CN106611887A - 用于使车辆电池充电或放电的方法 - Google Patents

用于使车辆电池充电或放电的方法 Download PDF

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CN106611887A
CN106611887A CN201610693349.7A CN201610693349A CN106611887A CN 106611887 A CN106611887 A CN 106611887A CN 201610693349 A CN201610693349 A CN 201610693349A CN 106611887 A CN106611887 A CN 106611887A
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T·克里斯托夫
D·赫克
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Dr Ing HCF Porsche AG
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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
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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
    • B60L2210/00—Converter types
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Abstract

本发明提出一种用于借助于多相变压器、尤其借助于直流变压器使车辆电池充电和/或放电的方法，其中通过该多相变压器将输入电压转变为输出电压，其中该多相变压器以固定设定的变压比来运行，并且该输入电压是变化的以便适配该输出电压。

Description

用于使车辆电池充电或放电的方法
技术领域
本发明涉及一种用于使车辆电池充电或放电的方法。
背景技术
充分已知的是使用车辆电池来为电动机或其他车辆部件供电。尤其在以电动机驱动的车辆的情况下，在此通常必须对车辆电池充电，多数情况下是借助于对应的外部充电站。在此必须的是，用于充电的电压具有特定设定值并且高于车辆电池的电压。在此在充电站与车辆电池之间出现的电压差限定了电流并且因此限定了充电过程的充电速度。
从现有技术中已知多种方法，其中变压器一方面用于将输入电压转变为与输入电压相比升高的输出电压，以便将这种升高的输出电压提供给车辆电池，并且另一方面用于通过改变变压比来确保适配于由车辆电池所需的电压。在此背景下，通常使用滤波器以便抵消不希望的影响。
发明内容
本发明的目的是提供一种方法，通过该方法来改善车辆电池的充电或放电。在此背景下，将尤其希望的是，在重量和安装空间方面优化用于转变电压的装置。
本发明的目的是通过借助于多相变压器、尤其借助于直流变压器来使车辆电池充电和/或放电的方法来实现的，其中通过该多相变压器将输入电压转变为输出电压，其中该多相变压器以固定设定的变压比来运行，并且该输入电压是变化的以便适配该输出电压。
与现有技术相比，根据需要通过改变输入电压来适配输出电压，其结果是不再必须使多相变压器在其效率优化的工作范围之外运行。作为结果，可以有利地省去额外的滤波器，这些额外的滤波器旨在如果变压器运行在其效率优化工作点之外则抵消不希望的影响，其结果是，多相变压器可以被配置成使得其与这种具有滤波器的变压器相比需要更少的安装空间并且重量更轻。具体地，效率优化的工作范围在此被理解为波纹电流在其中消失或低于阈值的范围。
尤其提供的是，借助于多相变压器中的脉冲占空比来限定固定设定的变压比。在此，所限定的脉冲占空比(也就是说固定设定的变压比)尤其取决于多相变压器的量级，即，可以不同地被限定为2相、3相或m相变压器的变压比。此外，提供的是，多相变压器与车辆电池一起整合到车辆中。
通过参考附图，从这些从属权利要求及说明中可以发现本发明的多个有利设计和发展。
根据本发明的另一个实施例，提供的是，该输入电压被限制在一个允许输入电压范围，其中该多相变压器优选地以来自该允许输入电压范围的在该多相变压器的效率优化的工作点的区域中的输入电压来运行。
根据本发明的另一个实施例，提供的是，为了扩大该允许输入电压范围，由该多相变压器提供多个效率优化的工作点。尤其提供了通过增加量级增加可能的固定可设定变压比或脉冲占空比的数量，对于该变压比或脉冲占空比存在效率优化的工作点。在此背景下，可想到的是，被指配给相应变压比的输入电压范围重叠，其结果是，有利地提供了潜在可用的输入电压的尽可能宽的范围。具体地，不局限于相对小的输入电压范围，如对于2相变压器的情况。
根据本发明的另一个实施例，提供的是，尤其在充电过程或放电过程中在各固定的变压比之间转换。作为结果，在整个充电或放电过程中有利地可以使用尽可能宽的输入电压范围来用于适配或修改输出电压。
根据本发明的另一个实施例，提供的是，借助于输出电压侧的、尤其是车辆侧的充电管理系统与输入电压侧的、尤其是充电站侧的控制装置进行通信，以用于设定输入电压。作为这种通信的结果，有利地可以根据所需要的输出电压来适配输入电压并且因此确保获得所希望和所需要的输出电压。此外，多相变压器的量级或其规格可以被传达至输入侧的控制装置。尤其可想到的是，以无线的方式进行通信。
根据本发明的另一个实施例，提供的是，该多相变压器
--用于借助于充电站对电池充电，
--用于借助于该车辆电池对车俩部件进行车辆内部供电和/或
--用于反馈电到该供电系统中。
具体地，多相变压器在此可以用于对车辆电池放电或充电。
本发明的另一个主题是一种用于通过本发明的方法使车辆电池充电的充电站，其中该充电站具有控制装置，该控制装置用于提供用于多相变压器的可变输入电压。
本发明的另一个主题是一种由充电站和车辆构成的系统，该车辆包含车辆电池和多相变压器，其中该充电站和该车辆被配置成用于进行根据本发明的方法。
具体地，提供的是，借助于多相变压器中的脉冲占空因数来限定固定设定变压比。在此，所限定的脉冲占空因数(也就是说固定设定变压比)尤其取决于多
附图说明
在附图中并且在参考附图而对多个优选实施例进行的以下说明中，可以发现本发明的进一步的细节、特征和优点。附图在此仅仅展示了本发明的多个示例性实施例，其不对本发明的基本概念进行限制。
图1a和图1b示出了归一化输入电流(图1a)和波纹电流(图1b)在单相变压器、二相变压器和三相变压器的情况下对多相变压器的脉冲占空比的依赖性。
图2示出了根据本发明的第一示例性实施例的方法的框图。
图3示出了根据本发明的第二示例性实施例的方法的框图。
图4示出了根据本发明的第三示例性实施例的方法的框图。
在各个附图中，相同部分总是配备有相同的附图标记并且因此总体上各自也只指明或提到一次。
具体实施方式
在图1a和图1b中，在滤波电容器处设定的归一化的输入电流102(图1a)以及在输出端处设定的归一化波纹电流103(图1b)具体在二相变压器12和三相变压器13以及单相变压器11的情况下各自被展示为多相变压器1的脉冲占空比101的函数。在此，脉冲占空比101被指明为百分数。具体地，多相变压器1被提供用于例如在车辆电池3的充电过程中将输入电压转变为与该输入电压相比升高的输出电压。在此背景下，脉冲占空比101在多相变压器1的情况下限定变压比，即，在输出电压与输入电压之间的比率。不同的输入电流102和波纹电流103产生为所设定的变压比或脉冲占空比101的函数并且必须以昂贵的方式用滤波器来抵消。为了避免这些滤波器，所提供的是，将变压比设定、或将脉冲占空比限定成，使得多相变压器1运行在效率优化的工作点2'、2″处。具体地，如果波纹电流103或输入电流102基本上消失或采取最小值，则多相变压器1采取效率优化的工作点2'、2″。为了能够根据耗电装置(例如车辆电池3)的电压需求来适配输出电压，无视固定设定变压比，尤其提供的是改变输入电压。为此目的，优选提供的是，控制输入电压的控制装置与输出电压侧充电管理系统通信。此外，所提供的是使用m相的多相变压器1，其中m是整数并且大于2。作为结果，有利地增加可能的效率优化的工作点2'、2″的数量，并且扩大可能的输入电压范围。在此背景下，可想到的是，通过在充电过程中在两个固定设定变压比之间的转换来实现工作点2'、2″。
图2是展示了根据本发明的第一示例性实施例的方法的框图。在此提供的方法用于对车辆电池3充电，该车辆电池对电动机供电。具体地，由充电站4输出的输入电压(在200V与500V之间)借助于该方法转变为在400V与900V之间的输出电压。在此背景下，此外提供的是，多相变压器1(优选为直流变压器)被整合到车辆中，并且经由外部充电站4对车辆电池3供电。此外，优选提供的是，由充电站4提供的输入电压是可变的。
图3是展示了根据本发明的第二示例性实施例的方法的框图。在此提供的是，多相变压器1用于在车辆内部将输入电压转变为输出电压。具体地，提供的是，在车辆驾驶运行过程中借助于车辆电池3来对车辆部件5(例如空调压缩机)供电。为了提供对于车辆部件所必需的电压，由车辆电池3提供的电压优选地被多相变压器1转变为输入电压并且作为多相变压器1的输出电压被提供给车辆部件5。
也就是说，在第二示例性实施例中，多相变压器1用于使车辆电池3放电。
图4是展示了根据本发明的第三示例性实施例的方法的框图。在此，多相变压器1被提供用于将能量反馈到给充电站4馈电的供电系统6中。作为结果，本方法还可以有利地用于：通过借助于多相变压器1将能量反馈到供电系统6中而无需在过滤器上的额外花费并且以在效率方面优化的方式来覆盖供电系统6的峰值需求。

Claims (8)

1.一种用于借助于多相变压器(1)、尤其借助于直流变压器使车辆电池(3)充电或放电的方法，其中通过该多相变压器(1)将输入电压转变为输出电压，其中该多相变压器(1)以固定设定的变压比来运行，该输入电压是变化的以便适配该输出电压。
2.根据权利要求1所述的方法，其特征在于，这些输入电压被限制在允许的输入电压范围上，其中该多相变压器(1)优选地以来自该允许的输入电压范围的、在该多相变压器(1)的效率优化的工作点(2'，2”)的区域中的输入电压来运行。
3.根据权利要求2所述的方法，其特征在于，为了扩大该允许的输入电压范围，由该多相变压器提供多个效率优化的工作点(2'，2”)。
4.根据前述权利要求中任一项所述的方法，其特征在于，尤其在充电过程或放电过程中在各固定的变压比之间进行转换。
5.根据前述权利要求中任一项所述的方法，其特征在于，借助于输出电压侧的、尤其是车辆侧的充电管理系统与输入电压侧的、尤其是充电站侧的控制装置进行通信，以用于设定输入电压。
6.根据前述权利要求中任一项所述的方法，其特征在于，该多相变压器(1)
-用于借助于充电站(4)对电池充电，
-用于通过该车辆电池(3)对车辆部件(5)进行车辆内部供电和/或
-用于反馈电到该供电系统(6)中。
7.一种用于通过根据前述权利要求中任一项所述的方法对车辆电池(3)充电的充电站(4)，其中该充电站(4)具有控制装置，该控制装置用于提供用于多相变压器(1)的可变的输入电压。
8.一种具有充电站(4)以及包含车辆电池(3)和多相变压器(1)的车辆的系统，其中该充电站(4)和该车辆被配置成用于执行根据权利要求1至6中任一项所述的方法。
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