CN210327385U - Charging station with high-voltage direct-current bus - Google Patents
Charging station with high-voltage direct-current bus Download PDFInfo
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Abstract
The utility model discloses a charging station with a high-voltage direct-current bus, which comprises three phases, wherein each phase is divided into an upper bridge arm and a lower bridge arm, the upper bridge arm and the lower bridge arm of the same phase are connected through an inductor, and each bridge arm is a charger module group; each charger module group comprises a plurality of charger modules; the input ports of the charger modules in each charger module group are connected in series, and the output ports of the charger modules are connected with the electric automobile; the input port of each phase is connected with the high-voltage alternating current port through an inductor, and the output port of each phase is connected with the high-voltage direct current port. The utility model provides a charging station has the input of reducible intermediate link transformer under the higher voltage level, has reduced loss and maintenance cost greatly, does not have idle circulation simultaneously, and work efficiency is high, and dynamic response is fast.
Description
Technical Field
The utility model relates to a two-way battery charging outfit of electric automobile, concretely relates to take charging station of high voltage direct current generating line.
Background
In recent years, in order to deal with climate change and energy crisis, relevant departments pay more attention to energy conservation and emission reduction again. The electric automobile, as a novel Vehicle, has the advantages of environmental protection and energy conservation, effectively reduces the emission of polluted tail gas, and becomes a key device for realizing the bidirectional flow of energy information as a V2G (Vehicle-to-grid) technology. With the increasing number of electric vehicles, if the energy in the batteries of the electric vehicles can be scheduled, energy storage devices with considerable capacity are in an idle state in the power grid, and if the idle devices are fully utilized, the utilization efficiency of the energy stored in the electric vehicles is greatly improved. The electric automobile with the V2G function can provide services such as peak shaving, frequency modulation, reactive power compensation, rotation standby and the like for a power grid on the premise of giving consideration to the performance of the electric automobile. The current V2G technology cannot be popularized in a large scale due to the disadvantages of low efficiency, high harmonic, and lack of protection, so it is necessary to develop an efficient and reliable implementation of the charging station propulsion V2G technology.
SUMMERY OF THE UTILITY MODEL
In order to solve various problems existing in the prior art, the utility model provides a take charging station of high voltage direct current generating line. At present, the MMC is mainly applied to the field of flexible direct-current power transmission, shows extremely high advantages and application values in engineering, and is mainly characterized by high power level, bidirectional power flow and modularization, and extremely high goodness of fit with various indexes required by large-scale electric vehicle charging and discharging, so that an MMC submodule is combined with a bidirectional DC/DC converter to serve as an electric vehicle charger and a medium for providing V2G for a power grid by an electric vehicle.
The utility model provides a technical scheme is: a charging station with a high-voltage direct-current bus comprises three phases, wherein each phase is divided into an upper bridge arm and a lower bridge arm, the upper bridge arm and the lower bridge arm of the same phase are connected through an inductor, and each bridge arm is a charger module group;
each charger module group comprises a plurality of charger modules; the input ports of the charger modules in each charger module group are connected in series, and the output ports of the charger modules are connected with the electric automobile;
the input port of each phase is connected with the high-voltage alternating current port through an inductor, and the output port of each phase is connected with the high-voltage direct current port.
Preferably, the charger module includes: a half-bridge circuit and a bidirectional DC/DC converter;
after the input ports of the half-bridge circuits are cascaded, the input ports are connected with a high-voltage alternating current port through inductors, the output port of the half-bridge circuit is connected with one port of the bidirectional DC/DC converter, and the other port of the bidirectional DC/DC converter is connected with an electric automobile.
Preferably, the half-bridge circuit includes: two switching tubes and a capacitor C1；
The two switching tubes are connected in series and then connected with a capacitor C1And the input ports of the half-bridge circuits are arranged on two sides of any switching tube.
Preferably, the bidirectional DC/DC converter includes: h connected by switch tube1Bridge and H2Bridge, high-frequency isolation transformer T, main inductor L and capacitor C2；
Said H1The bridge is the primary side of the bidirectional DC/DC converter, the H2The bridge being said bidirectional DC/DC converterThe secondary side;
the primary side of the bidirectional DC/DC converter is connected with the secondary side of the bidirectional DC/DC converter through a high-frequency isolation transformer T, and the H side is connected with the secondary side of the bidirectional DC/DC converter through a high-frequency isolation transformer T2The output port of the bridge is connected with the inductor L in series and then connected with the capacitor C2And (4) connecting in parallel.
Preferably, the bidirectional DC/DC converter adopts a Buck-Boost type Buck-Boost structure.
Preferably, the bidirectional DC/DC converter adopts a Buck-Boost type Buck-Boost structure, including:
when charging an electric vehicle: one port of the output port of the half-bridge circuit connected with the bidirectional DC/DC converter is an input port and passes through the capacitor C2Charging the electric automobile, wherein the bidirectional DC/DC converter adopts a Buck mode;
when the electric automobile discharges: the other port of the bidirectional DC/DC converter connected with the electric automobile is an input port, the electric automobile discharges through a circuit and feeds energy back to a power grid, and the bidirectional DC/DC converter works in a Boost mode.
Preferably, the primary side of the bidirectional DC/DC converter adopts a voltage type full-bridge converter circuit.
Preferably, the secondary side of the bidirectional DC/DC converter adopts a current type full-bridge converter circuit.
Preferably, the number of the charger modules is the same as that of the electric automobiles.
Preferably, each charger module group includes a plurality of charger modules with the same number.
Preferably, the charging station further includes: an LCD absorption loop;
the LCD absorption loop is connected with the bidirectional DC/DC converter and used for restraining the turn-off overvoltage of a switch tube in the bidirectional DC/DC converter when the electric automobile discharges and recovering leakage inductance energy.
Preferably, the absorption circuit comprises:
clamping diode D1A clamp capacitor CsAbsorption resistance RsFreewheel diode D2Current limiting inductor LsFollow currentDiode D3And a switching tube Q11；
The clamping diode D1Negative electrode of and clamping capacitor CsIs connected in series with one end of the clamping diode D1Positive electrode and clamping capacitor CsThe other ends of the two-way DC/DC converters are respectively connected with the two ends of the two-way DC/DC converter;
the clamping diode D1Between the negative pole of (1) and the main inductor L is connected in parallel with an absorption resistor Rs；
The freewheeling diode D2Negative electrode of (1), current-limiting inductor LsAnd a freewheeling diode D3The anodes of the freewheeling diodes D are connected in series in sequence2Anode and freewheel diode D3Is connected to the capacitor C2Two ends;
the switch tube Q11Is connected to the clamping diode D1Negative electrode of and clamping capacitor CsBetween, the switch tube Q11Is connected to the freewheel diode D at the other end2Negative pole and current-limiting inductance LsIn the meantime.
Preferably, the current-limiting inductor LsSmaller than the main inductance L.
Preferably, the switch tube is an insulated gate field effect transistor MOS.
Compared with the prior art, the beneficial effects of the utility model are that:
1. the technical scheme provided by the utility model, charging station include three-phase, each phase divides into two upper and lower bridge arms, the upper and lower bridge arms of the same phase pass through the inductance connection, each bridge arm is a charger module group; each charger module group comprises a plurality of charger modules; the input ports of the charger modules in each charger module group are connected in series, and the output ports of the charger modules are connected with the electric automobile; the input port of each looks passes through the inductance and is connected with high-pressure AC port, and the output port of each looks is connected with high voltage direct current port, the utility model provides a charging station has the input of reducible intermediate link transformer under the higher voltage level, has reduced loss and maintenance cost greatly, does not have idle circulation simultaneously, and work efficiency is high, and dynamic response is fast.
2. The utility model provides a technical scheme, every bridge arm is established ties by a plurality of submodule pieces and is formed, to the charging and discharging system of different power grades, can adapt to system power through every bridge arm submodule piece quantity of increase and decrease, the topological structure of charging station has good expansibility and redundancy, and the input of the reducible intermediate link transformer of higher voltage grade, has reduced loss and maintenance cost greatly.
3. The technical scheme provided by the utility model adopts a bidirectional DC/DC converter, has a high-frequency isolation transformer, realizes electrical isolation and improves the safety of the system; meanwhile, the Buck and Boost circuits can be switched, reactive circulation is avoided, the working efficiency is high, and the dynamic response is fast.
4. The utility model provides a technical scheme, including the LCD absorption return circuit, can effectively restrain the turn-off excessive pressure of switch tube, guarantee that the circuit can normally work.
5. The utility model provides a technical scheme, the voltage of charging station alternating current side output is closely related with the quantity of the machine module that charges, can adjust output voltage through increase and decrease submodule piece number.
6. The utility model provides a technical scheme, the charge station can realize the two-way flow of power, and its topology can be regarded as one kind and realized the new structure of electric automobile V2G technique, provides new thinking for follow-up V2G's further research.
Drawings
Fig. 1 is a schematic view of a charging station topology according to the present invention;
fig. 2 is a schematic diagram of the charger module structure of the utility model;
fig. 3 is a schematic diagram of the structure of the LCD absorption circuit of the present invention.
Detailed Description
For a better understanding of the present invention, reference is made to the accompanying drawings and examples, which are set forth in the following description and are incorporated in the following description.
In order to solve the problems of centralized charging and discharging requirements of large-scale electric vehicles in specific occasions and three-phase unbalance of a power grid, high grid-connected harmonic content and the like caused by the centralized charging and discharging requirements, a charging station with a high-voltage direct-current bus is provided by combining a Modular Multilevel Converter (MMC). The input stage MMC is directly connected with the 10kV bus, on the basis of the traditional MMC, the two-way isolation DC/DC converter is used as a charger to be connected with the electric automobile inside the submodule, the power two-way flow between the power grid and the power battery of the electric automobile in the submodule is realized through control, and the problem of electric energy quality caused by large-scale charging and discharging at present can be avoided. The output side of the system is used as a high-voltage direct-current bus and can be connected with a high-voltage direct-current load, a photovoltaic power generation device and a centralized energy storage device. The topology studied by the embodiment can realize the large-scale electric vehicle V2G technology, and compared with the traditional charging station, the charging station has the advantages of small harmonic pollution, high efficiency, low three-phase unbalance degree, considerable capacity for participating in scheduling and the like. The method can be applied to large parking lots, and has the functions of providing reactive power support for the power grid and participating in active power regulation. The main purpose of V2G is to achieve bidirectional energy exchange between the electric vehicle and the grid.
1. Charging station topology with high-voltage direct-current bus
Fig. 1 is a schematic diagram of a topology structure of a charging station, in which each charging station with a high-voltage dc bus includes three phases, each phase is divided into an upper bridge arm and a lower bridge arm, the upper and lower bridge arms of the same phase are connected through an inductor, and each bridge arm is a charger module group;
each charger module group comprises a plurality of charger modules; the input ports of the charger modules in each charger module group are connected in series, and the output ports of the charger modules are connected with the electric automobile;
the input port of each phase is connected with the high-voltage alternating current port through an inductor, and the output port of each phase is connected with the high-voltage direct current port.
Different from the traditional charging station topology, the AC side of the topology is not provided with a power frequency transformer, the input ports of the chargers are connected in series to form an MMC, each bridge arm is provided with n charger modules in series, the upper and lower bridge arms in the same phase are connected by two inductors, and AC output is led out. The MMC input end is directly connected with a power grid 10kV bus, so that the occupied area is reduced; the whole MMC output stage can be used as a 16-20 kV high-voltage direct-current bus, can be connected with a high-voltage direct-current load, and is connected with an energy storage system and a photovoltaic system.
The number of the sub-modules is designed according to the number requirement of the charging ports, and the internal structure diagram 2 of each sub-module can be divided into two parts, wherein one part is a half-bridge sub-module of the traditional MMC, and a half-bridge circuit is formed by two switching tubes; the other part is a bidirectional DC/DC converter circuit with an isolation transformer, an input port of the converter is connected with the direct current side of the half-bridge circuit, and an output port of the converter is used as a charging port to be connected with the electric automobile. The charging and discharging control of the electric automobile butted on different ports is realized by controlling each half-bridge circuit and the bidirectional DC/DC converter.
2 bidirectional DC/DC converter
The bidirectional DC/DC converter is an important bridge for providing V2G service to a power grid by an electric automobile. The novel topology capable of eliminating the reactive power of the traditional DC/DC converter is adopted in the embodiment, and the novel topology has the advantages that the system can realize electrical isolation, has no reactive circulation, is high in working efficiency and quick in dynamic response, and can realize bidirectional Buck and Boost working conditions.
When U is shown in FIG. 21Is an input terminal, U2When the output end is in the Buck working condition, H1The switching tubes of the bridge being controlled by phase-shifting, H2The bridge adopts complementary conduction control of full duty ratio; when U is turned2Is an input terminal, U1For the output end, the circuit works in Boost working condition H1The bridge adopts complementary conduction control of full duty ratio, H2The switch tube of the bridge is controlled by phase shift. When the circuit is in Buck mode, energy flows from the capacitor to the electric vehicle; when the circuit is in a Boost mode, energy flows to the capacitor from the electric automobile, and the charging and discharging of the electric automobile are controlled.
LCD absorption circuit
When the power switch device is applied to an actual circuit, an overvoltage spike is caused when the switch device is turned off due to stray inductance of a line, and if the overvoltage spike is not limited, the device is damaged or the circuit cannot work normally. Meanwhile, leakage inductance of the primary winding and the secondary winding of the high-frequency transformer causes overvoltage in the converter conversion process, and the leakage inductance value of the transformer is usually much higher than the stray inductance value of a line, so that the working environment of a switching device is further deteriorated, and measures must be taken to limit overvoltage peaks at two ends of the switching device.
Primary side H of bidirectional DC/DC transformer used in this embodiment1The bridge has voltage source characteristic, and the upper and lower switching tubes of one bridge arm are not in direct connection, so that the overvoltage can be directly processed at H1And capacitors are connected in parallel between the positive bus and the negative bus of the bridge. But of the secondary side of the transformer2The bridge has current source characteristic due to the main inductance, the upper and lower tubes of one bridge arm are in direct connection, and when overvoltage generated by leakage inductance of the secondary winding is processed, if the primary side H is adopted1With the same method of the bridge, the parallel connection of the discharge current with larger capacitance after the switching tube of the bridge arm is directly connected can cause the damage of the switching tube.
In summary, an absorption circuit is required to process overvoltage generated by leakage inductance of the secondary winding of the transformer, and an LCD absorption circuit is used to suppress the overvoltage and recycle the energy of the leakage inductance.
Power slave U in topology of bidirectional DC/DC converter shown in FIG. 21Side flow direction U2When the current is on the side, the leakage inductance energy always exists towards U due to the anti-parallel diode of the switch tube2And the leakage inductance causes low overvoltage peak and relatively low loss. But when the power direction is from U2Side flow direction U1In the side, the leakage inductance energy does not have the leakage path, and the overvoltage peak caused by the leakage inductance is increased, so that the leakage inductance energy loss and the turn-off loss of the switch tube are increased. Therefore, the working condition under the working condition is worse, and the parameters of the absorption loop are set when the absorption loop reversely flows according to the power.
The LCD absorption circuit provided by this embodiment is shown by the dashed line in FIG. 3, and the absorption circuit is composed of a clamping capacitor CsA clamping diode D1A current-limiting inductor LsAn absorption resistor RsTwo freewheeling diodes D2And D3And a switching tube Q11And (4) forming.
When the switch tube Q7、Q10The overvoltage caused by leakage inductance will gradually increase when the switch starts to be switched off, and when the overvoltage exceeds the clamping capacitor CsVoltage V onCsWhile clamping diode D1The energy on the leakage inductance begins to be conducted to the clamping capacitor CsUpper transfer so that the clamping capacitor CsVoltage V onCsWill also gradually increase and the overvoltage will also be added to the switching tube Q7At the end of the commutation process, Q7The voltage on is restored. Main switch tube Q3～Q10And an auxiliary switching tube Q11The states are not changed, so the switch tube Q7Voltage V ondsAnd a clamp capacitor CsVoltage V onCsRemain unchanged.
To ensure that the energy on the clamp capacitor is at Q7～Q10All are conducted and then start to discharge, and the period is the auxiliary switch tube Q11Lags behind Q7、Q10Time of opening due to Q7～Q10All are in the on state, Q7Voltage V ondsWill be reduced to zero, VCsRemain unchanged. Switch tube Q11Will start to conduct, clamping the capacitor CsEnergy of above is passed through Q11～Ls～D3Beginning to bleed off, voltage VCsGradually decrease, current ILsAnd gradually increases. Clamping capacitor C in the periodsAnd a current limiting inductor LsResonance occurred, and after about 1/4 resonance periods, the capacitance C was consideredsThe voltage on returns to the initial value, inductance LsReaches a maximum.
To ensure the diode D1In the process, the capacitor C is in a cut-off statesThe voltage on cannot drop to zero if the capacitor CsThe voltage drop on is zero and then in loop Q11～Ls～D3～L～D1Oscillation begins in the loop. Switch tube Q11Will start to turn off, VdsIs still zero, VCsMaintain the initial value unchanged because of the inductance LsCurrent of (I)LsAt Q11Is not zero after turn-off, so diode D2Will conduct to freewheel thereof until ILsAnd drops to zero.
After the process, the primary overvoltage spike caused by leakage inductance in one switching period of the bidirectional DC/DC converter is eliminated. When Q is8、Q9After the switch-off, the next overvoltage spike will be generated, absorbing the working process and Q of the loop7、Q10Similar when turned off. The absorption loop can effectively restrain the turn-off overvoltage of the switch tube and ensure that the circuit can work normally.
As shown in FIG. 3, each of the switching transistors Q1-Q11 in the design of the present invention refers to a fully controlled device with anti-parallel diodes, which is different from a fully controlled device without diodes.
In this embodiment, the switching tube is an insulated gate field effect transistor MOS.
The charging station that provides in this embodiment has following advantage:
1. the input-stage MMC structure is directly hung on a 10KV bus, so that a power frequency transformer is omitted, and the occupied area is reduced. When the charging station releases energy, the voltage output by the alternating current side is closely related to the number of the sub-modules, and the output voltage can be adjusted by increasing or decreasing the number of the sub-modules.
2. The direct current side output of the MMC serves as a 20KV high-voltage direct current bus, can be connected with a high-voltage direct current load and is connected to an energy storage and photovoltaic system.
3. The bidirectional DC/DC converter is an important bridge of a charging station, can realize bidirectional energy flow and supports V2G.
4. The bidirectional DC/DC converter is provided with a high-frequency isolation transformer, so that electrical isolation can be realized, and the system safety is ensured.
5. The input end of the bidirectional DC/DC converter is connected with the MMC sub-module, the power is directly transmitted from the MMC sub-module, and the bridge arm current of the MMC is reduced.
6. The primary side of the bidirectional DC/DC converter adopts a voltage type full-bridge converter circuit.
7. The secondary side of the bidirectional DC/DC converter adopts a current type full-bridge converter circuit.
8. Because the inductor has leakage inductance, the secondary side of the bidirectional DC/DC converter adopts an LCD circuit as an absorption circuit, and the turn-off overvoltage of the switching tube can be effectively inhibited.
It is to be understood that the embodiments described are only some of the embodiments of the present invention, and not all of them. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the inventive concept, belong to the scope of protection of the present invention.
Claims (14)
1. A charging station with a high-voltage direct-current bus is characterized by comprising three phases, wherein each phase is divided into an upper bridge arm and a lower bridge arm, the upper bridge arm and the lower bridge arm of the same phase are connected through an inductor, and each bridge arm is a charger module group;
each charger module group comprises a plurality of charger modules; the input ports of the charger modules in each charger module group are connected in series, and the output ports of the charger modules are connected with the electric automobile;
the input port of each phase is connected with the high-voltage alternating current port through an inductor, and the output port of each phase is connected with the high-voltage direct current port.
2. The charging station of claim 1, wherein the charger module comprises: a half-bridge circuit and a bidirectional DC/DC converter;
after the input ports of the half-bridge circuits are cascaded, the input ports are connected with a high-voltage alternating current port through inductors, the output port of the half-bridge circuit is connected with one port of the bidirectional DC/DC converter, and the other port of the bidirectional DC/DC converter is connected with an electric automobile.
3. The charging station of claim 2, wherein the half-bridge circuit comprises: two switching tubes and a capacitor C1；
The two switching tubes are connected in series and then connected with a capacitor C1And the input ports of the half-bridge circuits are arranged on two sides of any switching tube.
4. The charging station of claim 2, wherein the bidirectional DC/DC converter comprises: h connected by switch tube1Bridge and H2Bridge, high-frequency isolation transformer T, main inductor L and capacitor C2；
Said H1The bridge is the primary side of the bidirectional DC/DC converter, the H2The bridge is the secondary side of the bidirectional DC/DC converter;
the primary side of the bidirectional DC/DC converter is connected with the secondary side of the bidirectional DC/DC converter through a high-frequency isolation transformer T, and the H side is connected with the secondary side of the bidirectional DC/DC converter through a high-frequency isolation transformer T2The output port of the bridge is connected with the inductor L in series and then connected with the capacitor C2And (4) connecting in parallel.
5. The charging station of claim 4, wherein the bidirectional DC/DC converter is of a Buck-Boost type Buck-Boost configuration.
6. The charging station of claim 5, wherein the bidirectional DC/DC converter is of a Buck-Boost type Buck-Boost structure comprising:
when charging an electric vehicle: one port of the output port of the half-bridge circuit connected with the bidirectional DC/DC converter is an input port and passes through the capacitor C2The bidirectional DC/DC converter works in a Buck mode;
when the electric automobile discharges: the other port of the bidirectional DC/DC converter connected with the electric automobile is an input port, the electric automobile discharges through a circuit and feeds energy back to a power grid, and the bidirectional DC/DC converter works in a Boost mode.
7. The charging station of claim 4, wherein the primary side of the bidirectional DC/DC converter employs a voltage-type full-bridge converter circuit.
8. The charging station of claim 4, wherein the secondary side of the bidirectional DC/DC converter employs a current mode full bridge converter circuit.
9. The charging station of claim 1, wherein the number of charger modules is the same as the number of electric vehicles.
10. The charging station of claim 1, wherein each of the charger module sets comprises a same number of charger modules.
11. The charging station of claim 1, further comprising: an LCD absorption loop;
the LCD absorption loop is connected with the bidirectional DC/DC converter and used for restraining the turn-off overvoltage of a switch tube in the bidirectional DC/DC converter when the electric automobile discharges and recovering leakage inductance energy.
12. The charging station of claim 11, wherein the absorption loop comprises:
clamping diode D1A clamp capacitor CsAbsorption resistance RsFreewheel diode D2Current limiting inductor LsFreewheel diode D3And a switching tube Q11；
The clamping diode D1Negative electrode of and clamping capacitor CsIs connected in series with one end of the clamping diode D1Positive electrode and clamping capacitor CsThe other ends of the two-way DC/DC converters are respectively connected with the two ends of the two-way DC/DC converter;
the clamping diode D1Between the negative pole of (1) and the main inductor L is connected in parallel with an absorption resistor Rs；
The freewheeling diode D2Negative electrode of (1), current-limiting inductor LsAnd a freewheeling diode D3The anodes of the freewheeling diodes D are connected in series in sequence2Anode and freewheel diode D3Is connected to the capacitor C2Two ends;
the switch tube Q11Is connected to the clamping diode D1Negative electrode of and clamping capacitor CsBetween, the switch tube Q11Is connected to the freewheel diode D at the other end2Negative pole and current-limiting inductance LsIn the meantime.
13. The charging station of claim 12, wherein the current limiting inductance LsSmaller than the main inductance L.
14. The charging station according to any one of claims 3 to 8, 11 or 12, wherein the switching tube is an insulated gate field effect transistor (MOS).
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| Application Number | Priority Date | Filing Date | Title |
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| CN201920458479.1U CN210327385U (en) | 2019-04-04 | 2019-04-04 | Charging station with high-voltage direct-current bus |
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|---|---|---|---|
| CN201920458479.1U CN210327385U (en) | 2019-04-04 | 2019-04-04 | Charging station with high-voltage direct-current bus |
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