CN104512271B - 电动汽车的蓄电器的充电 - Google Patents

电动汽车的蓄电器的充电 Download PDF

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CN104512271B
CN104512271B CN201410504851.XA CN201410504851A CN104512271B CN 104512271 B CN104512271 B CN 104512271B CN 201410504851 A CN201410504851 A CN 201410504851A CN 104512271 B CN104512271 B CN 104512271B
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曼努埃尔·布卢姆
托马斯·科马
米丽娅姆·曼特尔
莫妮卡·波博尔
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Abstract

本发明涉及一种带有具有电机的驱动设备的能电驱动的车辆(30)，带有蓄电器，该蓄电器连接在电机上，并且带有连接在蓄电器上的、借助磁交变场(22)进行无线能量传输的充电装置(46)，为此所述充电装置(46)具有电子的、与磁交变场(22)相互作用的线圈(32)，其特征在于，所述电子线圈(32)连接在能调节的补偿电路(42)上。

Description

电动汽车的蓄电器的充电
技术领域
本发明涉及一种带有具有电机的驱动设备的能电驱动的车辆，带有蓄电器，该蓄电器连接在电机上，并且带有连接在蓄电器上的、借助磁交变场进行无线能量传输的充电装置，为此充电装置具有电子的、与磁交变场相互作用的线圈。此外本发明涉及用于运行能电驱动的车辆的充电装置的方法，能电驱动的车辆带有具有电机的驱动设备和连接在所述电机上的蓄电器，其中充电装置借助与磁交变场相互作用的电子线圈接收由所述磁交变场提供的能量并且将能量以电能的形式输送给所述蓄电器。最后本发明涉及一种包括充电装置的计算单元的程序的计算机程序产品。
背景技术
具有用于借助磁交变场无线地传输能量的充电装置的类型相关的车辆在原理上是已知的，使得为此不需要单独的、参考文献方面的证据。可电驱动的车辆具有充电装置，借助所述充电装置能够为可电驱动的车辆输送能量，为了实施符合规定的运行、即形式运行，所述能量优选存储在车辆的蓄能器中。能量通常借助于充电站来提供，所述充电站就其而言连接到电源上、例如连接到公共的电网上、连接到发电机上、连接到电池和/或类似物上。充电站在吸收电源的电能的情况下产生磁交变场。车辆的充电装置检测磁交变场，提取该能量并且在车辆侧提供电能，尤其是以便对车辆的蓄电器和/或驱动设备的电极提供电能。
用于从充电站到车辆的充电装置输送能量的可行性在于：借助于车辆和充电站之间的线缆建立作为能量技术上的耦合的电连接。此外已知的是：根据另一可行性，建立能量技术上的无线耦合，所述能量技术上的无线耦合避免借助于线缆进行高成本的机械联接。为了该目的，在充电站侧和在车辆侧通常分别设有线圈电路，所述线圈电路在充电过程期间基本上彼此相对置地设置并且利用磁交变场实现能量耦合。这种装置例如从KR10 2012 0 016 521 A中已知。
在借助于磁交变场传输能量的系统中也提出电感性的能量传输装置，通过变化间距和/或偏移部分显著地改变所参与的线圈电路的电感。在已知的系统中，这引起工作频率的显著变化，即磁交变场的频率。如果线圈电路的参数在比较值之上变化，那么这引起效率降低，使得不再能够传输预设的额定功率。
能够执行调整工作频率的可能性基于使用电感二极管，以便能够实现频率调谐。例如为了对电车辆的蓄能器进行充电，这种类型的频率调谐在用于电感性的能量传输的系统中的应用是耗费的。仅能够实现小的调谐范围。此外，由于在符合规定的运行中出现的电压和要传输的功率而需要电感性二极管的串联和并联电路。为了能够抵消工作频率的在符合规定的运行中出现的变化需要相应高的电路耗费。
电感性的能量传输装置具有下述缺陷：可传输的功率和效率与充电站和可电驱动的车辆以及偏移范围之间的空气间隙相关。因此，在预设的系统设计中，仅能够在窄的空气间隙范围以及窄的负载和偏移范围之内实现令人满意的符合规定的运行。传输功率在那里仅还能够通过改变工作频率来调节。然而，该解决方法由于标准范围和预设而仅能够以极其受限的方式使用。
发明内容
因此本发明的目的为，给出一种能电驱动的车辆及一种用于运行能电驱动的车辆的充电装置的方法，通过它们可以减少上述问题。
就本发明而言，电感性的能量传输装置或者无线能量耦合实现用于传输能量的耦合，这实现：从能量源到能量汇点的单向的能量传递。能量源例如能够是公共电网、发电机、太阳能电池、燃料电池、电池、它们的组合和/或等等。能量汇点例如能够是可电驱动的车辆的驱动设备、尤其是驱动设备的电机和/或驱动设备的蓄电器、例如蓄电池等。但是也能够设有双向的能量传输装置，即，交替地沿两个方向进行能量传输。此外，应当将能量传输到可电驱动的车辆上的充电站用于该目的，为了该目的，所述车辆从能量源中得到电能，所述车辆电连接到所述能量源上。
就本发明而言，电感性的能量传输装置或者无线能量耦合表示：在充电站和可电驱动的车辆之间不需要设置用于建立电耦合的机械连接。特别地，能够避免借助于线缆连接电连接。代替于此，基本上单独地由于能量场、优选磁交变场进行能量耦合。
因此，充电站构建成，产生相应的能量场、尤其是磁交变场。在车辆侧，相应地提出：能够检测这种能量场或者磁交变场并且从中获取用于可电驱动的车辆的符合规定的运行的能量。借助于车辆的充电装置，将借助于能量场、尤其是磁交变场输送的能量转换成电能，该电能然后优选能够存储在车辆的蓄能器中以符合规定地运行。此外，能量也能够直接地输送给车辆的驱动设备的电极。因此，能量耦合基本上用于能量的传输并且首先用于传输信息。与此相应地，以与无线通信连接不同的方式将用于执行本发明的机构设计用于相应高的功率产量。
用于尤其借助磁交变场进行无线能量耦合的主要元件是线圈电流，所述线圈电路包括至少一个电子线圈、偶尔也包括多个电子线圈，所述电子线圈在车辆侧由能量场、尤其在磁交变场中的磁流作为能量场来流过，并且在其相应的接口处提供电能。相应地，在充电站侧对线圈电路电施加交流电流，使得线圈电路借助于其一个或多个线圈提供磁交变场，借助于所述磁交变场能够示出能量。经由磁交变场在充电过程期间将充电站的线圈电路与可电驱动的车辆的线圈电路耦合。
通常，线圈具有带有多匝电导体的绕组，其中绕组通常包围或围住经常通过铁氧体形成的铁磁体。借助于铁磁体能够以期望的方式引导磁流，使得由于充电站的线圈电路和可电驱动的车辆之间的磁交变场而能够加强能量耦合的效率。
电子线圈的形成匝的电导体通常构成为所谓的高频绞合线，这就是说，所述电导体由多个彼此电绝缘的单独导体或者线组成，所述单独导体或者线相应地以形成导体的方式组合。由此实现：在如本发明中的频率应用中降低或基本上避免趋肤效应。为了能够改进将电流尽可能均匀地分布到高频绞合线的各个线上，通常还将单独线捻合。捻合也能够包括：由特定数量的单独线形成束，所述单独线本身自动地捻合，并且其中形成电导体的所述束同样被捻合。
本发明的一个重要方面在于，对于此类电路布置中线圈电路和/或补偿电路可以根据无线能量传输的耦合度进行调节。这例如通过控制单元实现，优选地所述电路布置包括该控制单元。为此线圈电路的至少一个电子线圈或补偿电路的至少一个无源电子蓄能器被设计为可调节的。举例来说电子线圈由一个具有多个电子线圈的串联电路构成，可以根据需要激活这些电子线圈。同样可以对补偿电路的无源电子蓄能器作如下设置，即它可以是能变化地调节的，例如能机械调节的无源电子蓄能器。通过这种方法可以实现，根据工作频率实现精细分级的频率调谐。在能电驱动的车辆或充电站中应用本发明可以实现对感应式能量传输系统的初级和次级侧的振荡回路的精细分级的频率调谐。本发明可以允许，在较大间距或空气间隙或它们中的和/或相应的偏移公差的变化下实现相应的调节。由此可以使工作频率的改变最小化，因此可以减少开头所述的缺陷。事实表明在将蓄电池用作能电驱动的车辆在作为充电站的加电站进行充电时的蓄能器是特别优选的。本发明允许，即使车辆相对加电站的位置不恰当时也可以可靠地工作，尤其是可以实现高效并且高功率的充电工作。不管是在加电站侧还是车辆侧，可调性借助线圈电路也利用补偿电路实现了总系统适配，可调性也允许在不恰当的边界条件下的可靠并且高效的充电。
能量技术上的无线耦合的耦合度例如可以借助适当的电路，尤其是控制单元测定。为此控制单元可以在充电站侧测定，相对于最大可能的有效功率来说充电站侧输出多少有效功率。相应地当然可以在车辆侧设置，相对于最大可能的有效功率分量测定有效功率的分量，从而测定效率。除此之外当然也可以在两种情况下将无功功率考虑进来，只要它与效率的测定相关。此外可以作如下设置，即在充电站与车辆进行能量技术上的耦合的情况下向每个其他位置传递与所传输的功率和效率相关的信息。这样得到总的效率和调节线圈电路和补偿电路的可能性方法。当然也可以仅仅以所测定的值为基础对补偿电路和线圈电路进行调节。
线圈电路包括至少一个电子线圈。除此之外它还可以包括多个，彼此串联和/或并联连接的电子线圈。因此可以作如下设置，即线圈电路具有由空间上相邻的线圈组成的布置，可以根据耦合度分别可选地激活这些线圈。
特别地从车辆角度本发明提出，电子线圈连接在能调节的补偿电路上。当然原则上也可以在充电站侧设置这样一种可调节性，只要此处设有相应的补偿电路。
通过这种方法不仅可以影响可传输的功率，而且还可以影响效率并且实现能电驱动的车辆的可靠的预定充电工作，尤其是在适当的充电站上。在预定的窄频段内始终在较高的、尤其是最大功率和较高的效率下产生对偏移的空气间隙和负载的影响。
因此从方法角度本发明提出，借助连接在电子线圈上的可调补偿电路对充电装置进行调节，通过下述步骤执行：
-借助补偿电路的、与电子线圈串联连接的能调节的第一电容器调节借助磁交变场传输到充电装置功率，以及
-借助补偿电路的、与由电子线圈和第一电容器构成的串联电路并联连接的能调节的第二电容器与所传输的功率相关地调节效率。
本发明允许，当充电站与能电驱动的车辆之间具有较大间距或空气间隙或它们中的和/或相应偏移公差的变化下实现相应的匹配。由此可以将工作频率的改变最小化，因此可以减少开头所述的缺陷。
事实表明在将蓄电池用作能电驱动的车辆在作为充电站的加电站进行充电时的蓄能器是特别优选的。本发明允许，即使车辆相对加电站的位置不恰当时也可以进行充电，尤其是可以实现高效并且高功率的充电。不管是在加电站侧还是车辆侧，可调性通过补偿电路实现了总系统适配，可调性也允许在不恰当的边界条件下的可靠并且高效的充电。这也可以由能调节的补偿电路实现。
充电站和能电驱动的车辆之间的耦合度例如可以借助适当的电路，尤其是控制单元测定。为此在车辆侧可以设置，相对于最大可能的有效功率分量测定有效功率的分量，从而测定效率。除此之外当然也可以在两种情况下将无功功率考虑进来，只要它与效率的测定相关。
线圈电路包括至少一个电子线圈。除此之外它还可以包括多个，彼此串联和/或并联连接的电子线圈。因此可以作如下设置，即线圈电路具有多个空间上相邻的线圈组成的布置，可以根据耦合度分别可选地或至少部分一起地激活这些线圈。由此可以实现对车辆相对于充电站的偏移的变化的平衡。
补偿电路至少可以具有一个无源电子蓄能器，其例如以串联电路、并联电路或以其组合的形式相连接。无源电子蓄能器优选的是电容器、例如薄膜电容器，又或是优选地设计用于交流电压运行的陶瓷电容器。补偿电路还可以包括两个或多个无源电子蓄能器，其可以如线圈电路中一样以串联电路、并联电路或以其组合的形式相连接。此外，当存在多于一个的无源电子蓄能器时，当然也存在可能性，即形成电子网络、例如以π-滤波器或T-滤波器的形式。还可以设置其他的电路拓扑结构。由此实现了，可以扩展尽可能恒定的工作频率范围或尽可能高的效率范围。优选地将蓄能器设置为能调节的。该蓄能器也可以由多个独立的子蓄能器构成，可以通过例如一个开关元件有选择地和根据需求激活它们。由此可以构建多件式的无源电子蓄能器。当然也可以通过相应的开关元件去激活多件式的无源蓄能器中的一个相应组件。
可以按上述讨论设计所述开关元件。优选地所述控制元件是可控的，尤其是可以借助控制单元控制的。
根据优选方案开关元件通过半导体开关元件或由具有多个半导体开关元件的开关单元构成。如上所讨论的，半导体开关元件可以是晶体管、晶闸管或诸如此类的。开关单元优选地由至少两个半导体开关元件构成，这些半导体开关元件以适当的方式连接而实现预定功能。例如可以设置为晶闸管的并联电路，它们相对于其导通方向反向地并联连接，也就是反并联连接。作为替代地除了这种并联电路也可以应用双向开关三极管(TRIAC)，与单个晶闸管不同，它可以实现沿两个电流方向的可控开关。
根据本发明的另一方面提出，补偿电路具有以串联或并联电路形式与电子线圈相连接的可调电容器。由此可以实现，通过可低成本生产的组件实现对所传输的功率和/或效率的影响。
当补偿电路具有用于构成串联电路的、与电子线圈相连接的能调节的第一电容器和以并联电路方式与由电子线圈和第一电容器构成的串联电路相连接的、能调节的第二电容器时，被证明是特别有利的。由此可以实现，同时实现对所传输的功率和对功率传输的效率的影响。可以以期望的方式同样对两个值进行优化，因此可以通过充电装置实现优化的充电。
依据另一方面车辆具有用于根据借助由磁交变场传输的功率和/或能量传输的效率来调节补偿电路的控制装置。因此该控制装置可以用于，通过对能调节的补偿电路的影响得到尽可能优化的，优选是预定的运行状况。该控制装置可以是例如充电装置的组成部分。它也可以由硬件电路、模拟或数字计算单元，尤其是基于至少一个运算放大器、其组合或诸如此类的构成。
为了实现对预定运行的优化，除此之外可以从方法角度作如下设置，即交替地重复两个调节步骤。这样在尽可能高的效率下可以迭代地实现尽可能高的功率传输。同时本发明利用下述特性，即第一电容器优选地影响可传输的功率，相反第二电容器优选地对效率有影响。
依据一个优化方案提出，一直重复调节步骤，直至实现效率的最大值或传输功率的预定比较值。由此可以实现，在实现预定的条件后结束调节过程。效率的最大值可以由此给出，即即使再进行调节效率也不会再提高。接着在该工作状态下达到可能实现的最大效率。作为替代地也可以将传输的功率的预定比较值考虑进来，从而结束重复的调节过程。该所预定的比较值可以与提供多少用于能电驱动的车辆的蓄电器所期望的充电的时间有关。除此之外所述比较值当然也可以与其他的参数相关，例如充电装置、能电驱动的车辆的蓄电器和/或诸如此类的可能实现的最大功率。
当然也可以设置组合形式，在该组合下相对于达到传输功率的预定比较值而言，效率达到最大值首先会导致调节步骤的重复结束。该结构方案考虑了以下情况，在这种情况下传输功率的预定比较值无法达到。在这种情况下在充电过程中调节步骤会一直重复。为了避免这种情况，可以将效率达到最大值作为结束的标准。
相应地本发明也涉及一种这种类型的计算机程序产品，其中当程序由控制装置的计算单元执行时，该产品具有执行以本发明为依据的方法的程序代码段。所述计算机程序产品可以被构造为计算机可读的存储介质。除此之外该程序可以被直接加载至计算单元的内部存储器内。因此可以实现，从数据源，例如服务器的网络中下载该程序并且加载至计算单元的内部存储器内，因此计算机可以执行该程序。
优选地该计算机程序包括计算机可读的介质，程序代码段被存储在该介质内。这种计算机可读的介质可以是例如内存块、光盘、U盘或诸如此类的。
附图说明
其他优点和特征由下述实施例的说明及附图给出。在附图中相同的组件和功能由相同的标注表示。
附图示意了：
图1是带有充电站及能电驱动的车辆的无线感应式能量传输路径的原理框图，
图2是用于调节补偿电路的、能电驱动的车辆的控制装置的计算单元的流程示意图，
图3以示意图示出三维图表，其通过一个面表示传输功率与补偿电路的第一和第二电容器的关联性，以及
图4是带有功率传输的效率与根据图1的补偿电路的第一和第二电容器的关联性的示意性图表的三维图表。
具体实施方式
图1示意了以加电站10作为充电站而对能电驱动的车辆30进行充电的原理框图。图1中以虚线表示的垂直的中线表示加电站侧和车辆侧元件的分界。
图1所示的原理框图仅表示出加电站10和连接在上面的能电驱动的车辆30的对基本原理起作用的元件。因此左边的半个图示示意了，被归入到加电站10的元件，相反右边的半个图示示意了车辆侧的元件。
图1中左侧的加电站10包括一个能量源12，该能量源连接在补偿电网26上。能量源不一定是电充电站10的必要的组成部分，而可以是一个外部装置，这里它与电充电站10的端口相连接。补偿电网26与线圈电路28相连接。能量源12通过交变电压传输电能，该电能通过补偿电网26被输送至线圈电路28。线圈电路28由在图1中被标注为R1的电阻18和在图1被标注为L1的线圈20组成的串联电路构成。电阻18概括表示了加电站侧的损耗。由于加载了交变电压及由其给出的电流量线圈20产生磁交变场22，该磁交变场的作用在于实现无线能量耦合，亦即，能量的感应式传输。
补偿电路26包括电容器16，该电容器在图1中被标注为C1，并且以串联方式与线圈电路28相连接。第二电容器14与上述串联电路并联地连接，该第二电容器14在图1中被标注为Cp1。补偿电网26的作用在于实现能量源12与线圈电路28的匹配，因此可以产生尽可能良好的磁场22。
在车辆侧设置充电装置46，它与在图1被标注为RL的耗电器40，相连接。该耗电器40概括了由充电装置46提供电能的用户，例如作为蓄电器的蓄电池和能电驱动的车辆30的未示意出的驱动设备的电机。
充电装置46包括一个线圈电路44，该线圈电路包括一个由线圈32和在图1中被标注为R2的电阻34构成的串联电路。电阻32代表损耗。磁场22穿流过线圈32并且形成相应的交变电压，该交变电压是由一个与线圈电路44相连接的补偿电网42提供给用户40的。未示意出的是，对由线圈32产生的交变电压进行相应的调节，使之适用于用户的预定运行。为此可以进行整流。
补偿电网42包括第一电容器36，该电容器在图1中被标注为C2。该第一电容器36的容量是能调节的并且以串联方式与线圈电路44相连接。此外补偿电路42包括第二电容器38，该第二电容器在图1中被标注为Cp2。该第二电容器38以并联方式与上述串联电路相连接。第二电容器38同样也被设置为能调节的。
第一和第二电容器36，38被构造为多件式，其中其每个电容器组件可以通过未示意出的开关元件激活或去激活。这样第一和第二电容器36，38的容量是能调节的。充电装置46的作用在于通过磁交变场22实现能量的无线传输。相应地补偿电路42是能调节的。
用于驱动能电驱动的车辆的充电装置46的方法利用由磁交变场22提供的能量，为此通过与磁交变场22相互作用作用的电子线圈34接收由磁交变场22提供的能量并且以电能形式传输给耗电器40。
图2示意了执行以本发明为依据的方法的流程示意图。方法流程从开始50开始。充电装置42的未示意出的控制装置在步骤52中将补偿电路42的电容器36调制可能实现的最大值。同时将第二电容器38调至其可能实现的最小值。除此之外给出一个大约为3.3千瓦的功率比较值Psoll并且将效率的初始值设为零。
在步骤52中执行这些调节后在步骤54中将实际测量的功率与功率比较值Psoll相比较。如果实际测量的功率未达到比较值Psoll，则步骤56继续执行该方法，通过将第一电容器36降低一个预定量，例如多件式电容器的一部分。接着该方法从步骤54继续执行。只要达到了比较值Psoll，方法则从步骤58继续执行。
在步骤58中执行对所测定的效率的比较。效率可以通过例如控制装置的未示意出的计算单元测定。同时方法以初始效率百分之0开始。在步骤58中将新测定的效率与截止当前的效率相比较。如果新的效率Nneu小于截止当前的效率Nalt则从步骤60继续执行该方法并且将第二电容器38的容量值提高一个分值。由此可以测定新的效率并且将目前新测定的效率重新定义为截止当前的效率。由此在重新执行步骤58中的比较操作。这种循环不断重复，直至新的效率Nneu大于或等于截止目前的效率Nalt。只要上述条件实现，方法流程则出现分支步骤62，在该步骤中将第二电容器38的容量值降低预定的分值。接着以测定当前功率并且在步骤54中的比较操作继续执行该方法。
在本发明中未规定，方法流程的结束。然而也可以给出结束标准，这些标准规定了方法执行的结束。
图3和4示意了功率和效率与第一和第二电容器36，38的依赖关系。
图3示意了具有作为图表76的面的示意图的三维图表。第二电容器38的容量集中在第一轴线72上，并且第一电容器36的容量集中在第二轴线74上。垂直的第三轴线上表示以W为单位的初始功率。
第一和第二电容器36，38在轴线72，74上的值仅是示例性的，从而对本发明进行阐述。
图4示意了与图3同类的三维图表，其中第一和第二轴线72，74如图3所示，亦即，与之相对应地。垂直轴线80单独表示效率N的值。
前面对实施实例的说明仅对本发明进行阐述并不对本发明具有限制。显而易见可以由专业人员根据需求推演相应的改进方案，而不偏离核心思想。
当然也可以根据需求任意对每个特征进行组合。除此之外当然可以由相应的方法步骤给出装置特征并且反之亦然。

Claims (6)

1.一种带有具有电机的驱动设备的能电驱动的车辆(30)，带有蓄电器，所述蓄电器连接在所述电机上，并且所述能电驱动的车辆带有连接在所述蓄电器上的、通过磁交变场(22)进行无线的能量传输的充电装置(46)，为此所述充电装置(46)具有电子的、与所述磁交变场(22)相互作用的线圈(32)，
其特征在于，所述电子线圈(32)连接在能调节的补偿电路(42)上，所述车辆具有控制装置，用于根据借助所述磁交变场(22)传输的功率和/或根据所述能量传输的效率调整所述补偿电路。
2.根据权利要求1所述的车辆，其特征在于，所述补偿电路(42)具有以串联或并联电路的形式连接在所述电子线圈上的、能调节的电容器(36，38)。
3.根据权利要求1所述的车辆，其特征在于，所述补偿电路(42)具有连接在所述电子线圈(32)上的、能调节的第一电容器(36)，用于构成串联电路，以及以并联电路的方式连接在由所述电子线圈(32)和所述第一电容器(36)所构成的所述串联电路上的、能调节的第二电容器(38)。
4.一种用于运行能电驱动的车辆(30)的充电装置(46)的方法，所述能电驱动的车辆带有具有电机的驱动设备和连接在所述电机上的蓄电器，其中所述充电装置(46)借助与磁交变场(22)相互作用的电子线圈(32)接收由所述磁交变场(22)提供的能量并且将所述能量以电能的形式输送给所述蓄电器，
其特征在于，所述充电装置(46)借助连接在所述电子线圈(32)上的能调节的补偿电路(42)来调节，通过以下步骤执行：
借助所述补偿电路(42)的、与所述电子线圈(32)串联连接的能调节的第一电容器(36)调节借助所述磁交变场(22)传输到所述充电装置(46)功率，以及
借助所述补偿电路(42)的、与由所述电子线圈(32)和所述第一电容器(36)构成的串联电路并联连接的能调节的第二电容器(38)与所传输的功率相关地调节效率，
其中，所述车辆具有控制装置，用于根据借助所述磁交变场(22)传输的功率和/或根据所述能量传输的效率调整所述补偿电路。
5.根据权利要求4所述的方法，其特征在于，两个调节的所述步骤以交替的方式重复。
6.根据权利要求5所述的方法，其特征在于，重复调节的所述步骤，直至达到对于效率的最大值或对于传输功率的预定的比较值(Psoll)。
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