CN108879895A - Electric automobile energy transmission system and transmission method - Google Patents
Electric automobile energy transmission system and transmission method Download PDFInfo
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- CN108879895A CN108879895A CN201810638967.0A CN201810638967A CN108879895A CN 108879895 A CN108879895 A CN 108879895A CN 201810638967 A CN201810638967 A CN 201810638967A CN 108879895 A CN108879895 A CN 108879895A
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Classifications
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- H02J7/025—
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M3/00—Conversion of dc power input into dc power output
- H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
- H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
- H02M3/28—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
- H02M3/325—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
- H02M3/335—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
- 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
- H02M3/33592—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 having a synchronous rectifier circuit or a synchronous freewheeling circuit at the secondary side of an isolation transformer
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Dc-Dc Converters (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The present invention provides a kind of electric automobile energy Transmission system and transmission methods, the electric automobile energy Transmission system includes sequentially connected AC power source, inductor module, the first full-bridge rectification inverter module, the second full-bridge rectification inverter module, transformer and resonance compensation module, third full-bridge rectification inverter module and power battery module, wherein：The transformer and resonance compensation module include transformer, the first inductance, the second inductance, first capacitor, the second capacitor and first switch；The input terminal of the primary side of the transformer connects first inductance, and the output end of the primary side of the transformer connects the first capacitor；The input terminal on the secondary side of the transformer connects second inductance, and the output end on the secondary side of the transformer connects second capacitor and the first switch in parallel with second capacitor.
Description
Technical field
The present invention relates to electric vehicle engineering field, in particular to a kind of electric automobile energy Transmission system and transmission side
Method.
Background technique
Vehicular charger is mainly used for providing electric energy for electric car (EV/PHEV), and Vehicular charger is generally two-stage electricity
Road, the first order are PFC (PFC) link, and the second level is DC/DC link, and DC/DC part-structure is again with LLC topology
It is most widely used, but with the development that deepens continuously of new-energy automobile technology, to power battery pack to off-board load supplying
(V2L), demand of the power battery pack to technologies such as (V2V) of powering mutually between power grid power supply (V2G) or power battery pack is more next
It is more urgent, therefore Vehicular charger should also take into account reverse charging function other than meeting the normal charge requirement of electric car.Mesh
Preceding state of the art is primarily present following deficiency：
(1) for two-way Vehicular charger all in positive charge state in most of operating condition, only few time is in anti-
To charged state, therefore it should fully consider the influence that actual condition designs two-way Vehicular charger system.Due to LLC topological structure
Efficiency of transmission is better than other topologys, therefore should ensure that in positive charge, and the part charger DC/DC is always with LLC topological structure shape
Formula occurs, but current two-way Vehicular charger does not consider this point.
(2) vehicle mounted dynamic battery voltage is in rise year by year trend, it means that the increase of series connection monomer battery number, therefore
Power battery pack scope range of the fluctuation of voltage also accordingly becomes larger, but Vehicular charger output voltage range under prior art conditions has
Limit, it is difficult to realize output full voltage range covering.In addition, power regulation freedom degree utilization rate is lower in two-way Vehicular charger,
It is typically limited to only frequency modulation rate and adjusts pulsewidth, it is difficult to realize the flexible modulation of system charge power.
(3) power battery is the capacitive load with forceful electric power potential source characteristic, need to carry out constant current/constant voltage (CC/CV) and fill
Electricity.The part Vehicular charger DC/DC has voltage source property, during carrying out constant-current charge, needs two voltage source (vehicles
Carry the part charger DC/DC and power battery) it is together in parallel, because of the constant pressure source attribute of power battery, and its internal resistance is constantly to become
Change, to realize that charging current is constant, then inevitable requirement closed-loop control bandwidth is higher, is adding the part Vehicular charger PFC
Closed-loop control demand, can cause to control the excessively high risk of chip load factor.
Summary of the invention
The purpose of the present invention is to provide a kind of electric automobile energy Transmission system and transmission methods, to realize that part is positive
Under the operating condition that charges, Vehicular charger works in the unidirectional charge mode of traditional typical LLC, guarantees Vehicular charger working efficiency.
In order to solve the above technical problems, the present invention provides a kind of electric automobile energy Transmission system, the electric car energy
Amount Transmission system includes that sequentially connected AC power source, inductor module, the first full-bridge rectification inverter module, the second full-bridge rectification are inverse
Become module, transformer and resonance compensation module, third full-bridge rectification inverter module and power battery module, wherein：
The transformer and resonance compensation module include transformer, the first inductance, the second inductance, first capacitor, the second electricity
Appearance and first switch；
The input terminal of the primary side of the transformer connects first inductance, the output end connection of the primary side of the transformer
The first capacitor；
The input terminal on the secondary side of the transformer connects second inductance, the output end connection on the secondary side of the transformer
Second capacitor and the first switch in parallel with second capacitor.
Optionally, in the electric automobile energy Transmission system, the electric automobile energy Transmission system further includes
4th capacitor, the DC side parallel of the 4th capacitor and the third full-bridge rectification inverter module；The third full-bridge rectification
The DC side of inverter module connects the power battery module；The both ends point of the exchange side of the third full-bridge rectification inverter module
Second capacitor and the second inductance are not connected.
Optionally, in the electric automobile energy Transmission system, the electric automobile energy Transmission system further includes
First driving sampling module, the second driving sampling module, third driving sampling module, the 4th driving sampling module, the first sampling
Module, the second sampling module and master controller, wherein：
The first driving sampling module samples the input/output signal of the first full-bridge rectification inverter module,
Obtain the first sampled signal；
The second driving sampling module samples the input/output signal of the second full-bridge rectification inverter module,
Obtain the second sampled signal；
The third driving sampling module samples the input/output signal of the third full-bridge rectification inverter module,
Obtain third sampled signal；
The 4th driving sampling module samples the input/output signal of the transformer and resonance compensation module,
Obtain the 4th sampled signal；
First sampling module samples the input/output signal of the AC power source, obtains the 5th sampling letter
Number；
Second sampling module samples the input/output signal of the power battery module, obtains the 6th sampling
Signal；
The master controller acquires first sampled signal, the second sampled signal, third sampled signal, the 4th sampling letter
Number, the 5th sampled signal and the 6th sampled signal, and according to the amplitude of multiple sampled signals, to the first driving sampling module, the
Two driving sampling modules, third driving sampling module and the 4th driving sampling module send first control signal, the second control letter
Number, third control signal and the 4th control signal so that first driving sampling module, second driving sampling module, third driving
Sampling module and the 4th driving sampling module export the first driving signal, the second driving signal, third driving signal and the respectively
Four driving signals；
The first driving sampling module provides the first driving signal for the first full-bridge rectification inverter module；
The second driving sampling module provides the second driving signal for the second full-bridge rectification inverter module；
The third driving sampling module provides third driving signal for the third full-bridge rectification inverter module；
The 4th driving sampling module provides fourth drive signal for the transformer and resonance compensation module.
Optionally, in the electric automobile energy Transmission system, the first full-bridge rectification inverter module, described
Two full-bridge rectification inverter modules and the third full-bridge rectification inverter module include four power switch tubes, the power switch
Pipe includes field effect transistor, bipolar junction transistor or insulated gate bipolar transistor.
Optionally, in the electric automobile energy Transmission system, the first switch is relay, alternatively, described
First switch includes the first field effect transistor and the second field effect transistor, the drain electrode of first field effect transistor and institute
The drain electrode for stating the second field effect transistor is connected, the source electrode of first field effect transistor and second field effect transistor
Source electrode be separately connected the both ends of second capacitor.
Optionally, in the electric automobile energy Transmission system, first inductance and second inductance difference
For the leakage inductance of the primary and secondary side of the transformer.
Optionally, in the electric automobile energy Transmission system, the electric automobile energy Transmission system further includes
Second switch, the second switch are in parallel with the first capacitor.
Optionally, in the electric automobile energy Transmission system, the inductor module includes third inductance, the friendship
Galvanic electricity source connects the exchange side of the first full-bridge rectification inverter module, and the third inductance is serially connected in AC power source and described
Between the exchange side of one full-bridge rectification inverter module.
Optionally, in the electric automobile energy Transmission system, the electric automobile energy Transmission system further includes
Third capacitor, the DC side parallel of the third capacitor and the first full-bridge rectification inverter module；
The DC side of the first full-bridge rectification inverter module connects the DC side of the second full-bridge rectification inverter module,
The both ends of the exchange side of the second full-bridge rectification inverter module are separately connected the first capacitor and the first inductance.
The present invention also provides a kind of electric automobile energy transmission method based on above-mentioned electric automobile energy Transmission system,
Including：
Under first positive charge operating mode, the first switch closure, the first full-bridge rectification inverter module works in function
Rate factor correcting mode, the second full-bridge rectification inverter module work in pulse frequency modulated/LLC control model, and the third is complete
Bridge commutation inversion module works in active rectification mode or passive rectification mode；
Under second positive charge operating mode, the first switch is disconnected, and the first full-bridge rectification inverter module works in function
Rate factor correcting mode, the second full-bridge rectification inverter module works in quasi-resonance control model, and working frequency is：
The third full-bridge rectification inverter module works in PWM control
Molding formula or passive rectification mode；
Under third positive charge operating mode, the first switch is disconnected, and the first full-bridge rectification inverter module works in function
Rate factor correcting mode, the second full-bridge rectification inverter module works in quasi-resonance control model, and working frequency is：
The third full-bridge rectification inverter module works in passive rectification mode；
Under first reverse charging operating mode, the first switch is disconnected, and the first full-bridge rectification inverter module works in
SPWM inversion control mode, the second full-bridge rectification inverter module work in passive rectification mode, the third full-bridge rectification inversion
Module works in quasi-resonance control model, and working frequency is：
Under second reverse charging operating mode, the first switch is disconnected, and the first full-bridge rectification inverter module works in
SPWM inversion control mode, the second full-bridge rectification inverter module work in passive rectification mode, the third full-bridge rectification inversion
Module works in quasi-resonance control model, and working frequency is：
Wherein：Lm is the primary side winding and vice-side winding mutual inductance of transformer, LrpFor the induction reactance of the first inductance, CrpIt is first
The capacitance of capacitor, LrsFor the induction reactance of the second inductance, CrsFor the capacitance of the second capacitor.
In electric automobile energy Transmission system provided by the invention and transmission method, it is set to by the secondary side of transformer
The first switch of second capacitor parallel connection, when first switch closure may be implemented, the second capacitor is short-circuited, the second full-bridge rectification inversion
The circuit that module, the first inductance, the second inductance and first capacitor are formed is operable with pulse frequency modulated/LLC control model, real
The working efficiency of Vehicular charger is showed.
Further, firstly, in certain output voltage range, guarantee that system is in LLC control model, guarantee system effect
Rate.Secondly, by being switched to quasi-resonance control model, making system that there is constant-current characteristics when output voltage is excessively high or too low
Or constant-voltage characteristic, guarantee the operation of system full voltage range.In addition, controlling by quasi-resonance, energy back flowing is realized.
Detailed description of the invention
Fig. 1 is one embodiment of the invention electric automobile energy Transmission system schematic diagram；
As shown in the figure：1- AC power source；2- inductor module；3- the first full-bridge rectification inverter module；The second full-bridge rectification of 4-
Inverter module；5- transformer and resonance compensation module；6- third full-bridge rectification inverter module；7- power battery module；8- first
Sampling module；9- first drives sampling module；10- second drives sampling module；11- third drives sampling module；12- 4 wheel driven
Dynamic sampling module；The second sampling module of 13-；14- master controller.
Specific embodiment
Below in conjunction with the drawings and specific embodiments to electric automobile energy Transmission system proposed by the present invention and transmission method
It is described in further detail.According to following explanation and claims, advantages and features of the invention will be become apparent from.It should be noted
It is that attached drawing is all made of very simplified form and using non-accurate ratio, only to facilitate, lucidly aid in illustrating this hair
The purpose of bright embodiment.
Core of the invention thought is to provide a kind of electric automobile energy Transmission system and transmission method, to realize forward direction
Under the operating condition that charges, Vehicular charger works in the unidirectional charge mode of traditional typical LLC, guarantees Vehicular charger working efficiency.
When power battery voltage range charge mode voltage range unidirectional beyond traditional typical case LLC, the system can be by traditional allusion quotation
The unidirectional charge mode of the LLC of type is switched to constant-current source quasi-resonance control model, to adapt to power battery voltage gamut application.It is logical
The system and transmission method are crossed, on the basis of guaranteeing positive full voltage range or positive efficiency operation, can also be realized
The function of reverse power transmission.
To realize above-mentioned thought, the present invention provides a kind of electric automobile energy Transmission system and transmission method, the electricity
Electrical automobile energy transmission system includes sequentially connected AC power source, inductor module, the first full-bridge rectification inverter module, second complete
Bridge commutation inversion module, transformer and resonance compensation module, third full-bridge rectification inverter module and power battery module, wherein：
The transformer and resonance compensation module include transformer, the first inductance, the second inductance, first capacitor, the second capacitor and first
Switch；The input terminal of the primary side of the transformer connects first inductance, and the output end of the primary side of the transformer connects institute
State first capacitor；The input terminal on the secondary side of the transformer connects second inductance, the output end on the secondary side of the transformer
Connect second capacitor and the first switch in parallel with second capacitor.
<Embodiment one>
The present embodiment provides a kind of electric automobile energy Transmission systems, as shown in Figure 1, electric automobile energy transmission system
System includes sequentially connected AC power source 1, inductor module 2, the first full-bridge rectification inverter module 3, the second full-bridge rectification inversion mould
Block 4, transformer and resonance compensation module 5, third full-bridge rectification inverter module 6 and power battery module 7, wherein：The transformation
Device and resonance compensation module 5 include transformer, the first inductance Lrp, the second inductance Lrs, first capacitor Crp, the second capacitor Crs and
First switch S；The input terminal of the primary side of the transformer connects the first inductance Lrp, the output of the primary side of the transformer
End connects the first capacitor Crp；The input terminal on the secondary side of the transformer connects the second inductance Lrs, the transformer
The output end on secondary side connect the second capacitor Crs and the first switch S in parallel with the second capacitor Crs.Wherein, inductance
Module 2 and the first full-bridge rectification inverter module 3 constitute the part Vehicular charger AC/DC, and the second full-bridge rectification inverter module 4 becomes
Depressor and resonance compensation module 5 and third full-bridge rectification inverter module 6 constitute the part Vehicular charger DC/DC (hereinafter referred to as
DC/DC)。
Specifically, the inductor module includes third inductance L1, described in the electric automobile energy Transmission system
AC power source 1 connects the exchange side of the first full-bridge rectification inverter module 3, and the third inductance L1 is serially connected in AC power source 1
Between the exchange side of the first full-bridge rectification inverter module 3.The electric automobile energy Transmission system further includes third electricity
Hold CDC, the third capacitor CDCWith the DC side parallel of the first full-bridge rectification inverter module 3；First full-bridge rectification
The DC side of inverter module 3 connects the DC side of the second full-bridge rectification inverter module 4, the second full-bridge rectification inversion mould
The both ends of the exchange side of block 4 are separately connected the first capacitor Crp and the first inductance Lrp.
Further, in the electric automobile energy Transmission system, the electric automobile energy Transmission system is also wrapped
Include the 4th capacitor CB, the 4th capacitor CBWith the DC side parallel of the third full-bridge rectification inverter module 6；The third is complete
The DC side of bridge commutation inversion module 6 connects the power battery module 7；The exchange of the third full-bridge rectification inverter module 6
The both ends of side are separately connected the second capacitor Crs and the second inductance Lrs.
As shown in Figure 1, the electric automobile energy Transmission system is also wrapped in the electric automobile energy Transmission system
Include the first driving sampling module 9, second driving sampling module 10, third driving sampling module the 11, the 4th drive sampling module 12,
First sampling module 8, the second sampling module 13 and master controller 14, wherein：The first driving sampling module 9 is to described first
The input/output signal of full-bridge rectification inverter module 3 is sampled, and the first sampled signal is obtained；The second driving sampling module
The input/output signal of 10 pairs of the second full-bridge rectification inverter modules 4 samples, and obtains the second sampled signal；The third
Driving sampling module 11 samples the input/output signal of the third full-bridge rectification inverter module 6, obtains third sampling
Signal；The 4th driving sampling module 12 samples the input/output signal of the transformer and resonance compensation module 5,
Obtain the 4th sampled signal；First sampling module 8 samples the input/output signal of the AC power source 1, obtains
5th sampled signal；Second sampling module 13 samples the input/output signal of the power battery module 7, obtains
6th sampled signal；The master controller 14 acquires first sampled signal, the second sampled signal, third sampled signal,
Four sampled signals, the 5th sampled signal and the 6th sampled signal, and according to the amplitude of multiple sampled signals, to the first driving sampling
Module 9, second drives sampling module 10, third driving sampling module 11 and the 4th driving sampling module 12 to send the first control letter
Number, second control signal, third control signal and the 4th control signal so that first driving sampling module 9, second driving sampling
Module 10, third driving sampling module 11 and the 4th driving sampling module 12 export the first driving signal, the second driving letter respectively
Number, third driving signal and fourth drive signal；The first driving sampling module 9 is the first full-bridge rectification inverter module
3 provide the first driving signal；The second driving sampling module 10 is that the second full-bridge rectification inverter module 4 provides the second drive
Dynamic signal；The third driving sampling module 11 is that the third full-bridge rectification inverter module 6 provides third driving signal；It is described
4th driving sampling module 12 is that the transformer and resonance compensation module 5 provide fourth drive signal.
In addition, in the electric automobile energy Transmission system, the first full-bridge rectification inverter module 3, described
Two full-bridge rectification inverter modules 4 and the third full-bridge rectification inverter module 6 include four power switch tubes, and the power is opened
Closing pipe includes field effect transistor (referred to as metal-oxide-semiconductor), bipolar junction transistor (referred to as BJT) or insulated gate bipolar transistor
(referred to as IGBT).The first switch S is relay, alternatively, the first switch S includes the first field effect transistor and the
The drain electrode of two field effect transistors, first field effect transistor is connected with the drain electrode of second field effect transistor, institute
The source electrode of the source electrode and second field effect transistor of stating the first field effect transistor is separately connected the two of second capacitor
End, the grid of two field-effect tube are connected, simultaneously turn on or turn off, the drain electrode connection of two field-effect tube, two field-effects
The diode of pipe is used to be each turned off the electric current of different directions, when can prevent field-effect tube disconnecting circuit, is connected with drain electrode
Diode current flow.In addition, the first inductance Lrp and the second inductance Lrs can be the leakage inductance of the transformer, the knot
Lrp and Lrs can be inductance, transformer leakage inductance or the combination additionally added in structure.The electric automobile energy passes
Defeated system can also include second switch, and the second switch is in parallel with the first capacitor Crp, i.e. the both ends Crp can also be simultaneously
Join a switch S1, then under reverse charging operating condition, DC/DC is also operable with LLC control model.
In electric automobile energy Transmission system provided in this embodiment, the second capacitor is set to by the secondary side of transformer
The first switch S of Crs parallel connection, when first switch S closure may be implemented, the second capacitor Crs is short-circuited, the second full-bridge rectification inversion
The circuit that module 4, the first inductance Lrp, the second inductance Lrs and first capacitor Crp are formed is operable with pulse frequency modulated/LLC
Control model realizes the working efficiency of Vehicular charger.
To sum up, the various configuration of electric automobile energy Transmission system is described in detail in above-described embodiment, certainly, this
Invention includes but is not limited to configuration cited in above-mentioned implementation, any to carry out on the basis of configuration provided by the above embodiment
The content of transformation belongs to the range that the present invention is protected.Those skilled in the art can lift according to the content of above-described embodiment
One anti-three.
<Embodiment two>
The present embodiment also provides a kind of electric car energy based on the electric automobile energy Transmission system in a upper embodiment
Transmission method is measured, including：
Under first positive charge operating mode, the first switch closure, the first full-bridge rectification inverter module works in function
Rate factor correcting mode, the second full-bridge rectification inverter module work in pulse frequency modulated/LLC control model, and the third is complete
Bridge commutation inversion module works in active rectification mode or passive rectification mode；
Under second positive charge operating mode, the first switch is disconnected, and the first full-bridge rectification inverter module works in function
Rate factor correcting mode, the second full-bridge rectification inverter module works in quasi-resonance control model, and working frequency is：
The third full-bridge rectification inverter module works in PWM control
Molding formula or passive rectification mode；
Under third positive charge operating mode, the first switch is disconnected, and the first full-bridge rectification inverter module works in function
Rate factor correcting mode, the second full-bridge rectification inverter module works in quasi-resonance control model, and working frequency is：
The third full-bridge rectification inverter module works in passive rectification mode；
Under first reverse charging operating mode, the first switch is disconnected, and the first full-bridge rectification inverter module works in
SPWM inversion control mode, the second full-bridge rectification inverter module work in passive rectification mode, the third full-bridge rectification inversion
Module works in quasi-resonance control model, and working frequency is：
Under second reverse charging operating mode, the first switch is disconnected, and the first full-bridge rectification inverter module works in
SPWM inversion control mode, the second full-bridge rectification inverter module work in passive rectification mode, the third full-bridge rectification inversion
Module works in quasi-resonance control model, and working frequency is：
Wherein：Lm is the primary side winding and vice-side winding mutual inductance of transformer, LrpFor the induction reactance of the first inductance, CrpIt is first
The capacitance of capacitor, LrsFor the induction reactance of the second inductance, CrsFor the capacitance of the second capacitor.
Wherein, PFC mode refers to the impedance value of cooperation third inductance and third capacitor, adjusts the first full-bridge
The working frequency of commutation inversion module 3, so that the voltage of 3 DC side of the first full-bridge rectification inverter module or current in phase position are led
It is logical, power is improved to greatest extent.Active rectification mode, which refers to from third, drives sampling module to third full-bridge rectification inversion mould
Block exports third driving signal, makes the field-effect tube or IGBT on or off in third full-bridge rectification inverter module, realizes whole
Stream；Or the second driving signal is exported from the second driving sampling module to the second full-bridge rectification inverter module, make the second full-bridge rectification
Field-effect tube or IGBT on or off in inverter module realize rectification.Passive rectification mode refers to that the second full-bridge rectification is inverse
Become module or field-effect tube in third full-bridge rectification inverter module or IGBT is all off, since field-effect tube or IGBT are in parallel
Diode realize self-commutation.
First positive charge operating mode (referred to as operating mode 1)：
When first switch S is in closed state, the first full-bridge rectification inverter module 3 works in PFC control model, and second is complete
Bridge commutation inversion module 4 works in PFM/LLC control model, and third full-bridge rectification inverter module 6 works in actively or passively whole
Stream mode, then Vehicular charger works in the unidirectional charge mode of traditional typical LLC at this time, it can be ensured that under positive charge operating condition
Two-way Vehicular charger system efficiency of transmission with higher.
Second positive charge operating mode (referred to as operating mode 2)：
When first switch S is in an off state state, the first full-bridge rectification inverter module 3 works in PFC control model, the
Two full-bridge rectification inverter modules 4 work in quasi-resonance control model, and working frequency is(Lm is primary and secondary side mutual inductance, i.e. static exciter inductance), third is complete
Bridge commutation inversion module 6 works in passive rectification or pwm pattern, then Vehicular charger works in one kind based on quasi- humorous at this time
Shake the constant current source module controlled, i.e., the size of Vehicular charger output electric current at this time is unrelated with the voltage of power battery module 7,
When the voltage of power battery module 7 is beyond output voltage range under operating mode 1, can by switch to operating mode 2 after
It is continuous that constant-current charge is carried out to power battery module 7.Under operating mode 2, the size that Vehicular charger exports electric current is complete by first
3 output voltage size of bridge commutation inversion module, the second full-bridge rectification inverter module 4 export positive and negative square wave frequency and pulsewidth size,
Transformer primary side and secondary side mutual inductance Lm size determine, simultaneously because Vehicular charger at this time has constant-current source characteristic, can pass through
Upper two pipe or lower two pipes of control third full-bridge rectification inverter module 6 are simultaneously turned on or are turned off, and introduce PWM control, Ke Yijin
One step section Vehicular charger exports size of current, to solve power regulation freedom degree utilization rate in two-way Vehicular charger
It is lower, it is only limitted to frequency modulation rate and adjusts pulsewidth, it is difficult to the problem of realizing the flexible modulation of system charge power.
Third positive charge operating mode (referred to as operating mode 3)
When first switch S is in an off state, the first full-bridge rectification inverter module 3 works in PFC control model, and second is complete
Bridge commutation inversion module 4 works in quasi-resonance control model, and working frequency isThird is complete
Bridge commutation inversion module 6 works in passive rectification mode, then Vehicular charger works in a kind of constant pressure based on quasi-resonance control
Source module, the size of output voltage is by 3 output voltage size of the first full-bridge rectification inverter module, the second full-bridge rectification inversion mould
Block 4 exports positive and negative square wave pulse width size and transformer primary side and secondary side the number of turns determines.Since the first full-bridge rectification inverter module 3 is defeated
Voltage theoretically can achieve infinity out, so the Vehicular charger output voltage under operating mode can cover in practical application
The scope range of the fluctuation of voltage of power battery module 7.When power battery pack voltage exceeds the output voltage range under operating mode 1,
It can continue to carry out constant-voltage charge to power battery by switching to operating mode 3, to solve Vehicular charger output voltage
It is limited in scope, it is difficult to the problem of realizing output full voltage range covering.
First reverse charging operating mode (referred to as operating mode 4)
When first switch S is in an off state, third full-bridge rectification inverter module 6 works in quasi-resonance control model, and
Working frequency isSecond full-bridge rectification inverter module 4 works in passive rectification mode, then vehicle
The part DC/DC for carrying charger works in a kind of constant pressure source module based on quasi-resonance control, at this time the second full-bridge rectification inversion
The output voltage of module 4 exports the pulsewidth of positive and negative square wave by third full-bridge rectification inverter module 6 and amplitude determines.First full-bridge is whole
Stream inverter module 3 works in SPWM inversion control mode, then reverse charging function may be implemented in Vehicular charger at this time, realizes
The functions such as V2L or V2G.
When Vehicular charger is in operating mode 2, operating mode 3 and operating mode 4, the part DC/DC is in quasi- humorous
Vibration control, the part DC/DC at this time have current source or voltage source characteristic, for operating mode 2, can utilize its own property
Confrontation power battery charges, then system can be at opened loop control state at this time, is not necessarily to quick closed loop feed back, in turn
The problem of solving that closed-loop control bandwidth is higher, causing to control chip load factor excessively high risk, for operating mode 3 and 4
It says, due to working under quasi-resonance operating condition, output electric current in the part DC/DC is only associated with its output voltage, is not exposed to power
The constant pressure source of battery module influences (although the constant source voltage of power battery module increases with charging process), the portion DC/DC
The closed-loop control divided only needs to detect electric current in longer cycle, therefore relative in traditional DC/DC closed-loop control, needs reality
When sample rate current to keep constant current state for, scheme in the present embodiment will not generate control chip load biggish
Burden.
Second reverse charging operating mode (referred to as operating mode 5)
Since the first full-bridge rectification inverter module 3 is when carrying out SPWM inversion control, inverter output voltage 50Hz/
The sinusoidal ac of 220Vrms, therefore 3 input voltage of the first full-bridge rectification inverter module has to be larger than 311V, can just protect in this way
The waveform of card inversion output is not distorted.If assuming, the voltage of power battery module 7 is very low, and Vehicular charger is in Working mould
The output voltage of the lower second full-bridge rectification inverter module 4 of formula 4 also can accordingly be lower, this is most likely resulted under reverse charging operating condition
System inversion output waveform distortion, it is therefore desirable to which operating mode 5 solves described problem, the system module configuration of operating mode 5
Method and operating mode 4 are much like, but the DC/DC of operating mode 4 is partially in opened loop control, and the portion DC/DC of operating mode 5
Divide and then needs in closed-loop control.
When first switch S is in an off state, third full-bridge rectification inverter module 6 works in quasi-resonance control model, and
Working frequency is(Lm is primary and secondary side mutual inductance), the second full-bridge rectification is inverse
Become module 4 and work in passive rectification mode, then the part Vehicular charger DC/DC works in a kind of constant current based on quasi-resonance control
Source module, at this time due to DC-Link third capacitor CDCPresence, the output voltage of the second full-bridge rectification inverter module 4 can be continuous
Rise, it is necessary to which closed-loop control is carried out to it.It, then can be with when the voltage of power battery module 7 is lower than threshold value needed for SPWM inversion
Operating mode 4 is switched into operating mode 5, to ensure system under reverse charging operating condition and the lower situation of power battery voltage
It operates normally.
Further, firstly, in certain output voltage range, guarantee that system is in LLC control model, guarantee system effect
Rate.Secondly, by being switched to quasi-resonance control model, making system that there is constant-current characteristics when output voltage is excessively high or too low
Or constant-voltage characteristic, guarantee the operation of system full voltage range.In addition, controlling by quasi-resonance, energy back flowing is realized.
Electric automobile energy transmission method in the present embodiment may be implemented：
(1) it can ensure that under most of positive charge operating condition, DC/DC is partially in LLC control operating mode, guarantees vehicle-mounted fill
Motor working efficiency.
(2) it can realize that the constant current/constant voltage of power battery free voltage range charges using operating mode 2 and operating mode 3.
(3) by resonance compensation strategy and quasi-resonance control method, the part DC/DC is made to have constant-current source and constant pressure source special
Property, i.e., using opened loop control instead of closed-loop control, reduce the load factor of control chip.
(4) two-way Vehicular charger system operating mode multiplicity is proposed, can be made according to actual power transmission direction and specifically
It is configured with situation.
Each embodiment in this specification is described in a progressive manner, the highlights of each of the examples are with other
The difference of embodiment, the same or similar parts in each embodiment may refer to each other.For system disclosed in embodiment
For, due to corresponding to the methods disclosed in the examples, so being described relatively simple, related place is referring to method part illustration
?.
Foregoing description is only the description to present pre-ferred embodiments, not to any restriction of the scope of the invention, this hair
Any change, the modification that the those of ordinary skill in bright field does according to the disclosure above content, belong to the protection of claims
Range.
Claims (10)
1. a kind of electric automobile energy Transmission system, which is characterized in that the electric automobile energy Transmission system includes successively connecting
AC power source, inductor module, the first full-bridge rectification inverter module, the second full-bridge rectification inverter module, transformer and the resonance connect
Compensating module, third full-bridge rectification inverter module and power battery module, wherein：
The transformer and resonance compensation module include transformer, the first inductance, the second inductance, first capacitor, the second capacitor and
First switch；
The input terminal of the primary side of the transformer connects first inductance, described in the output end connection of the primary side of the transformer
First capacitor；
The input terminal on the secondary side of the transformer connects second inductance, described in the output end connection on the secondary side of the transformer
Second capacitor and the first switch in parallel with second capacitor.
2. electric automobile energy Transmission system as described in claim 1, which is characterized in that electric automobile energy transmission system
System further includes the 4th capacitor, the DC side parallel of the 4th capacitor and the third full-bridge rectification inverter module；The third
The DC side of full-bridge rectification inverter module connects the power battery module；The exchange side of the third full-bridge rectification inverter module
Both ends be separately connected second capacitor and the second inductance.
3. electric automobile energy Transmission system as described in claim 1, which is characterized in that electric automobile energy transmission system
System further include the first driving sampling module, second driving sampling module, third driving sampling module, the 4th driving sampling module,
First sampling module, the second sampling module and master controller, wherein：
The first driving sampling module samples the input/output signal of the first full-bridge rectification inverter module, obtains
First sampled signal；
The second driving sampling module samples the input/output signal of the second full-bridge rectification inverter module, obtains
Second sampled signal；
The third driving sampling module samples the input/output signal of the third full-bridge rectification inverter module, obtains
Third sampled signal；
The 4th driving sampling module samples the input/output signal of the transformer and resonance compensation module, obtains
4th sampled signal；
First sampling module samples the input/output signal of the AC power source, obtains the 5th sampled signal；
Second sampling module samples the input/output signal of the power battery module, obtains the 6th sampling letter
Number；
The master controller acquire first sampled signal, the second sampled signal, third sampled signal, the 4th sampled signal,
5th sampled signal and the 6th sampled signal, and according to the amplitude of multiple sampled signals, it is driven to the first driving sampling module, second
Dynamic sampling module, third driving sampling module and the 4th driving sampling module send first control signal, second control signal, the
Three control signals and the 4th control signal, so that the first driving sampling module, the second driving sampling module, third driving sampling mould
Block and the 4th driving sampling module export the first driving signal, the second driving signal, third driving signal and the 4th driving respectively
Signal；
The first driving sampling module provides the first driving signal for the first full-bridge rectification inverter module；
The second driving sampling module provides the second driving signal for the second full-bridge rectification inverter module；
The third driving sampling module provides third driving signal for the third full-bridge rectification inverter module；
The 4th driving sampling module provides fourth drive signal for the transformer and resonance compensation module.
4. electric automobile energy Transmission system as described in claim 1, which is characterized in that the first full-bridge rectification inversion mould
Block, the second full-bridge rectification inverter module and the third full-bridge rectification inverter module include four power switch tubes, institute
Stating power switch tube includes field effect transistor, bipolar junction transistor or insulated gate bipolar transistor.
5. electric automobile energy Transmission system as described in claim 1, which is characterized in that the first switch is relay,
Alternatively, the first switch includes the first field effect transistor and the second field effect transistor, first field effect transistor
Drain electrode be connected with the drain electrode of second field effect transistor, the source electrode of first field effect transistor and second described
The source electrode of effect transistor is separately connected the both ends of second capacitor.
6. electric automobile energy Transmission system as described in claim 1, which is characterized in that first inductance and described second
Inductance is respectively the leakage inductance of the primary and secondary side of the transformer.
7. electric automobile energy Transmission system as described in claim 1, which is characterized in that electric automobile energy transmission system
System further includes second switch, and the second switch is in parallel with the first capacitor.
8. electric automobile energy Transmission system as described in claim 1, which is characterized in that the inductor module includes third electricity
Sense, the AC power source connect the exchange side of the first full-bridge rectification inverter module, and the third inductance is serially connected in alternating current
Between source and the exchange side of the first full-bridge rectification inverter module.
9. electric automobile energy Transmission system as described in claim 1, which is characterized in that electric automobile energy transmission system
System further includes third capacitor, the DC side parallel of the third capacitor and the first full-bridge rectification inverter module；
The DC side of the first full-bridge rectification inverter module connects the DC side of the second full-bridge rectification inverter module, described
The both ends of the exchange side of second full-bridge rectification inverter module are separately connected the first capacitor and the first inductance.
10. a kind of electric automobile energy transmission method based on electric automobile energy Transmission system described in claim 1, special
Sign is, including：
Under first positive charge operating mode, first switch closure, the first full-bridge rectification inverter module work in power because
Number correction mode, the second full-bridge rectification inverter module work in pulse frequency modulated/LLC control model, and the third full-bridge is whole
Stream inverter module works in active rectification mode or passive rectification mode；
Under second positive charge operating mode, the first switch is disconnected, the first full-bridge rectification inverter module work in power because
Number correction mode, the second full-bridge rectification inverter module works in quasi-resonance control model, and working frequency is：
The third full-bridge rectification inverter module works in pwm pattern
Or passive rectification mode；
Under third positive charge operating mode, the first switch is disconnected, the first full-bridge rectification inverter module work in power because
Number correction mode, the second full-bridge rectification inverter module works in quasi-resonance control model, and working frequency is：
The third full-bridge rectification inverter module works in passive rectification mode；
Under first reverse charging operating mode, the first switch is disconnected, and it is inverse that the first full-bridge rectification inverter module works in SPWM
Become control model, the second full-bridge rectification inverter module works in passive rectification mode, the third full-bridge rectification inverter module work
Make in quasi-resonance control model, and working frequency is：
Under second reverse charging operating mode, the first switch is disconnected, and it is inverse that the first full-bridge rectification inverter module works in SPWM
Become control model, the second full-bridge rectification inverter module works in passive rectification mode, the third full-bridge rectification inverter module work
Make in quasi-resonance control model, and working frequency is：
Wherein：Lm is the primary side winding and vice-side winding mutual inductance of transformer, LrpFor the induction reactance of the first inductance, CrpFor first capacitor
Capacitance, LrsFor the induction reactance of the second inductance, CrsFor the capacitance of the second capacitor.
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