EP2416982A1 - Transmission de puissance bidirectionnelle et sans contact pour la charge de véhicules électriques - Google Patents

Transmission de puissance bidirectionnelle et sans contact pour la charge de véhicules électriques

Info

Publication number
EP2416982A1
EP2416982A1 EP10717571A EP10717571A EP2416982A1 EP 2416982 A1 EP2416982 A1 EP 2416982A1 EP 10717571 A EP10717571 A EP 10717571A EP 10717571 A EP10717571 A EP 10717571A EP 2416982 A1 EP2416982 A1 EP 2416982A1
Authority
EP
European Patent Office
Prior art keywords
converter
inverter
voltage
storage device
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP10717571A
Other languages
German (de)
English (en)
Inventor
Ralf Cordes
Gerd Griepentrog
Thomas Komma
Sebastian Nielebock
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2416982A1 publication Critical patent/EP2416982A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60L53/12—Inductive energy transfer
    • B60L53/122—Circuits or methods for driving the primary coil, e.g. supplying electric power to the coil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • 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
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
    • 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
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • 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
    • Y02T10/64—Electric machine technologies 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
    • Y02T10/60—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
    • 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
    • Y02T90/12—Electric charging stations
    • 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
    • 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
    • Y02T90/16—Information or communication technologies improving the operation of electric 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
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

Definitions

  • Electric vehicles are usually connected by connectors to the grid or a stationary charging rectifier. If a battery of 20 kWh is to be charged within 15 minutes (so-called 6C charge), charging power of approximately 87 kW is assumed, which corresponds to a current of 125 A on the 400 V mains. This corresponds to the largest, commercially available plug with a diameter of 126 mm and a length of 282 mm. The manual forces required for insertion and removal are some 100 N, which makes operation considerably more difficult. Even higher charging power can not be transmitted with plug systems available today. Added to this is the susceptibility of plug systems against contamination or an increased contact resistance as a result of corrosion with a corresponding risk of overheating. An alternative that avoids these problems is the non-contact transmission of energy to the vehicle.
  • the object underlying the invention is to provide a device for the non-contact transmission of power for charging electric vehicles, which has a simplified structure. Another object is to provide an improved charging method for an energy storage device of an electric vehicle.
  • a converter which can be connected on the input side to the energy storage device, configured to convert an input-side DC voltage into an output-side single-phase or multi-phase AC voltage and to convert an output-side single- or multi-phase AC voltage into an input DC voltage, a coil arrangement for the inductive Transmission of electrical energy,
  • a first switching device provided on the output side of the converter for connecting the converter to the electric drive and a second switching device provided on the output side of the converter for connecting the converter to the coil arrangement are provided.
  • the converter which is present anyway in the electrically operated vehicle is also advantageously used for the inductive transmission of electrical energy and charging of the battery.
  • the converter is connected to the vehicle engine by means of the first switching device and separated from the transformer by the second switching device.
  • Conveniently converters for controlling electrical machines are constructed as hard-switching converter circuits which commutate the motor current within a half-bridge between the two semiconductor switches, for example IGBTs, or the associated freewheeling diodes.
  • the switching frequency of such drive converter set in the kHz range, in particular to about 8 to 10 kHz.
  • the switching losses are approximately at the losses caused by the power line in the semiconductors. Since the transmittable power of an inductive energy transmission is proportional to the frequency for a given cross-section of the flux-carrying components (iron circle, ferrites, etc.), the largest possible transmission frequency should be selected.
  • frequencies between 20 and 30 kHz are used for the inductive energy transmission, with ferrite then being used to guide the flow. If the inverter at about 3 times the switching frequency compared to the operation of the electric motor to turn the approximately equal to current, then a total of about twice the losses would occur, resulting in a thermal overload of the power semiconductors.
  • a resonant circuit is advantageously indicated for the inductive energy transmission, in that the leakage inductance of the coil arrangement is resonantly tuned by a serially arranged capacitance.
  • the load current can advantageously be switched in each case at the zero crossing. Only the magnetizing current of the coil arrangement must be commutated hard.
  • the resonant circuit formed by stray inductors and resonant capacitor is excited by the inverter with a rectangular voltage of a frequency corresponding to the resonant frequency.
  • the resonant capacitors may alternatively be provided on both sides of the transformer or only on one side of the transformer. If only one resonance capacitor is used, this can be arranged on the vehicle side or on the side of the charging station.
  • the transformer which takes over the non-contact transmission of the energy and comprises the coil arrangement, can be designed as a single-phase or as a three-phase transformer.
  • the inverter has three half-bridges, two of which are connected on the output side to the second switching device, while the third is connectable to the energy storage device via a DC-DC converter.
  • the inverter has four half-bridges, three of which are connected on the output side to the second switching device, while the fourth is connectable to the energy storage device via a DC-DC converter.
  • Figure 1 shows a first embodiment with single-phase
  • Figure 2 shows a second embodiment with a single-phase
  • Figure 3 shows a third embodiment variant with single-phase
  • Figure 4 shows a fourth embodiment with three-phase transformer and DC-DC converter between battery and inverter.
  • FIG. 1 shows a first overall system 10 which consists of vehicle-side elements 12 and of stationary elements 11 and comprises a first exemplary embodiment of the invention.
  • the stationary elements 11 are located outside the vehicle, for example below the vehicle when it is at a charging station.
  • the vehicle-side elements 12 comprise an electric motor 13 for driving the vehicle, a battery 14, an inverter 18, an intermediate circuit capacitor 22, a first switching arrangement 15, a second switching arrangement 16, a coil arrangement 17 as the vehicle-side part of a transformer 21 and a vehicle-side resonance capacitor 19th
  • the stationary elements 11 comprise a rectifier 23, a stationary-side intermediate circuit capacitor 24 and a stationary-side converter 25. Furthermore, the stationary elements 11 comprise a stationary-side resonance capacitor 20 and the stationary-side part of the transformer 21.
  • the rectifier 23 converts the three negligent voltage of the supply network into a DC voltage, which is converted by the stationary-side wrong of 25 a suitable AC voltage.
  • the transformer 21 ensures a transfer of the AC voltage in the vehicle-side circuit for this purpose, the connection of the judge 18 to the transformer 21 by the second switch assembly 16 is made. At the same time, the connection between the order judge 18 and the electric motor 13 by means of the first switch assembly 15 is interrupted.
  • the DC intermediate circuit that is to say the intermediate circuit capacitor 22 of the converter 18, is connected essentially directly to the battery 14 during the charging process.
  • the DC link voltage level of the inverter 18 is determined by the state of charge of the battery 14.
  • the vehicle transmits by radio or also by inductive or capacitive transmission the desired charging power, which may also be negative, to the stationary-side converter 25 and its controller. This then adapts the power flow to the desired value by tracking the setpoint value for its DC link voltage.
  • the resonance capacitors 19, 20 are matched to the transformer 21 in such a way that a resonant circuit frequency of 25 kHz results.
  • the switching frequency of the inverter 18 for the motor operation is 10 kHz in this example.
  • FIG. 2 shows a second overall system 30 with a second exemplary embodiment of the invention.
  • the vehicle-side converter comprises 31 two instead of three half-bridges.
  • 31 Schottky diodes 32 are arranged parallel to the semiconductor switches of the inverter.
  • no resonance capacitor 19 is used on the vehicle side.
  • the inverter 31 can be switched to passive and the parallel Schottky diodes 32 can be used as a passive rectifier. As a result, the forward losses of the converter 31 are reduced. This ensures reliable charging operation of the battery 14
  • This variant can be realized both with a single-phase and with a three-phase transformer 21, 73.
  • both converters suitably switch completely synchronously. This can be realized, for example, with an additional unloaded winding or a current transformer.
  • FIG. 3 shows a third overall system 50 with a third embodiment of the invention.
  • the vehicle-side converter 18 has three half-bridges.
  • a DC-DC converter 51 is provided between a connection of the battery 14 and the converter 18.
  • the regulation of the power flow takes place by adjusting the voltage of the DC intermediate circuits of the two power converters as follows:
  • the third half bridge in the vehicle is used in this case to the battery 14 with the intermediate circuit on to connect a bidirectional buck-boost converter, the DC-DC converter 51, wherein an additional actuator throttle is necessary.
  • the DC link voltage of the vehicle-side converter 18 is increased to a level above the end-of-charge voltage of the battery 14.
  • the power flow control is then carried out by slightly changing the DC link voltage in the vehicle-side converter 18 by the power drain from the DC link to the battery 14 is controlled accordingly. If less power is supplied to the battery, the voltage in the DC link automatically increases, which alters the voltage ratio between the stationary side and the vehicle side, which in turn reduces the transmitted power.
  • FIG. 4 shows a fourth overall system 70 with a fourth exemplary embodiment of the invention.
  • a three-phase transformer 73 is used in the fourth embodiment.
  • the resonance tuning also takes place on the vehicle side by means of three resonance capacitors 74 on the vehicle.
  • three half-bridges each are necessary both stationary and on the vehicle side.
  • a fourth half-bridge is provided on the vehicle side, which takes over the functionality of the DC-DC converter 76 and connects the battery 14 to the intermediate circuit of the vehicle-side converter 71.
  • This fourth half-bridge can alternatively be used as a protection module in normal driving mode, that is to say when the converter 71 feeds a permanent magnet-excited synchronous machine.

Abstract

L'invention concerne un dispositif de transmission de puissance sans contact pour la charge de véhicules électriques. Le convertisseur présent d'office dans un véhicule électrique, qui alimente l'entraînement électrique, est utilisé conjointement pour transmettre sans contact l'énergie au véhicule. Selon l'invention, la transmission d'énergie inductive a lieu en mode résonant. L'inductance de fuite du transformateur d'adaptation est ainsi ajustée par un condensateur en série de façon à être résonante. Le courant de charge retourne ensuite respectivement au point zéro.
EP10717571A 2009-04-09 2010-04-06 Transmission de puissance bidirectionnelle et sans contact pour la charge de véhicules électriques Withdrawn EP2416982A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009016823 2009-04-09
PCT/EP2010/054496 WO2010115867A1 (fr) 2009-04-09 2010-04-06 Transmission de puissance bidirectionnelle et sans contact pour la charge de véhicules électriques

Publications (1)

Publication Number Publication Date
EP2416982A1 true EP2416982A1 (fr) 2012-02-15

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP10717571A Withdrawn EP2416982A1 (fr) 2009-04-09 2010-04-06 Transmission de puissance bidirectionnelle et sans contact pour la charge de véhicules électriques

Country Status (4)

Country Link
US (1) US20120032633A1 (fr)
EP (1) EP2416982A1 (fr)
CN (1) CN102387935A (fr)
WO (1) WO2010115867A1 (fr)

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