CN109311409A - 具有逆变器、蓄能器、电机和直流电流传输端子的车辆车载电网 - Google Patents

具有逆变器、蓄能器、电机和直流电流传输端子的车辆车载电网 Download PDF

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CN109311409A
CN109311409A CN201780035172.4A CN201780035172A CN109311409A CN 109311409 A CN109311409 A CN 109311409A CN 201780035172 A CN201780035172 A CN 201780035172A CN 109311409 A CN109311409 A CN 109311409A
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terminal
inverter
phase
power grid
current terminal
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CN109311409B (zh
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M.布吕尔
M.埃尔曼
H-P.福伊斯特尔
F.普法伊尔席夫特
M.滕斯
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Vitesco Technologies GmbH
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Continental Automotive GmbH
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • 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
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    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Inverter Devices (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

所描述的车辆车载电网包括逆变器（WR）、电的蓄能器（ES）、电机（EM）和直流电流传输端子（DC+、DC‑）。所述逆变器（WR）通过输入电流端子（EA1，2）与蓄能器（ES）连接。逆变器（WR）的至少两个相电流端子（PS1、PS2、PS3）与电机（EM）连接。逆变器（WR）具有至少两个H桥（HB1、HB2、HB3）。直流电流传输端子（DC+、DC‑）具有正轨（DC+），所述正轨与所述相电流端子（PS1、PS2、PS3）其中至少一个连接。

Description

具有逆变器、蓄能器、电机和直流电流传输端子的车辆车载 电网
技术领域
具有电的驱动器的机动车，即电动车辆和混合动力车辆，包括用于给电的驱动器供电的电的蓄能器。电动车辆和插电式混合动力车辆装备有端子，借助该端子能够从固定的供电网（以本地或公共的方式）把能量传输至蓄能器，用于对所述蓄能器充电。必要时，车辆也被装备用于将电能量反馈至供电网。
背景技术
为了在供电网与车辆之间传输电能量，需要功率电子组件，尤其是用于控制能量传输的功率电子组件。
发明内容
本发明的任务是，阐明（aufzeigen）一种可能性，利用所述可能性能够降低这样的组件的耗费。
该任务通过独立权利要求的主题得以解决。其它优点、特征、实施方式和特性可由从属权利要求以及该说明书和图中得出。
规定：为了把直流电流传输至（开头所描述的机动车的）车辆车载电网或者从该车辆车载电网传输直流电流，使用逆变器的组件。为此，将直流电流传输端子的至少一个轨（比如插电式插接端子或者也可以是车辆侧的用于感应式地传输能量的装置）连接到逆变器的至少一个相电流端子上。所述至少一个轨直接与至少一个输入电流端子连接，或者通过（车辆的电的驱动器的）电机来与至少一个输入电流端子连接，其中该电机与相电流端子连接。直流电流传输端子与（至少一个）相电流端子之间的连接因此可以直接地或间接地通过电机来设置。
由此，不需要附加的升压转换器或降压转换器，所述附加的升压转换器或降压转换器将直流电流传输端子上的电压适配于蓄能器上的电压。已存在的以逆变器形式的功率电子设备（Leistungselektronik）在此也被用来控制通过直流电流传输端子所传输的功率（尤其是电流和/或电压），其中所述逆变器尤其是为电机提供相电流。
逆变器还包括H桥电路。这些电路在电的蓄能器与相电流端子之间接通。这能实现逆变器的运行，用于在蓄能器的直流电压与相端子的（即电机的）相电压之间进行变换。这还能实现在直流电流传输端子上的直流电压和蓄能器的直流电压之间的变换。
可以设置控制单元，所述控制单元操控逆变器。所述控制单元以操控的方式来与逆变器连接。在控制单元的逆变模式中，操控逆变器，从蓄能器的直流电压产生出施加在相端子上的相电压。在（可选的）再生模式中，控制单元操控逆变器，从相端子上的相电压在蓄能器上产生充电电压。在充电模式中，控制单元操控逆变器，从施加在直流电流传输端子上的电压在蓄能器上产生充电电压。在（可选的）的反馈模式中，控制单元操控逆变器，从施加在车辆车载电网的蓄能器上的电压在直流电流传输端子上产生反馈电压。蓄能器上的充电电压可以由蓄能器的电池管理系统或者由再生控制器（Rekuperationssteuerung）来预先给定作为额定值。代替充电电压，也可以将充电电流或充电功率预先给定作为额定值。相电压可以由电机的（上级的）发动机控制器来预先给定，要么直接作为电压额定值，要么作为功率或扭矩要求。代替相电压，如所提及的，相电流也可以用于控制。反馈电压可以由车辆车载电网的接收装置作为额定值来被检测。该接收装置可以被设立用于由控制器接收额定值。代替反馈电压，也可以预先给定反馈电流或反馈功率。
如提及的那样，这里所描述的车辆车载电网装备有逆变器、电的蓄能器、电机和直流电流传输端子。逆变器包括半导体功率开关。逆变器的拓扑及其在车载电网之内的连接在下文中来示出。电的蓄能器尤其是蓄电池，例如基于锂的蓄电池。电的蓄能器可以是牵引蓄电池。蓄能器可以具有40-60V、尤其是48V的额定电压，尤其是可以具有大于100伏、尤其是至少200或300V、例如350-420V的额定电压。蓄能器因此可以是高压蓄电池。电机尤其是三相电机。电机可以是他励电机或者永磁电机。直流电流传输端子可以包括插电接口，即机电的插接连接元件，其能够被安装在车辆的外壳中。直流电流传输端子被设立用于，与充电插头（或者更普遍地：连接插头）连接。
逆变器具有正的输入电流端子和负的输入电流端子。术语“输入电流端子”从逆变器模式中得出，在所述逆变器模式中，逆变器由蓄能器获得功率。在该模式中，逆变器通过输入电流端子获得功率，从而在该模式中，该端子用作逆变器的输入端。在充电模式中，相同的端子用于将功率输出至蓄能器，即用作为逆变器的输出端。
输入电流端子与蓄能器连接。可以与蓄能器并联地或者与逆变器的输入端子并联地接通中间电路电容器。
逆变器具有至少两个与电机连接的相电流端子。尤其是，逆变器具有与电机的相数相应的数目的相电流端子。每个相电流端子都可以与电机的自己的相连接。例如，逆变器具有三个（或六个）相电流端子，这些相电流端子分别被连接到电机的三个（或六个）相之一。
逆变器具有至少两个H桥。这些H桥分别连接在输入电流端子和相电流端子之间。这些H桥串联地连接在输入电流端子与相电流端子之间。这些H桥（至少鉴于输入电流端子方面）彼此并联地连接。这些H桥单独地与电机的各个相连接。
每个H桥都包括两个支路。这些支路其中的第一支路把两个输入电流端子连接起来。这些支路其中的第二支路把一个（尤其是负的）输入电流端子与相电流端子连接。每个支路都包括两个通过连接点相互连接的开关元件。每个H桥的两个连接点（即相同H桥的其中一个支路的连接点和另一支路的连接点）都通过电感相互连接。
每个支路的开关元件、尤其是半导体开关都在连接点处相互连接。每个H桥的两个连接点都借助电感相互连接。该电感尤其是被设计为分立的器件，例如带芯的线圈。
如提及的那样，所述逆变器的所述H桥可以分别具有两个支路。这些支路借助两个串行的半导体开关来将正的输入电流端子与负的输入电流端子连接起来。半导体开关优选是晶体管、尤其是场效应晶体管或双极晶体管，例如MOSFET或IGBT。
每个相电流端子都可以通过电容器与输入电流端子（尤其是与负的输入电流端子）连接。换句话说，在每个H桥的情况下，都可以与第二支路并联地连接电容器。
规定为，直流电流传输端子具有正轨，所述正轨与相端子其中至少一个连接。通过所述连接，可以将功率经由逆变器馈入到电的蓄能器中。换句话说，直流电流传输端子与相电流端子其中至少一个连接。尤其是，直流电流传输端子与（至少一个）相电流端子之间的连接（也即直流电流传输端子与逆变器之间的连接）不包括电压变换器或电流变换器。在直流电流传输端子与（至少一个）相电流端子之间的连接可以具有滤波器和/或安全元件，例如保险装置和/或隔离开关。所述直流电流传输端子可以具有用于负电位的触点和用于正电位的触点。正轨可以相应于正触点。负轨可以相应于负触点。在直流电流传输端子上的电压是在这些电位或触点之间的电位差。
直流电流传输端子的正轨可以与所述相电流端子其中至少一个连接，优选以直接的方式。直流电流传输端子的正轨还可以通过电机（EM）来与所述相电流端子（PS1， PS2，PS3）其中至少一个连接，也即，以间接的方式。因此把不包括电机或电机的绕组的连接称为“直接连接”。因此把不具有用于电压变换或电流变换的电路的连接称为“直接连接”。具有滤波器和/或安全组件、例如保险装置和/或隔离开关的连接可以称为“直接连接”。包括电机或电机的绕组的连接（例如在串联电路中）可以称为“间接连接”。
正轨可以直接与相电流端子之一连接。直流电流传输端子可以如提及的那样具有负轨。所述负轨可以与所述相电流端子其中的另一个连接。尤其是相电流端子可以经由（多相的）隔离开关来与电机连接。直流电流传输端子的正轨和负轨可以因此与电机的不同相端子或不同相连接。为了避免在充电模式期间通过电机的通过电流，可以设置隔离开关，所述隔离开关将相端子从电机或电机的绕组隔离。
此外，可以在电机的相绕组之间（在相绕组之间的连接自身中）设置隔离开关，这样的隔离开关可以被设立用于，至少部分地取消（aufheben）星形接线（或三角形接线）。隔离开关可以被设置为如下开关，所述开关将与直流电流传输端子连接的相绕组其中的至少一个从其它的相绕组断开。所述开关还可以被设置用于，将所有相绕组从电机的星点断开。控制单元可以被设立用于，操控所述隔离开关。所述控制单元可以尤其被设立用于，在充电或反馈模式中将所述隔离开关保持在断开状态。所述控制单元还可以被设立用于，在逆变模式或再生模式中将隔离开关保持在闭合的状态。控制单元还可以在干扰情况下被设立用于使得在全部桥中逆变器都断开，例如在出现充电干扰或反馈干扰并且充电或反馈应被中断的情况下。
可以设置止动爪，以便使电机停止（即以便防止转动）。控制单元可以被设立用于操控该止动爪。控制单元尤其是可以被设立用于，在充电模式中且必要时在反馈模式中使该止动爪停止，并且在逆变器模式中且必要时在再生模式中并不使该止动爪停止。
此外可行的是，正轨直接地或者通过开关来与多个相电流端子连接或者优选地与全部的相电流端子连接。换句话说，直流电流传输端子直接地或者通过开关来与相电流端子连接，优选地与全部的相电流端子连接。由此可以在充电模式或反馈模式中使用多个或全部的H桥。直流电流传输端子具有负轨，该负轨与逆变器的负的输入电流端子连接。如果使用开关，那么所述开关优选是多相的。针对在相端子与正轨之间的每个连接，该开关都具有开关元件或相（在多相开关情况下）。控制单元被设立用于在逆变器模式中或者必要时在再生模式中使得开关保持在断开状态。控制单元还被设立用于在充电模式中或者必要时在反馈模式中使得开关保持在闭合状态。
替代于如前所述的使得正轨与逆变器的相端子连接，正轨也可以通过电机或者通过其相绕组来连接到逆变器的相端子上。换句话说，正轨可以间接地通过电机与相电流端子连接。在此，所述相绕组串联地连接在正轨与逆变器之间。直流电流传输端子的负轨可以与逆变器的负的输入电流端子连接。
可以规定，电机具有星点。所述正轨可以通过星点来与（逆变器的）相电流端子连接。
如已提及的，（参照直流电流传输端子）优选在这里所描述的全部变型方案的情况下，可以用“正触点”来代替术语“正轨”，且可以用“负触点”来代替术语“负轨”。
车辆车载电网还可以具有交流电流传输端子。所述交流电流传输端子可以与所述相电流端子其中至少一个连接。交流电流传输端子尤其是多相的，例如三相的。此外，该逆变器可以是三相的，也即具有三个H桥。交流电流传输端子的这些相与逆变器的相端子连接。
所述车辆车载电网尤其是插电式混合动力机动车或电动机动车的车载电网。
附图说明
图1-3用于进一步阐述这里所描述的车载电网，且示出示例性的车辆车载电网。
具体实施方式
图1、2和3分别示出车辆车载电网，所述车辆车载电网具有通过逆变器WR相互连接的蓄能器ES和电机EM。直流电流传输端子（在图1中与车辆车载电网之外的“DC充电器”连接）具有正轨DC+和负轨DC-。。
在图1、2和3中，蓄能器ES通过逆变器WR的正的输入电流端子EA1和负的输入电流端子EA2连接到该逆变器上。与这些输入电流端子EA1、EA2并联地连接中间电路电容器C1。逆变器WR包括三个H桥HB1-HB3。H桥HB1具有正的输入端PE1和负的输入端NE1。H桥HB2具有正的输入端PE2和负的输入端NE2。H桥HB3具有正的输入端PE3和负的输入端NE3。正的输入端PE1-3相互连接，并且还与逆变器WR的正的输入端子EA1连接。负的输入端NE1-3相互连接，并且还与逆变器WR的负的输入端子EA2连接。每个H桥HB1-3都具有两个支路，这些支路分别具有两个串行接通的半导体开关HS。每个H桥的支路其中的第一支路（在左边示出）分别将相应的H桥HB1-3的负的输入端和正的输入端连接。每个H桥都具有负的输出端NA1-3和正的输出端NA3。在每个H桥中，支路其中的第二支路把输出端PA1、NA1；PA2、NA2或PA3、NA3连接起来。每个支路都具有两个串联地通过连接点来相互连接的半导体开关HS。对于每个H桥HB1-3来说适用：所述两个支路的连接点借助桥分支BZ1-3来相互连接。在每个H桥HB1-3中把所述两个支路的连接点连接起来的所述桥分支BZ1-3具有串联地连接的电感L1-3。换句话说，在 H桥HB1-3其中的每个桥中，电感L1-3把所述两个支路的半导体开关HS的连接点连接起来。每个相端子都通过电容器C21-23来与H桥HB1-3的负的输入电流端子EA2或负的输入端NE1-3连接。H桥HB1-HB3的正的输出端PA1-PA3相应于逆变器WR的相电流端子。出于这个原因，H桥HB1-3的正的输出端PA1-PA3和逆变器WR的相电流端子PS1-3被视为彼此等效。用虚线表示在车辆车载电网与固定装置（DC充电设备“DC充电器”和AC充电设备“AC充电器”）之间的接口。直流电流传输端子和必要时的交流电流传输端子位于该接口处。在虚线的左边示出这里所描述的车辆车载电网。
在已提及了图1-3的共同性之后，下面讨论图1-3的主要区别：
在图1的电路中，直流电流传输端子的正电位通过逆变器的相端子来馈入，并且负电位通过逆变器的另一相端子来馈入。在图2的电路中，直流电流传输端子的正电位（直接）通过逆变器的多个或所有的相端子来馈入，并且负的电位通过逆变器的负的输入电流端子来馈入。在图3的电路中，直流电流传输端子的正电位间接地通过电机或其星点来馈入到逆变器的多个或所有的相端子中，并且负电位通过逆变器的负的输入电流端子来馈入。
在图1中，直流电流传输端子的正轨DC+（相应于正触点）与第一H桥HB1的正输出端PA1连接。此外，直流电流传输端子的负轨DC-（相应于负触点）与另一H桥HB2的正输出端PA2连接。示出隔离开关T，所述隔离开关是多相的并且所述隔离开关使得电机EM的相绕组（或者电机EM自身）从逆变器的相电流端子PS1-3隔离。隔离开关T因此可控地使得电机EM从逆变器WR隔离。替代地，可以使用电机EM内部的隔离开关T`，其使得（例如以星形配置的）电机EM的所述相绕组隔开（auftrennen）。只要是隔离开关T`处于断开状态，所述隔离开关T`因此就分解所述电机EM的星形配置。为了更好一目了然，隔离开关T`仅用符号表示。如果能量通过传输端子之一来传输，那么隔离开关就在断开状态下。
交流电流传输端子AC是车辆车载电网的一部分并且设计为三相的。交流电流传输端子AC与逆变器WR的相端子PS1-3连接。如果功率由交流电流传输端子AC馈入到车辆车载电网中，则逆变器作为转换器工作，用于把交流电流功率变换成直流电压，以便给蓄能器ES充电。在这种模式中，沿该传输方向，逆变器承担整流器的功能，并且必要时还承担功率控制或电流控制的功能，或者也承担电压调节的功能。
在图2中，负的直流电流传输端子DC-与负的输入电流端子EA2或与逆变器WR的负轨连接。所述正的直流电流传输端子DC+通过开关SW（设计为多相的）来与逆变器WR的相电流端子PS1-3连接。如果开关SW是闭合的（也即在充电模式中并且必要时在反馈模式中），则相电流端子PS1-3彼此连接并且与DC+连接。因为所述相电流端子PS1-3于是具有相同电位，则没有电流在电机EM之内流动。如果开关SW是断开的（也即在逆变器模式中并且必要时在再生模式中），则所述相电流端子PS1-3彼此隔离并且单独与各个相电流端子PS1-3连接。所述相电流端子PS1-3在运行中具有不同电位，其电压差与相电压相应，利用所述相电压来激励电机EM（或者其在再生模式中由电机EM来产生）。
在图3中，正的直流电流传输端子DC+与电机EM的相绕组的一侧连接，而所述电机EM的相绕组的相反侧则分别与相电流端子PS1-3连接。电机EM的相绕组的与正的直流电流传输端子DC+连接的一侧彼此连接并且形成电机EM的星点S。负的直流电流传输端子DC-与逆变器WR的负的输入端子连接。负的直流电流传输端子DC-尤其是与H桥HB1-3的负的输入端连接。
图2和3以没有交流电流传输端子的方式来示出。然而，这里所示的车辆车载电网可以具有交流电流传输端子，其是单相或多相的并且与逆变器WR的一个或多个（或者也可以是全部的）相电流端子连接。为了更好一目了然，图1只示出逆变器的控制单元CTRL。控制单元操控半导体开关HB或桥HB1-3，如通过双箭头所表明。上级的控制器可以根据模式而定由以电池管理系统形式的电池的控制器UE来构成，或者由固定的控制器UE`构成。上级的控制器UE或UE`（如通过虚箭头所表明）尤其是通过传送额定值来操控控制单元CTRL。车辆车载电网可以具有接收单元，用于把固定组件的信号传送至车辆车载电网的控制单元CTRL。图2和3的电路也可以具有至少一个这样的控制器CTRL、UE或UE`。

Claims (11)

1.一种车辆车载电网，所述车辆车载电网具有逆变器（WR）、电的蓄能器（ES）、电机（EM）和直流电流传输端子（DC+、DC-），其中，
所述逆变器（WR）具有正的输入电流端子（EA1）和负的输入电流端子（EA2），所述正的输入电流端子和所述负的输入电流端子与所述蓄能器（ES）连接；
所述逆变器（WR）具有至少两个相电流端子（PS1、PS2、PS3），所述相电流端子与所述电机（EM）连接；并且
所述逆变器（WR）具有至少两个H桥（HB1、HB2、HB3），其中，所述H桥（HB1、HB2、HB3）其中的每个H桥连接在两个输入电流端子（EA1、EA2）与所述至少两个相电流端子（PS1、PS2、PS3）其中分别一个相电流端子之间，其中所述直流电流传输端子（DC+、DC-）具有正轨（DC+），所述正轨与所述相电流端子（PS1、PS2、PS3）其中至少一个相电流端子连接。
2.如权利要求1所述的车辆车载电网，其中，所述正轨（DC+）直接与所述相电流端子其中的至少一个相电流端子连接，或者间接地通过所述电机（EM）与所述相电流端子（PS1、PS2、PS3）其中的至少一个相电流端子连接。
3.如权利要求2所述的车辆车载电网，其中，所述正轨（DC+）直接与所述相电流端子其中的一个连接，其中所述直流电流传输端子（DC+、DC-）具有负轨（DC-），所述负轨与所述相电流端子（PS1、PS2、PS3）其中的另一个连接
如权利要求3所述的车辆车载电网，其中，所述相电流端子（PS1、PS2、PS3）通过隔离开关（T）来与所述电机连接。
4.如权利要求2所述的车辆车载电网，其中，所述正轨（DC+）直接地或通过开关（SW）来与所述相电流端子（PS1、PS2、PS3）连接，其中所述直流电流传输端子（DC+、DC-）具有负轨（DC-），所述负轨与所述逆变器（WR）的所述负的输入电流端子（EA2）连接。
5.如权利要求2所述的车辆车载电网，其中，所述正轨（DC+）间接地通过所述电机（EM）来与所述相电流端子（PS1、PS2、PS3）连接。
6.如权利要求6所述的车辆车载电网，其中，所述直流电流传输端子。
7.（DC+、DC-）具有负轨（DC-），所述负轨与所述逆变器（WR）的所述负的输入电流端子（EA2）连接。
8.如权利要求6或7所述的车辆车载电网，其中所述电机（EM）具有星点（S）并且所述正轨（DC+）通过所述星点（S）来与所述相电流端子（PS1、PS2、PS3）连接。
9.如前述权利要求中任一项所述的车辆车载电网，其中所述车载电网还具有交流电流传输端子（AC），所述交流电流传输端子与所述相电流端子（PS1、PS2、PS3）其中至少之一连接。
10.如前述权利要求中任一项所述的车辆车载电网，其中所述逆变器（WR）的所述H桥（HB1、HB2、HB3）分别具有两个支路，所述支路借助两个串行的半导体开关（HS）来将所述正的输入电流端子（EA1）与所述负的输入电流端子（EA2）连接。
11.如权利要求10所述的车辆车载电网，其中每个支路的所述半导体开关（HS）在连接点处相互连接并且每个H桥的两个连接点借助电感（L1-L3）相互连接。
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