泵使流体在车辆乘客车厢内循环。
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