CN103765747A - 用于传输电能的变换器电路和方法 - Google Patents

用于传输电能的变换器电路和方法 Download PDF

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CN103765747A
CN103765747A CN201280041885.9A CN201280041885A CN103765747A CN 103765747 A CN103765747 A CN 103765747A CN 201280041885 A CN201280041885 A CN 201280041885A CN 103765747 A CN103765747 A CN 103765747A
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converter circuit
circuit
voltage
electric energy
electromagnetic transmission
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H.盖尔
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/14—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using DC generators and AC motors
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    • H02M1/10—Arrangements incorporating converting means for enabling loads to be operated at will from different kinds of power supplies, e.g. from ac or dc
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    • 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
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    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B60L2210/46—DC to AC converters with more than three phases
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Abstract

本发明涉及一种用于传输电能、尤其是用于应用在机动车车载电气网络（38、42）中的变换器电路（50），所述变换器电路具有：电磁传输单元（60），所述电磁传输单元具有至少三个电磁传输元件（62、64、66），所述电磁传输元件能够彼此电磁耦合以用于传输电磁能量，其中所述第一电磁传输元件（62）与第一双向变换器电路相连接，所述第一双向变换器电路具有用于连接交流电源和/或交流电阱（54）的第一电压连接极偶（80），其中所述第二电磁传输元件（64）与整流器-变换器电路相连接，所述整流器-变换器电路在输出侧与电蓄能器（88）相连接，并且其中所述第三电磁传输元件（66）与第二双向变换器电路相连接，所述第二双向变换器电路具有用于连接直流电源和/或直流电阱（98）的第二电压极偶（96）；和控制单元（100），所述控制单元与所述第一双向变换器电路、所述第二双向变换器电路以及所述整流器-变换器电路相连接，用于对在所述交流电源和/或交流电阱（54）、所述直流电源和/或直流电阱（98）和/或所述电蓄能器（88）之间的电能交换进行控制。

Description

用于传输电能的变换器电路和方法
技术领域
本发明涉及一种用于借助电磁传输单元来传输电能的变换器电路。
此外，本发明涉及一种用于借助上述类型的变换器电路来传输电能的方法。
最后，本发明涉及一种具有上述类型的、用于传输电能的变换器电路的机动车车载电气网络。
背景技术
在机动车驱动技术的领域中，众所周知，将电机用作驱动装置，并且用高电压电池向该电机供给电能。在此，所述高电压电池通常被配备给高电压车载电气网络，所述高电压车载电气网络具有大于120伏的电压。此外，众所周知，以与高电压车载电气网络并联的方式设置具有12伏特的直流电压的低电压车载电气网络，在该低电压车载电气网络中设置了至少一个低电压供电电池，用于向所述低电压车载电气网络供给电能。
此外，众所周知，通过公共的能量电网向机动车的高伏电池和/或低伏电池供给电能并且由此给相应的电池充电。
由US 2007/0276556 A1公开了电驱动的机动车的一种车载电气网络，其中借助于直流变压器在高电压车载电气网络与低电压车载电气网络之间交换电能。
在已知的系统中不利的是，为车载电气网络中的每一个或者电池中的每一个配备了单独的充电装置，并且不能或者要用提高的技术上的成本来实现在车载电气网络与外部的电能量源之间电能的灵活交换。
发明内容
因此，本发明提供一种用于传输电能、尤其是用于用在机动车车载电气网络中的变换器电路，该变换器电路：具有电磁传输单元，该电磁传输单元则具有至少三个电磁传输元件，所述电磁传输元件能够为了传输电能而电磁地彼此相耦合，其中所述第一电磁传输元件与第一双向变换器电路相连接，该第一双向变换器电路则具有用于连接交流电源和/或交流电阱（54）的第一电压连接极偶（80），其中所述第二电磁传输元件（64）与整流器-变换器电路相连接，所述整流器-变换器电路在输出侧与电蓄能器（88）相连接，并且其中所述第三电磁传输元件（66）与第二双向变换器电路相连接，所述第二双向变换器电路具有用于连接直流电源和/或直流电阱（98）的第二电压极偶（96）；并且具有控制单元，该控制单元与所述第一双向变换器电路、所述第二双向变换器电路并且与所述整流器变换器电路相连接，用于对在所述交流电源和/或交流电阱、所述直流电源和/或直流电阱和/或所述电蓄能器之间的电能的交换进行控制。
此外，按照本发明，因此提供一种用于借助于上述类型的变换器电路来传输电能的方法，其中在所述交流电源和/或交流电阱、所述直流电源和/或直流电阱和/或所述电蓄能器之间交换电能。
最后，本发明因此提供一种具有上述类型的变换器电路的机动车车载电气网络。
通过所述共同的电磁传输单元可以共同利用特定的组件并且节省单独的昂贵的变换器单元，由此可以降低所述机动车的技术上的开销、成本和重量。此外，通过对于所述变换器电路的不同的组件的控制可以设定不同的能通量方向，由此可以在车辆的内部并且与外部的电源之间灵活地实现电能的交换。
特别有利的是，所述第一双向变换器电路具有电子H-桥接电路或者四象限调节器、逆变器以及整流器，其中按能流方向能够在所述逆变器与所述整流器之间转换。
由此，所述电磁传输单元可以与外部的交流电源和/或交流电阱相连接并且将电能从所述外部的源传输给所述电磁传输单元并且从所述电磁传输单元将电能传输给所述外部的能量源。
在此，特别有利的是，所述整流器与无效功率补偿电路相连接。
由此可以降低由所述交流电源和/或交流电阱所取用的无效功率，因为由此整个变换器电路就象电阻负载一样起作用。
此外，特别有利的是，所述第二双向变换器电路具有电子H-桥接电路或者四象限调节器以及直流变压器。
由此，可以以简单的方法双向地将交流电压转换为直流电压并且可以使如此转换的直流电压与所连接的车载电气网络的电压相匹配。
此外，优选的是，所述电磁传输单元构造为变压器并且所述电磁传输元件构造为线圈。
由此可以以简单的方法将电能以任意的方向从所述传输元件之一传输到其它传输元件中的一个或者两个上。
此外，一般优选的是，所述变换器电路构造用于将电功率从所述交流电源和/或交流电阱或者从所述直流电源和/或直流电阱传输到其它两个相应的、连接在所述电磁传输单元上的组件或者所述其它两个组件之一上。
由此可以按需要和可用性将电能从任意的组件传输到一个或者两个其它的组件上，由此一般来说提高了总变换器电路的灵活性。
此外优选的是，所述第一电压极偶与高电压电池相连接并且所述电蓄能器是低电压电池。
由此可以借助于所述变换器电路以简单的方法在所述高电压车载电气网络的高电压电池与所述低电压车载电气网络的低电压电池之间交换电能。
此外，优选的是，所述第一电压极偶与多相逆变器相连接，用于提供多相交流电压。
由此也可以由所述变换器电路向多相负载、例如交流电机供给电能，并且此外可以实现较高的部分负载效率。
此外优选的是，所述第一双向变换器电路和/或所述第二双向变换器电路构造为谐振变换器。
由此可以提高相应的变换器电路的效率。
此外，对于按照本发明的机动车-车载电气网络来说特别有利的是，所述控制单元通过机动车-车载电网与所述变换器相连接。
由此，可以降低具有相应的控制电路的敷设电缆的开销并且将所述变换器电路的被操控的组件安装在机动车中的任意的位置上，同时没有提高敷设电缆的开销。
不言而喻，所述按本发明的变换器电路的特征、特性和优点也相应地适用于或者能够运用到所述按本发明的方法上。
附图说明
图1以示意性的形式示出了具有混合驱动系并且具有高电压车载电气网络及低电压车载电气网络的机动车；并且
图2以示意性的形式示出了用于在外部的电压源和/或电压阱与机动车的高电压车载电气网络及低电压车载电气网络之间交换电能的变换器电路。
具体实施方式
在图1中示意性地示出了机动车，并且该机动车整体用10来标注。所述机动车10具有驱动系12，该驱动系在当前的情况中包括用于提供驱动功率的电机14以及内燃机16。所述驱动系12用于驱动车辆10的、被驱动的车轮18L、18R。
所述内燃机16通过曲轴20与电机14连接或者能够连接，其中所述内燃机16和所述电机14将转矩t提供给输出轴22上，所述输出轴以能够调节的转速来旋转。输出轴22与变速器单元24连接或者能够连接，以便将转矩t传输到被驱动的车轮18R、18L上。曲轴20和输出轴22在当前的情况中分别具有离合器26、28，以便使内燃机16与电机14或者将电机14与变速器单元24相连接。
驱动系12可以被布置用于仅借助电机16来驱动车辆10（电动车）。可选地，电机16可以像在当前的情况中一样是混合驱动系12的一部分。
曲轴20借助于离合器26与电机14的转子连接或者能够连接，以便将转速或者转矩传输到电机14上。电机14的转子与输出轴22相连接，以便将转矩t传输到变速器单元24上。转矩t在此通过由内燃机16和电机14提供的各个转矩的总和来构成。
在按电动机方式的运行中，电机14产生驱动力矩，所述驱动力矩例如在加速阶段中辅助内燃机16。在按发电机方式的运行或者再生运行中，所述电机14产生电能，该电能通常供车辆10使用。
通过燃料箱30向所述内燃机16供给燃料。
所述电机14可以构造为单相的或者多相的结构，并且借助于功率电子装置32或者逆变器32来操控并且被供给电能。功率电子装置32与车辆10的能量供给单元34、例如直流电源（例如蓄电池或者电池）34相连接，并且用于将由能量供给单元34提供的电压转换、通常逆变为交流电或者说逆变为一定数目的用于电机14的相位的相电流。能量供给单元34与电池控制器36相连接，该电池控制器构造用于：通过功率电子装置32和能量供给单元34的充电状态来控制对电机14的能量供给。此外，功率电子装置32构造用于：在所述电机14再生运行中通过由电机14产生的电能来给能量供给单元34充电。
能量供给单元34、功率电子装置32以及电池控制器36是机动车10的高电压车载电气网络38的一部分。
此外，机动车10具有低电压供给单元40（例如电池），该低电压供给单元向机动车10的低电压车载电气网络42供给相应的电压。高电压车载电气网络38借助于变换器50与低电压车载电气网络42相连接，用于在两个车载电气网络38、42之间交换电能。
此外，所述变换器50能够借助于连接单元52与外部的能量源和/或能量阱54相连接。这个外部的能量源和/或能量阱优选是公共的交流电网54，所述交流电网可以通过变换器50将电能传输到车载电气网络38、42中，并且可以将电能从车载电气网络38、42传输到交流电网中。由此可以将剩余能量从机动车10中输出，或者可以通过电能量源和/或能量阱来给能量供给单元34、40充电。
作为结果，由此可以在三个能量电网38、40、54之间任意地交换电能。
图2以示意性的形式示出了用于传输电能的变换器50的一种实施方式。
所述变换器50具有电磁传输单元60，该电磁传输单元具有三个电磁传输元件62、64、66。电磁传输元件62、64、66分别通过线圈62、64、66来构成并且优选通过铁芯68彼此电磁地耦合。第一线圈62与电子H-桥接电路70相连接，该H-桥接电路也可以构造为四象限调节器70。H-桥接电路70将直流电压转换为交流电压，并且构造用于朝两个方向传输电能。因此，第一线圈62的H-桥接电路提供交电电压并且可以将线圈62的交流电压转换为直流电压。H-桥接电路70与中间电路电容器72相连接并且向其提供直流电压。所述中间电路电容器能够与逆变器74并且与无效功率补偿电路76相连接，其中按电能的传输方向，中间电路电容器72与逆变器74或者无效功率补偿电路76相连接。此外，无效功率补偿电路76通过整流器78与交流电压极偶80相连接。逆变器74同样与交流电压极偶80连接或者能够连接。
交流电压极偶80在原理上相当于连接单元52并且能够与优选通过公共的交流电网54构成的、外部的电压源和/或电压阱相连接。
如果要将电能从公共的电网54传输到变换器50上或者传输到所连接的组件上，那就借助于整流器78将在交流电端子80上的交流电压转换为直流电压。通过无效功率补偿电路，整个变换器50像欧姆负载起作用，并且无效功率的消耗可以通过这个无效功率补偿电路76得到阻止。无效功率补偿电路76在这种情况下通过中间电路电容器72与H-桥接电路70相连接，用于将直流电压转换为交流电压，所述交流电压被传输到第一线圈62上。因此，电能可以从公共的交流电网54传输到变换器50或者电磁传输单元60上。
如果要将电能从电磁传输单元60传输到公共的电网54上，则使中间电路电容72与无效功率补偿电路76退耦并且使其与逆变器74相连接。逆变器74与交流电压极偶80相连接。在这种情况下，H-桥接电路70将由第一线圈62提供的交流电压转换为直流电压，其中所述直流电压由逆变器74转换为交流电压并且传输到交流电压极偶80上。由此不仅可以输入而且可以输出电能。
第二电磁传输元件64构造为线圈64并且与逆变器82相连接，该逆变器在输出侧通过中间电路电容84和滤波器86与电蓄能器88相连接。整流器82将由第二线圈64提供的交流电压转换为直流电压，并且将直流电压通过中间电路电容器84和滤波器86传输到电蓄能器88上，用于相应地对其进行充电。所述蓄能器88优选构造为低电压电池88并且基本上相当于图1的低电压供给单元40。由于系统原因，可以仅从第二线圈64将电能传输到电蓄能器88上，但是不能沿着相反的方向传输电能。在一种替代的实施方式中，整流器82构造为电子H-桥接电路或者四象限调节器，从而也可以将电能从蓄能器88传输到电磁传输单元60上并且相应地传输到其它的组件上。
第三电磁传输元件66构造为第三线圈66并且与第二电子H-桥接电路90相连接，该H-桥接电路也可以构造为四象限调节器90。在输出侧，H-桥接电路90通过中间电路电容92与直流变压器94相连接。直流变压器94与直流电压极偶96相连接。在直流电压极偶96上连接电蓄能器98，该电蓄能器优选构造为高电压电池98。此外，在直流电压极偶96上可以通过相应的整流器或者相应的功率电子装置、例如功率电子装置32来连接电机14。通过H-桥接电路90和直流变压器94，电能能够从直流电压极偶96传输到第三线圈66上，并且能够沿着相反的方向从第三线圈66传输到直流电压极偶96上。由此电能不仅可以从高电压电池98或者所连接的电机14传输到电磁传输单元60和所连接的组件上，而且可以从电磁传输单元60传输到直流电压极偶96和所连接的高电压电池98或者所连接的电机14上。
此外，变换器50具有控制单元100，该控制单元与逆变器74、无效功率补偿电路76、H-桥接电路70、滤波器86、整流器82、H桥接电路90以及直流变压器94相连接。控制单元100由此能够对变换器50的所有组件进行控制，用于任意地在组件之间交换电能。尤其在第一调节状态中将电能从公共的电网或者外部的交流电源和/或交流电阱54传输到高电压电池98上，用于相应地向其充电。此外，在第二调节状态中将电能从高电压电池98传输到低电压电池88上，用于向其充电。此外，在第三调节状态中将电能从外部的交流电源54和/或交流电阱不仅传输到高电压电池98上而且传输到低电压电池88上，用于向这个蓄能器充电。此外，在第四调节状态中将电能从高电压电池98或者电机14不仅传输到低电压电池88上而且传输到公共的电网54上或者馈入到公共的电网中。此外，在第五调节状态中将电能从高电压电池98传输到公共的电网54上或者馈入到公共的电网54中。
由此，借助于变换器50可以任意地在各个组件之间交换电能。
按本发明的变换器电路10原则上并未局限于三个电磁传输元件62、64、66。在一种实施方式中，所述电磁传输单元60也可以具有更多的传输元件62、64、66，所述传输元件与相应的变换器电路相连接，用于从传输单元60处吸收电能或者向其输送电能。
通过将相应的适配器模块连接到电磁传输单元60或者相应的电压极偶80、96上这种方式，可选地可以在避开多级的、有消耗的逆变器或者中间变换器的情况下将变换器耦合到任意的直流电压源和/或交流电源、例如太阳能设备、燃料电池、快速充电单元或者类似装置上。通过变换器50的相应的设计，交流电压极偶80可以连接到世界范围内的任意电网上。
此外，全部原理也能够套用到多路变换器上，用于获得较高的部分负载效率。相应地，必须对用于控制单元100的控制成本进行调整。原则上，所述线圈62、64、66也可以与谐振变换器相连接，用于相应地提高效率。
所述控制单元100优选通过车辆通信网（LEN、CAN、Flexray或者类似网络）与相应的组件相连接。
可以使用相应高效的、用于系统控制的微型控制器并且同时执行在线调节任务，从而可以以较小的硬件成本来进行总体控制。同样，应该在控制单元侧暂时提供与安全以及复位起动及重新起动有关的、机动车典型的措施。控制单元的电流供应通过车载电气网络来进行，并且对各个半导体开关的、电退耦的操控通过商业上常用的、绝缘的门驱动器来进行。
经过变换器70、82、90或者所连接的线圈62、64、66的部分能流的总和总是小于预定义的、通过系统设计来确定的数值。因此，所述能流的总和总是保持小于所述预定义的最大值。

Claims (12)

1. 用于传输电能、尤其是用于应用在机动车车载电气网络（38、42）中的变换器电路（50），所述变换器电路具有：电磁传输单元（60），所述电磁传输单元具有至少三个电磁传输元件（62、64、66），所述电磁传输元件能够彼此电磁耦合以用于传输电磁能量，其中所述第一电磁传输元件（62）与第一双向变换器电路相连接，所述第一双向变换器电路具有用于连接交流电源和/或交流电阱（54）的第一电压连接极偶（80），其中所述第二电磁传输元件（64）与整流器-变换器电路相连接，所述整流器-变换器电路在输出侧与电蓄能器（88）相连接，并且其中所述第三电磁传输元件（66）与第二双向变换器电路相连接，所述第二双向变换器电路具有用于连接直流电源和/或直流电阱（98）的第二电压极偶（96）；和控制单元（100），所述控制单元与所述第一双向变换器电路、所述第二双向变换器电路以及所述整流器-变换器电路相连接，用于对在所述交流电源和/或交流电阱（54）、所述直流电源和/或直流电阱（98）和/或所述电蓄能器（88）之间的电能交换进行控制。
2. 按权利要求1所述的变换器电路，其中所述第一双向变换器电路具有电子H-桥接电路（70）或者说四象限调节器（70）、逆变器（74）以及整流器（78），其中按能流方向能够在所述逆变器（74）与所述整流器（78）之间转换。
3. 按权利要求2所述的变换器电路，其中所述整流器（78）与无效功率补偿电路（76）相连接。
4. 按权利要求1到3中任一项所述的变换器电路，其中所述第二双向变换器电路具有电子H-桥接电路（90）或者说四象限调节器（90）以及直流变压器（94）。
5. 按权利要求1到4中任一项所述的变换器电路，其中所述电磁传输单元（60）构造为变压器（60），并且所述电磁传输元件（62、64、66）构造为线圈（62、64、66）。
6. 按权利要求1到5中任一项所述的变换器电路，其中所述变换器电路构造用于将电功率从所述交流电源和/或交流电阱（54）或者从所述直流电源和/或直流电阱（98）传输到其它两个相应的、连接在所述电磁传输单元（60）上的组件（54、88、98）或者所述其它两个组件（54、88、98）之一上。
7. 按权利要求1到6中任一项所述的变换器电路，其中所述第二电压极偶（96）与高电压电池（98）相连接，并且其中所述电蓄能器（88）是低电压电池（88）。
8. 按权利要求1到7中任一项所述的变换器电路，其中所述第二电压极偶（96）与多相逆变器相连接，用于提供多相交流电压。
9. 按权利要求1到8中任一项所述的变换器电路，其中所述第一双向变换器电路（70）和/或所述第二双向变换器电路构造为谐振变换器。
10. 用于借助于按权利要求1到9中任一项所述的变换器电路（50）来传输电能的方法，其中在所述交流电源和/或交流电阱（54）、所述直流电源和/或直流电阱（98）和/或所述电蓄能器（88）之间交换电能。
11. 具有按权利要求1到9中任一项所述变换器电路（50）的机动车-车载电气网络（38、42）。
12. 按权利要求11所述的机动车-车载电气网络，其中所述控制单元（100）通过机动车-车载电网与所述变换器电路（70、82、90）相连接。
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