CN111674275A - 采用变压器输出1250伏电压的电动车直流充电系统 - Google Patents

采用变压器输出1250伏电压的电动车直流充电系统 Download PDF

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CN111674275A
CN111674275A CN202010561282.8A CN202010561282A CN111674275A CN 111674275 A CN111674275 A CN 111674275A CN 202010561282 A CN202010561282 A CN 202010561282A CN 111674275 A CN111674275 A CN 111674275A
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charging
voltage
transformer
electric vehicle
charging system
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薛洛良
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Priority to CN202010561282.8A priority Critical patent/CN111674275A/zh
Priority to DE102020116886.1A priority patent/DE102020116886A1/de
Priority to KR1020200086541A priority patent/KR20210156704A/ko
Priority to US16/935,419 priority patent/US20210399570A1/en
Publication of CN111674275A publication Critical patent/CN111674275A/zh
Priority to GB2017458.7A priority patent/GB2596163A/en
Priority to FR2012622A priority patent/FR3111749A1/fr
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00711—Regulation of charging or discharging current or voltage with introduction of pulses during the charging process
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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
    • B60L53/10—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 the energy transfer between the charging station and the vehicle
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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
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    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
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    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02M7/219—Conversion of ac power input into dc power output without possibility of reversal 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 in a bridge configuration
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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Secondary Cells (AREA)

Abstract

本发明公开了一种采用变压器输出1250伏电压的电动车直流充电系统，包括三相配电变压器输出线电压为1250伏的输出端和降压型高频PWM整流滤波电路；该输出端与降压型高频PWM整流滤波电路相连接；该降压型高频PWM整流滤波电路包括充电控制器，所述充电控制器控制该降压型高频PWM整流滤波电路。该整流电路体积小容量大可以方便的放在电动车上，形成车桩兼容快速充电装置。本发明提供一种能够简化充电系统，降低成本，降低充电装置自身用电损耗，使充电更加方便的一种采用变压器输出1250伏电压的电动车直流充电系统。

Description

采用变压器输出1250伏电压的电动车直流充电系统
技术领域
本发明涉及电动车快速充电系统，尤其涉及一种采用变压器输出1250伏电压的电动车直流充电系统。
背景技术
当今为满足电动车蓄电池快速充电要求，需要采用大功率直流充电桩。由于受到电子器件性能影响，单个单元功率不能做很大，因此现有大功率直流充电桩是由多个开关电源并联而成，电源使用变压器输出三相线电压为标称值的220v或380v供电。开关电源采用Boost整流串接开关单元，开关电源需要高频变压器，控制装置根据蓄电池的充电需求对各个并联的开关电源进行功率分配。上述装置使用的电子器件较多，接线复杂，自身装置损耗大，成本高。另外，充电过程是即插即充没有控制在电网负荷低谷时进行。
发明内容
有鉴于此，本发明提供一种能够简化充电系统，降低成本，降低充电装置自身用电损耗，体积小容量大的直流充电装置，还可以方便的放在电动车上，形成车桩兼容快速充电装置，使充电更加方便的一种采用变压器输出1250伏电压的电动车直流充电系统。
为了实现本发明目的，采取以下技术方案：
一种采用变压器输出1250伏电压的电动车直流充电系统，包括三相配电变压器输出线电压为1250伏的输出端和降压型高频PWM整流滤波电路；该输出端与降压型高频PWM整流滤波电路相连接；该降压型高频PWM整流滤波电路包括充电控制器，所述充电控制器控制该降压型高频PWM整流滤波电路。
所述三相配电变压器包括一次高压侧和二次低压侧，一次高压侧接入公用中压配电网，二次低压侧输出线电压为1250伏。
所述降压型高频PWM整流滤波电路为降压型(Buck)高频PWM整流滤波器。
所述降压型高频PWM整流滤波器设置在电动车体上形成车载快速充电系统，该充电系统包括车上充电插座，所述线电压为1250伏的输出端包括充电插头，所述充电插头与充电插座连接对电动车充电。
所述降压型高频PWM整流滤波器包括电容和电感，该电容和电感设置在所述充电插头处。
所述充电控制器安装按照电网峰谷电价控制的系统。
所述变压器包括二次绕组，该二次绕组包括带有至少两个并联充电插头；所述充电系统按照变压器容量分时、分功率为各个充电插头送电。
所述二次绕组包括至少两个充电桩，所述充电系统按照变压器容量分时、分功率为各个充电桩送电。
本发明的有益效果是：1)本发明提供了一种用于电动车蓄电池的直流充电系统，采用输出1250伏的配电变压器与降压型高频PWM整流滤波电路结合，避免了使用开关电源高频变压器，减少了元器件的使用数量；2)降压型高频PWM整流电路输入电压较高，使开关管、二极管回路电流减小，同时串联的晶体管少，减少了装置自身用电损耗；3)单套装置容量可以做的较大，并且能够通过多组(Buck)整流电路并联扩大容量；4)本发明由于装置体积小可以安装在车上，使用三相1250伏交流电源供电即可；5)本发明装置成本小，可以方便安装按时间在电网负荷低谷充电的控制器。
附图说明
图1为本发明一个实施例采用变压器输出1250伏电压的电动车直流充电系统的电路图；
图2为本发明另一实施例采用变压器输出1250伏电压的电动车直流充电系统的电路图。
下面结合附图及本发明的实施例对发明作进一步详细的说明。
实施例1
参看图1，一种采用变压器输出1250伏电压的电动车直流充电系统，包括三相配电变压器1输出线电压为1250伏的输出端和降压型高频PWM整流滤波电路；该输出端与降压型高频PWM整流滤波电路相连接；该降压型高频PWM整流滤波电路包括充电控制器4，所述充电控制器4控制该降压型高频PWM整流滤波电路。
所述三相配电变压器1包括一次高压侧11和二次低压侧12，一次高压侧11接入公用中压配电网，二次低压侧输出12线电压为1250伏(相电压722伏)，中性点直接接地。
所述降压型高频PWM整流滤波电路2为降压型高频PWM整流滤波器。
所述三相配电变压器包括一次高压侧和二次低压侧，一次高压侧接入公用中压配电网，二次低压侧输出线电压为1250伏(相电压722伏)，此电压给降压型(Buck)高频PWM整流器供电。电压值1250伏的取得原则是为了同时满足以下要求：1、电池标称电压要求；2、电网对功率因数控制(PFC)要求；3电网电压幅值波动要求，例如国家中压电网电压质量要求幅值波动为±7％；4、蓄电池充电终止电压高于蓄电池标称电压要求；回路晶体管压降在整个电压回路中占比较小这里没有考虑。1250伏取值计算如下；
所述配电变压器输出相电压有效值设为Uo，设电动车蓄电池标称电压为U1。
为满足功率因数控制要求，Uo要大于等于
Figure BDA0002546386220000041
Figure BDA0002546386220000042
为电压最大值换算成有效值时的系数；
还要满足电网电压波动7％要求，即乘以1.07
Figure BDA0002546386220000051
由于回路中晶体管压降占比小，这里不再考虑。目前电动车蓄电池电压基本在750伏以下，因此以750伏电压计算
线电压为
Figure BDA0002546386220000052
取1135伏线电压。
所述蓄电池充电终止电压约高于蓄电池标称电压10％，有的蓄电池充电终止电压高于标称电压10％以上，由于在充电后期充电电流小，可以满足电网对谐波的要求，所以这里考虑取10％。最终，配电变压器输出线电压还大于等于1135×1.1＝1248.5伏取1250伏。
综合以上计算，当配电变压器输出线电压1250伏时。可以给标称端电压小于等于750伏的所有蓄电池快速充电。
所述降压型(Buck)高频PWM整流滤波电路2包括交流滤波器、整流桥、和直流滤波回路，输出到充电接口。降压型高频PWM整流电路2的控制按照满足电网功率因数要求、满足电池充电策略来调制，增加相应的保护回路，经过隔离驱动完成PWM整流功能。车辆都安装有电池回路绝缘检测系统，建议安装的系统检测不到变压器二次绕组中性点接地，使一组变压器二次绕组可以带多个充电桩，减少建桩投资。
本实施例中，所述充电电源包括隔离驱动电路3和充电控制器4；所述充电控制器4通过隔离驱动电路3控制所述降压型高频PWM整流电路2。
进一步，所述变压器1输出线电压为1250伏的输出端和降压型高频PWM整流滤波电路2之间设有保护电路5，该保护电路5用来保护该降压型高频PWM整流滤波电路2。
所述充电控制器4安装按照电网峰谷电价控制的系统，停车时间允许时控制充电过程在电网负荷低谷电价便宜时进行。
所述变压器包括二次绕组，该二次绕组包括带有至少两个并联充电插头；所述充电系统按照变压器容量分时、分功率为各个充电插头送电；充电前后的时间不用移车，节约变压器容量，提高使用率。如图1，插接件K4、K7。
所述二次绕组还包括至少两个充电桩，所述充电系统按照变压器容量分时、分功率为各个充电桩送电；充电前后的时间不用移车，节约变压器容量，提高使用率。
本发明配电变压器二次低压侧绕组带智能充电控制器4，控制本绕组所带的各个充电桩和各个1250伏电源插头。该智能充电控制器4具有故障保护、电源通断、分时控制、分功率控制、防止变压器过载、与电力调度系统通讯及与车通讯功能。由于充电速度快，在停车时间允许时，所述智能充电控制器4与车约定安排电网负荷低谷时间段充电。并按绕组容量需要分时、分功率给各个插头或充电桩授电。设置多个输出端，每个端口依次依时送电，使车在充电结束后不用移车位，节约变压器容量。另外，可以使电网调度系统直接控制本控制器，让充电负荷在电网负荷低谷的时间受电，达到平衡电网负荷的目的。
本发明由于降压型高频PWM整流滤波电路2体积小方便安装在车上，可以做成车桩一体快速充电装置。停车地点安装1250伏智能受控插头，车上装充电插座，插上电后给车载充电装置供电，参见图1，插接件K4，车载充电控制器通过与插头控制器通讯使K1联动开关通断电力。车载装置按照电池要求给电池充电。充电过程可以在快速与慢速之间或充电策略任意设定，以延长蓄电池寿命。充电控制器通过数据线控制车外智能受控插头通断电力。
优选地，所述降压型高频PWM整流滤波器2包括电容和电感，该电容和电感设置在所述充电插头处，减少车载器件。本实施例图1中把压敏电阻R1、R2、R3，电感L1、L2、L3，电容C1、C2、C3放在就地插头侧，车载器件从整流桥路往后。图1中K5为插接件(不安装K4)。
重要的是车载充电控制器或充电桩控制器安装按照电网负荷峰谷电价控制的软件，在停车时间允许时，控制充电过程在电价便宜时进行，节约车用成本并有利于电网经济运行。
参看图1，本实施例中，所述直流充电桩包括充电桩控制器4和降压型高频PWM整流滤波电路2；
所述充电桩控制器4有调制和保护回路，其输出信号端经过隔离驱动回路与所述降压型高频PWM整流开关管V1、V2、V3、V4、V5、V6的栅极连接，用于控制开关管的导通与截止。
本实施例中，所述配电变压器的二次低压侧12为一个三相二次绕组，线电压为1250伏，直流充电桩为多个，二次绕组中性点直接接地。通过PWM调制完成对整流电路输出电流大小和输入功率因数的控制，滤波电路使电流纹波情况达到电动车蓄电池充电的需求。整个直流充电装置通过输出端子U2向电动车蓄电池充电。还可以扩展，图1中K4、K7为并联插头，达到分时、分功率控制的目的。
实施例2
参看图2，本实施例与上述图1区别为：所述配电变压器1的二次低压侧设置有多个三相二次绕组包括二次绕组12和二次绕组13，所述二次绕组根据需要可增加；所述每个绕组中性点不直接接地，目的是满足每个充电桩电气隔离要求。
其直流充电桩的数量与二次绕组的数量相同，每个二次绕组带一个充电桩，绕组中性点通过继电器结点(图2、J)、压敏电阻(图2、R4)和限位电阻(图2、R)并联接地。限位电阻阻值很大起到限制低压绕组电位漂移作用，继电器节点在充电桩工作时打开，不工作时闭合接通，压敏电阻防止中性点过电压。其它与具体实施方式一相同。
本实施例中，所述二次绕组13还包括充电控制器41、隔离驱动电路31和保护控制电路51。
参看图1，该图1中1为配电变压器；L1、L2、L3为滤波电感；C1、C2、C3储能电容；V1、V2、V3、V4、V5、V6为开关管；D1、D2、D3、D4、D5、D6二极管；D7为续流二极管；L4为储能电感；C4为滤波电容；U2为充电桩输出端；R1、R2、R3为限压电阻；11为变压器高压绕组，12为变压器低压绕组；K1及K6为联动智能开关；K4、K5、K7为插接件。
参看图2，该图2中，所述L1、L2、L3为滤波电感；C1、C2、C3为储能电容；V1、V2、V3、V4、V5、V6为开关管；D1、D2、D3、D4、D5、D6二极管；D7为续流二极管；L4为储能电感；C4为滤波电容；U2为一个充电桩输出端，U3为一个充电桩输出端；R1、R2、R3、R为压敏电阻；R4为限位电阻；J为继电器节点；1为配电变压器其中11为高压绕组，12为一个低压绕组、13为一个低压绕组；K1为联动智能开关；K4、K5、K7为插接件。
本发明是一种用于电动汽车充电的大功率直流充电桩，该充电桩采用输出线电压1250伏的三相配电变压器，变压器输出端和降压型(Buck)高频PWM整流滤波电路相连接，输出给蓄电池充电。该发明能够精简充电桩结构，降低装置自身用电损耗。
另外，由于降压型(Buck)高频PWM整流滤波充电装置体积较小，可以装在车上，形成车桩兼容型快速充电方式。充电地方设置线电压1250伏的三相电源插头线，接上电源线车辆快速充电。
由于装置成本低，可以方便安装充电定时间控制器，控制在电网负荷低谷电价低时给车载电池充电，减少充电费用，提高电网经济运行水平。
本发明应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想；对于本领域的一般技术人员，依据本发明的思想，在具体实施方式及应用范围上会有改变之处，其在配电变压器输出电压使用上可以在1250伏附近值。所以，本说明书1250伏数值不应理解为对本发明的限制。

Claims (7)

1.一种采用变压器输出1250伏电压的电动车直流充电系统，其特征在于：包括三相配电变压器输出线电压为1250伏的输出端和降压型高频PWM整流滤波电路；该输出端与降压型高频PWM整流滤波电路相连接；该降压型高频PWM整流滤波电路包括充电控制器，所述充电控制器控制该降压型高频PWM整流滤波电路。
2.根据权利要求1所述的采用变压器输出1250伏电压的电动车直流充电系统，其特征在于：所述三相配电变压器包括一次高压侧和二次低压侧，一次高压侧接入公用中压配电网，二次低压侧输出线电压为1250伏。
3.根据权利要求1所述的采用变压器输出1250伏电压的电动车直流充电系统，其特征在于：所述降压型高频PWM整流滤波电路设置在电动车体上形成快速充电系统，该充电系统包括车上充电插座，所述线电压为1250伏的输出端包括充电插头，所述充电插头与充电插座连接对电动车充电。
4.根据权利要求3所述的采用变压器输出1250伏电压的电动车直流充电系统，其特征在于：所述降压型高频PWM整流滤波器包括电容和电感，该电容和电感设置在所述充电插头处。
5.根据权利要求1所述的采用变压器输出1250伏电压的电动车直流充电系统，其特征在于：所述充电控制器安装按照电网峰谷电价控制的系统。
6.根据权利要求1所述的采用变压器输出1250伏电压的电动车直流充电系统，其特征在于：所述变压器包括二次绕组，该二次绕组包括带有至少两个并联充电插头；所述充电系统按照变压器容量分时、分功率为各个充电插头送电。
7.根据权利要求6所述的采用变压器输出1250伏电压的电动车直流充电系统，其特征在于：所述二次绕组还包括至少两个充电桩，所述充电系统按照变压器容量分时、分功率为各个充电桩送电。
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