CN110049895B - 确定电池充电器电流设定点的方法及电池充电器 - Google Patents
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Abstract
这种用于根据来自整流器(6)的至少一个电压测量结果(Uab,Ubc,Uca)和至少一个瞬时有功功率设定点(Preq)来确定至少一个电流设定点(I* a,I* b,I* c)的方法包括:该至少一个电流设定点(I* a,I* b,I* c)的第一计算步骤(I);对该至少一个电流设定点进行自适应滤波的第二步骤(II);以及限制该至少一个电流设定点(I* a,I* b,I* c)的变化率的第三步骤(III)。本发明适用于电动车辆或混合车辆的电池充电器。
Description
技术领域
本发明总体上涉及电动车辆和混合车辆,并且更确切地涉及用于对可再充电的电动车辆和混合车辆的电池进行充电的设备。
本发明更确切地涉及一种使得能够根据来自直接连接或借助于阻抗转换器连接至电网的整流器的电压测量结果来提供瞬时有功功率设定点作为电流设定点的方法,并且涉及一种被配置用于实施这种方法的电动或混合车辆电池充电器。
以非限制性的方式,所提出的解决方案对于所有整流器都通用。
背景技术
充电器所链接的电网通常是三相的。这些电网对比如车辆充电器等三相负载进行供电,而且还对许多其他单相负载进行供电。因此,三相上所消耗的电流具有基本上不同的幅值,并且局部展现出几乎瞬时的幅值变化和相位变化,这些变化是电压不平衡的原因。
这些不平衡问题具体是从文献CN 103187887 B中已知的,该文献描述了一种用于使用正弦设定点的维也纳整流器的控制器,但是未展示对这些问题的任何解决方案。
文献US 8971068 B2描述了一种抑制来自高压三相单向整流器的各种谐波以符合或接近交流电流的输入电压与来自单向整流器的电流的输入电压之间的相位差的绝对值的预定阈值的装置。
然而,此文献US 8971068 B2未描述提供瞬时有功功率特定设定点的可能性。
以类似的方式,比如CN 104811061 A、CN 103227575 A和KR 101250454 B1等其他文献描述了功率因数校正整流器,但是未披露电流设定点。
文献EP 2 461 469 A3提出了一种能够在旋转参考系中生成直流电流设定点的系统。然而,该系统具有借助于附加量(如旋转参考系的相位)以命令整流器生成输出信号的缺点。
发明内容
本发明提出要解决的问题在于以足以克服电网的不平衡的可靠方式生成电流滤波设定点,以便基于有功功率的设定点和三相电网的电压对车辆电池充电器进行供电。
因此,本发明涉及一种用于根据来自整流器的至少一个电压测量结果和至少一个瞬时有功功率设定点来确定至少一个电流设定点的方法。这种方法包括:用于计算所述至少一个电流设定点的第一步骤;用于对所述至少一个电流设定点进行自适应滤波的第二步骤;以及用于限制所述至少一个电流设定点的变化率的第三步骤。
具体地,来自整流器的所述至少一个电压测量结果包括三个电压测量结果,这三个电压测量结果是三个线到中性点三相电压的线性组合。
根据实施该方法的模式,该第一计算步骤包括根据以下公式来计算至少一个电流设定点、具体为电流未滤波设定点:
其中,
Preq是由用于控制对该驱动电池进行的充电的单元所提供的该瞬时有功功率设定点;
根据该方法的另一个特征,该用于进行自适应滤波的第二步骤包括根据以下公式通过所述至少一个电流未滤波设定点来计算至少一个电流设定点、具体为电流滤波设定点:
其中,
s是拉普拉斯算子;
f是该电网的频率;并且
flp是一阶低通滤波器的截止频率。
在第一实施模式中,该用于限制所述至少一个电流设定点的变化率的第三步骤包括通过根据以下公式离散化的所述至少一个电流滤波设定点来计算所述至少一个电流设定点:
xk+1=max(min(xk+αTS,xk),xk-αTS)
其中,
α是最大变化率;
TS是采样间隔;并且
{xk}k∈N是电流离散化的滤波设定点。
本发明还涉及一种电动或混合车辆电池充电器,该电池充电器用于实施一种用于根据从整流器输出的线间电压的至少一个测量结果和至少一个瞬时有功功率设定点来确定至少一个电流设定点的方法。
该充电器包括:整流器、链接至所述整流器的输入滤波器、以及链接至所述整流器和至少一个电池的DC-DC电压转换器。
该充电器的输入滤波器被配置用于实施用于对所述至少一个电流设定点进行自适应滤波的步骤。
该充电器的整流器是功率因数校正(PFC)整流器,具体为包括输出端处的两个电容器的维也纳整流器。
该充电器的DC-DC电压转换器适合于向所述至少一个电池递送400V的电压。
附图说明
通过阅读对本发明的非限制性且以附图展示的实施例的详细说明,本发明的其他目的、优点和特征将显现出来,在附图中:
-图1示意性地示出了电动或混合车辆电池充电器的结构;并且
-图2示出了根据本发明的用于确定至少一个电流设定点的方法的各个步骤。
具体实施方式
图1示出了电动或混合车辆电池2的充电器1,该充电器借助于阻抗转换器3链接至三相电网4。电池2充电器1包括输入滤波器5,该输入滤波器的输入端链接至阻抗转换器3的三个输出电压,并且该输入滤波器的输出端链接至功率因数校正(PFC)整流器6。电池2充电器1进一步包括DC-DC电压转换器7,该电压转换器的输入端链接至整流器6,并且该电压转换器的输出端链接至电池2。
以非限制性的方式,在这种情况下,电池2适合于递送400V的电压。该电池由整流器6的输出端处的两个电容器的电压来供电,这两个电容器由DC-DC电压转换器7独立地伺服控制。
当然,当存在对具有不同容量的电池进行充电的问题时不脱离本发明。
该充电器与计算机(未示出)相关联,该计算机例如结合在充电器中或与充电器分离,适合于驱动整流器6和转换器7的开关元件进行切换。
此外,计算机被适当地编程以根据线间电压的测量结果生成整流器6的输入端处的电流设定点,从而提供有功功率设定点。
第一步骤I包括用于计算线到中性点电压的第一阶段8、以及用于计算电流未滤波设定点的第二阶段9。
在本发明的实施例中,定义以下线到中性点三相电压:相对于中性电压点N而定义的Ua,Ub,Uc。借助于以下关系来测量整流器6的输出端处的线间电压Uab,Ubc,Uca:
此线性系统可以采用以下形式:U=AV
由于A的行列式为零,所以其不可逆。
可以在中性电压点处引入电压传感器以便在没有线间电压的情况下进行。
然而,根据福蒂斯丘(Fortescue)对称分量理论,可以将此“不平衡”系统改写为“平衡系统”,包括线间电压的如下正分量Ud、负分量Ui和零序分量U0:
当未生成零序有功功率时忽略方程组(2)的最后一个零序分量U0。
此改写使得可以在数学上推导出线到中性点电压的如下正分量Vd和负分量Vi:
因此,借助于以下关系获得线到中性点电压v1,v2,v3的三相系统:
可以使用这个理论以便在第一步骤I的第一阶段8期间根据与在整流器6的输出端处测得的相之间的差分电压相对应的Uab,Uca,Ubc达成对线到中性点三相电压Ua,Ub,Uc的计算。
可以引入两个新电压vα,vβ以便降低系统的阶数:
以及针对瞬时无功和有功功率的新方程:
p+jq=(vα-jvβ)(iα+jiβ) (6)
其中,
j是纯虚数算子,从而使得j2=-1;
p是瞬时有功功率;
q表示采用无功功率形式的损耗;并且
iα和iβ表示与功率p以及电压vα和vβ相关联的两个强度量。
通过将虚数部分和实数部分分离开,针对瞬时无功和有功功率的方程(6)变为:
具体地,系统被求解为p=Preq和q=0。这然后给出:
可以根据以下关系来计算在第二阶段9结束时获得的电流设定点:
其中,
Preq是由用于控制对驱动电池进行的充电的单元所提供的瞬时有功功率设定点,并且与用于对电池进行充电的功率设定点相对应;并且
Uab,Ubc,Uca是来自整流器6的电压测量结果。
然后,根据以下公式来实施用于借助于一阶低通滤波器来进行滤波的第二步骤II:
其中:
flp是一阶低通滤波器的截止频率;并且
s是拉普拉斯微分算子。
以非限制性的方式,可以借助于充电器1的输入滤波器5来实施此步骤。
xk+1=max(min(xk+αTS,xk),xk-αTS) (13)
其中,
α是最大变化率;
TS是采样间隔;并且
{xk}k∈N是电流离散化的滤波设定点。
可以借助于充电器1的DC-DC电压转换器7、或者外部计算机来实施此步骤。
Claims (8)
1.一种用于根据来自整流器(6)的至少一个电压测量结果(Uab,Ubc,Uca)和至少一个瞬时有功功率设定点(Preq)来确定机动车辆电池充电器的至少一个电流设定点的方法,该方法的特征在于,其包括:用于计算所述至少一个电流设定点的第一步骤(I);用于对所述至少一个电流设定点进行自适应滤波的第二步骤(II);以及用于限制所述至少一个电流设定点的变化率的第三步骤(III),该第一步骤(I)包括根据以下公式来计算至少一个电流未滤波设定点
其中,
Preq是由用于控制对机动车辆电池的驱动电池进行的充电的单元所提供的该瞬时有功功率设定点;
5.如权利要求4所述的电池充电器,其中,所述输入滤波器(5)被配置用于实施用于对所述至少一个电流设定点进行自适应滤波的第二步骤(II)。
6.如权利要求4或5所述的电池充电器,其中,所述整流器(6)是功率因数校正(PFC)整流器。
7.如权利要求6所述的电池充电器,其中,所述整流器(6)是包括输出端处的两个电容器的维也纳整流器。
8.如权利要求4或5所述的电池充电器,其中,该DC-DC电压转换器(7)适合于向所述至少一个电池(2)递送400V的电压。
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PCT/FR2017/052641 WO2018060632A1 (fr) | 2016-09-29 | 2017-09-28 | Procede de determination de consigne de courant pour chargeur de batterie de vehicule automobile |
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JP (1) | JP6941671B2 (zh) |
KR (1) | KR102262414B1 (zh) |
CN (1) | CN110049895B (zh) |
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FR3015411A1 (fr) * | 2013-12-19 | 2015-06-26 | Peugeot Citroen Automobiles Sa | Procede de calcul de consigne de couple pour une machine electrique couplee a un moteur thermique d'un vehicule hybride |
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Also Published As
Publication number | Publication date |
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FR3056851B1 (fr) | 2018-10-12 |
KR20190040321A (ko) | 2019-04-17 |
FR3056851A1 (fr) | 2018-03-30 |
KR102262414B1 (ko) | 2021-06-08 |
WO2018060632A1 (fr) | 2018-04-05 |
CN110049895A (zh) | 2019-07-23 |
JP2019531684A (ja) | 2019-10-31 |
JP6941671B2 (ja) | 2021-09-29 |
EP3520211B1 (fr) | 2022-03-30 |
EP3520211A1 (fr) | 2019-08-07 |
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