CN102387935A - 双向并且无接触地传输功率以便对电动车辆充电 - Google Patents

双向并且无接触地传输功率以便对电动车辆充电 Download PDF

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CN102387935A
CN102387935A CN2010800156221A CN201080015622A CN102387935A CN 102387935 A CN102387935 A CN 102387935A CN 2010800156221 A CN2010800156221 A CN 2010800156221A CN 201080015622 A CN201080015622 A CN 201080015622A CN 102387935 A CN102387935 A CN 102387935A
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vehicle
voltage
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R.柯德斯
G.格里彭特罗格
T.科马
S.尼尔伯克
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Siemens AG
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    • B60L53/24—Using the vehicle's propulsion converter for charging
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    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
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    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
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    • H—ELECTRICITY
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    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
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    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
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Abstract

本发明提出了一种用于无接触地对电动车辆进行充电的装置。在此，将在电动车辆中本来就存在的对电驱动进行馈电的变流器同时用于将能量无接触地传输到车辆。为此，建议对于电感性的能量传输进行谐振的运行。为此通过串联的电容将传输器的漏电感调谐。于是负载电流分别在过零被切换。

Description

双向并且无接触地传输功率以便对电动车辆充电
技术领域
本发明涉及双向并且无接触地传输功率以便对电动车辆充电。
背景技术
通常将电动车辆通过插拔连接器连接到电网或固定的充电整流器。如果要在15分钟之内对20kWh的电池充电(所谓的6C充电)，则预计要大约87kW的充电功率，这在400伏电网中相应于125A的电流。这相当于最大的、商业上可供使用的具有126mm直径和282mm长度的插头。为插入或拔出所需的手工力量为数百牛顿，这使得难以操作。更高的充电功率利用目前可用的插头系统是不可能传输的。此外，插头系统容易脏污，由于腐蚀使接触电阻升高而有相应的过热危险。一种回避该问题的替换方案在于无接触地将能量传输到车辆。
发明内容
本发明要解决的技术问题是，提供一种用于无接触地传输能量以便对电动车辆充电的装置，该装置具有简单的结构。另一个要解决的技术问题是提供一种改进的充电方法，用于电运行的车辆的能量存储装置。
本发明通过一种具有权利要求1的特征的装置解决上述技术问题。另一个解决方案在于具有权利要求7的特征的方法。从属权利要求涉及本发明的优选实施方式。
按照本发明的运行装置用于在电运行的车辆中使用，该车辆具有至少一个电驱动(Elektroantrieb)和至少一个用于利用电能对电驱动馈电的能量存储装置，所述运行装置包括：
-变流器，其在输入侧可与能量存储装置连接，构造为用于将输入侧的直流电压转换为输出侧的单相或多相的交流电压并且用于将输出侧的单相或多相的交流电压转换为输入侧的直流电压，
-线圈装置，用于电感性地传输电能，
-与线圈装置串联设置的用于谐振调谐的电容。
优选地，在变流器输出端设置第一开关装置，用于连接变流器和电驱动，并且在变流器输出端设置第二开关装置，用于连接变流器和线圈装置。
在此，有利地将在电运行的车辆中本来就存在的变流器用于电感性地传输电能和对电池充电。此外合适的是，如果要进行电感性传输，则借助第一开关装置将变流器与车辆发动机分离，并且利用第二开关装置将变流器与用于电感性地传输电能的传输器相连。在其他时候将变流器借助第一开关装置与车辆发动机相连并且利用第二开关装置与传输器分离。
合适地，将用于控制电机的变流器构造为硬连接的变流器电路，其将在两个半导体开关(例如IGBT)或对应的续流二极管之间的半桥内的发动机电流进行换向(kommutieren)。为了降低开关损耗，将这些驱动变流器的开关频率确定在kHz范围内，特别地为大约8至10kHz。由此开关损耗大约为通过电流导线在半导体中导致的损耗。因为电感性的能量传输的可传输的功率在传导电流的组件(铁心磁路、铁氧体等)给定的横截面的情况下与频率成比例，所以应该选择尽可能高的传输频率。优选对于电感性的电能传输使用在20和30kHz之间的频率，其中为了传输电流采用铁氧体。当变流器在与电动机的运行相比大约3倍开关频率的情况下要硬切换大约相同的电流时，则总共发生大约双倍的损耗，这导致功率半导体的热过载。
因此，优选地对于电感性的能量传输给出一个谐振电路，方法是，将线圈装置的漏电感通过串联布置的电容来调谐。由此可以有利地总是在过零切换负载电流。仅必须对线圈装置的磁化电流进行硬换向。合适地，由漏电感和谐振电容器形成的谐振电路通过变流器利用相应于谐振频率的频率的矩形波电压来激励。
谐振电容器可以选择性地设置在传输器的两侧或者仅设置在传输器的一侧上。如果仅使用一个谐振电容器，则可以将该谐振电容器布置在车辆方面或者布置在充电站方面。
进行能量的无接触传输并且包括线圈装置的传输器可以构造为单相的或三相的传输器。
优选地，变流器具有三个半桥，其中的两个在输出侧与第二开关装置相连，而第三个可通过DC-DC转换器与能量存储装置相连。作为替换，变流器具有四个半桥，其中三个在输出侧与第二开关装置相连，而第四个可通过DC-DC转换器与能量存储装置相连。
附图说明
现在根据附图详细解释本发明的优选的但是绝非限制性的实施例。在此示意性地示出了其特征，并且相应的特征用相同的附图标记表示。在此各个附图示出：
图1示出了具有单相的传输器的第一实施变形，
图2示出了具有单相的传输器和单相的变流器的第二实施变形，
图3示出了具有单相的传输器和在电池和变流器之间的DC-DC转换器的第三实施变形，
图4示出了具有三相的传输器和在电池和变流器之间的DC-DC转换器的第四实施变形。
具体实施方式
图1示出了第一总系统10，其由车辆侧的元件12和固定的元件11组成并且包括用于本发明的第一实施例。固定的元件11位于车辆外部，例如当车辆位于充电站时该元件在车辆下面。
车辆侧的元件12包括用于驱动车辆的电动机13、电池14、变流器18、中间电路电容器22、第一开关装置15、第二开关装置16、作为传输器21的车辆侧的部分的线圈装置17和车辆侧的谐振电容器19。
固定的元件11包括整流器23、固定侧的中间电路电容器24和固定侧的变流器25。此外，固定的元件11包括固定侧的谐振电容器20和传输器21的固定侧部分。
为了对车辆的电池14充电，整流器23将供电网的三相的
Figure BDA0000097039570000031
电压转换为直流电压，该电压由固定侧的变流器25转换为合适的交流电压。传输器21确保交流电压到车辆侧的开关电路中的传递(Weitergabe)。为此通过第二开关装置16建立变流器18与传输器21的连接。同时借助第一开关装置15中断在变流器18和电动机13之间的连接。
在第一实施例中，DC中间电路，即，变流器18的中间电路电容器22，在充电过程期间基本上直接与电池14相连。由此，变流器18的中间电路电压电平通过电池14的充电状态来决定。车辆通过无线电或同样通过电感性或电容性的传输将期望的充电功率(其也可以是负的)传输到固定侧的变流器25或其控制装置。后者然后通过跟踪对于其中间电路电压的额定值将功率流(Leistungsfluss)与期望的值匹配。
在第一实施例中，谐振电容器19、20与传输器21这样调谐，使得产生一个25kHz的谐振电路频率。而用于电动机运行的变流器18的开关频率在该例中为10kHz。
图2示出了具有本发明第二实施例的第二总系统30。与第一总系统10不同，车辆侧的变流器31包括两个而不是三个半桥。此外与变流器31的半导体开关并联布置了肖特基二极管32。最后，在第二实施例中在车辆方面没有使用谐振电容器19。
在单向能量传输的情况下，变流器31可以无源地切换，并且并联的肖特基二极管32作为无源的整流器被使用。由此，变流器31的导通损耗降低。由此确保了在变流器31、25的无法同步的情况下对电池14可靠充电运行。该变形既可以利用单相的也可以利用三相的传输器21、73来实现。
为了确保谐振以功率半导体总是在负载电流的过零切换的方式运行，合适地，完全同步地切换两个变流器。这点例如可以利用附加的未被加载的绕组或电流互感器来实现。PLL或数字的实现确保两个变流器18、31、71、25同步。
图3示出了具有对于本发明的第三实施例的第三总系统50。在第三实施例中车辆侧的变流器18具有三个半桥。然而与前面两个实施例不同，在电池14的一个接头和变流器18之间设置了DC-DC转换器51。在第三实施例中，通过匹配两个变流器的DC中间电路的电压，如下地进行功率流的调节：
在单相的传输器21的情况下，在车辆侧和固定侧分别仅需要两个半桥用于控制。在这种情况下，车辆中的第三个半桥被用来将电池14与中间电路通过双向的升降压转换器(Buck-Boost-Konverter)，即DC-DC转换器51连接，其中还需要一个附加的调节器扼流圈。在这种情况下，车辆侧的变流器18的中间电路电压被提高到高于电池14的充电结束电压的电平。然后，通过微小改变在车辆侧的变流器18中的中间电路电压来进行功率流调节，方法是，相应地调节从中间电路到电池14的功率流出。如果较少的功率输出到电池，则中间电路中的电压自动升高，由此在固定侧和车辆方面之间的电压关系改变，这又降低了传输的功率。
图4示出了具有本发明第四实施例的第四总系统70。与前面三个实施例不同，在第四实施例中使用三相的传输器73。在这种情况下，也在车辆方面借助车辆方面的三个谐振电容器74进行调谐。如果使用一个三相的传输器，则在固定侧以及车辆方面都分别需要三个半桥。在这种情况下，在车辆方面设置第四个半桥，其承担DC-DC转换器76的功能并且将电池14与车辆方面的变流器71的中间电路连接。所述第四个半桥可以备选地在正常的行车运行中，也就是当变流器71对永磁激励的同步电机馈电时，作为保护模块使用。

Claims (8)

1.一种在电运行的车辆中使用的运行装置，该车辆具有至少一个电驱动(13)和至少一个用于利用电能对该电驱动(13)馈电的能量存储装置(14)，该运行装置包括：
-变流器(18，31，71)，其能够在输入侧与所述能量存储装置(14)连接，被构造为用于将输入侧的直流电压转换为输出侧的单相或多相的交流电压，并且用于将输出侧的单相或多相的交流电压转换为输入侧的直流电压，
-线圈装置(17)，用于电感性地传输电能，
-与该线圈装置(17)串联设置的用于谐振调谐的电容(19，20)。
2.根据权利要求1所述的运行装置，其中，所述电容(19，20)与所述线圈装置(17，75)被互相调谐，使得产生在15kHz至50kHz的范围中的谐振电路频率。
3.根据权利要求1或2所述的运行装置，具有
-在所述变流器(18，31，71)的输出侧设置的第一开关装置(15)，用于将该变流器(18，31，71)与所述电驱动(13)相连，
-在所述变流器(18，31，71)的输出侧设置的第二开关装置(16)，用于将该变流器(18，31，71)与所述线圈装置(17，75)相连。
4.根据上述权利要求中任一项所述的运行装置，其中，所述变流器(18，31)具有三个半桥，其中的两个在输出侧与所述线圈装置(17)相连。
5.根据权利要求1至3中任一项所述的运行装置，其中，所述变流器(71)具有四个半桥，其中的三个在输出侧与所述线圈装置(75)相连。
6.根据上述权利要求中任一项所述的运行装置，具有在所述能量存储装置(14)和变流器(18，31，71)之间的DC-DC转换器(51，76)，其中，所述DC-DC转换器(51，76)可以包括所述变流器(18，31，71)的部分。
7.一种对电运行的车辆的能量存储装置(14)充电的充电方法，该车辆具有至少一个电驱动(13)，并且其中使用所述能量存储装置(14)用于对所述电驱动(13)馈电，并且其中：
-借助电感性的传输将电能无接触地传输到所述电运行的车辆，
-对于电感性的传输在车辆方面使用变流器(18，31，71)，其在行车运行中用于对所述电动驱动(13)馈电，
-通过使用借助电容(19，20)形成的谐振电路，所述变流器(18，31，71)的半导体开关的切换在负载电流的电流过零进行。
8.根据权利要求7所述的充电方法，其中，使用在所述能量存储装置(14)和变流器(18，31，71)之间的DC-DC转换器(51，76)，其将所述变流器(18，31，71)的中间电路电压提高到一个大于所述能量存储装置(14)的充电结束电压的值。
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