JP2008263729A - Power supply circuit - Google Patents

Power supply circuit Download PDF

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JP2008263729A
JP2008263729A JP2007105028A JP2007105028A JP2008263729A JP 2008263729 A JP2008263729 A JP 2008263729A JP 2007105028 A JP2007105028 A JP 2007105028A JP 2007105028 A JP2007105028 A JP 2007105028A JP 2008263729 A JP2008263729 A JP 2008263729A
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battery
inverter
power supply
supply circuit
transformer
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JP2007105028A
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Japanese (ja)
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Minoru Okada
実 岡田
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Nippon Yusoki Co Ltd
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Nippon Yusoki Co Ltd
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    • 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
    • Y02T10/72—Electric energy management in electromobility

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  • Electric Propulsion And Braking For Vehicles (AREA)
  • Power Conversion In General (AREA)
  • Inverter Devices (AREA)
  • Emergency Protection Circuit Devices (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power supply circuit that reduces a peak current of a battery used for an electric vehicle with a simple configuration. <P>SOLUTION: The power supply circuit 10 includes a battery 12, a charging circuit, an inverter 14, and a capacitor 16. The inverter 14 is connected with a three-phase AC motor 18 as a drive source for an electric vehicle. An electric wire 20 for connecting the battery 12 and the inverter 14 passes through a transformer core 22 of a transformer. A peak current is reduced by LC parallel resonance. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、電動車両などに使用されるバッテリのピーク電流を抑える電源回路に関するものである。   The present invention relates to a power supply circuit that suppresses a peak current of a battery used in an electric vehicle or the like.

電動車両の駆動源として、三相交流モータが使用される（特許文献１）。特許文献１の従来技術で示されるように、電動車両の三相交流モータ１８にはバッテリ１２からインバータ１４を介して電力が供給される（図３）。さらに、特許文献１の発明は、システムコントローラを使用して、電流の流れを制御している。   A three-phase AC motor is used as a drive source for an electric vehicle (Patent Document 1). As shown in the prior art of Patent Document 1, electric power is supplied from the battery 12 to the three-phase AC motor 18 of the electric vehicle via the inverter 14 (FIG. 3). Furthermore, the invention of Patent Document 1 uses a system controller to control the current flow.

しかし、電動車両の起動時や登坂時の負荷によって大きなピーク電流が流れ（図４）、１充電での取り出し容量が減少する。また、ジュール損が発生し、温度上昇が大きくなり、化学反応が遅れ、水素が発生し、バッテリの寿命が短くなっていた。なお、特許文献１の構成は、システムコントローラを用いており、従来に比べて回路が複雑になっている。   However, a large peak current flows depending on the load when the electric vehicle is started or when climbing (FIG. 4), and the take-out capacity with one charge decreases. Also, Joule loss occurred, the temperature rise increased, the chemical reaction was delayed, hydrogen was generated, and the battery life was shortened. In addition, the structure of patent document 1 uses the system controller, and the circuit is complicated compared with the past.

特許第３８７４３４４号公報Japanese Patent No. 3874344

そこで本発明は、電動車両に使用されるバッテリのピーク電流を簡単な構成で低減させる電源回路を提供することを目的とする。   Accordingly, an object of the present invention is to provide a power supply circuit that reduces the peak current of a battery used in an electric vehicle with a simple configuration.

本発明の電源回路は、充電式のバッテリと、前記バッテリの充電をおこなうために、少なくともトランスを含む充電回路と、前記バッテリに直列に接続されたインバータと、前記インバータと並列接続されたコンデンサと、を含み、前記バッテリからインバータへ接続をおこなう電線を前記トランスのトランスコアの中に通した電源回路である。   A power supply circuit according to the present invention includes a rechargeable battery, a charging circuit including at least a transformer for charging the battery, an inverter connected in series to the battery, and a capacitor connected in parallel to the inverter. , And a power supply circuit in which an electric wire for connecting the battery to the inverter is passed through the transformer core of the transformer.

本発明は、ピーク電流を低減させることにより、１充電での取り出し容量が大きくなる。バッテリの温度上昇や水素発生を抑えることができ、バッテリの寿命が長くなる。回路構造が簡単なため、従来の回路と比較してコスト増が小さくてすむ。   The present invention increases the take-out capacity in one charge by reducing the peak current. Battery temperature rise and hydrogen generation can be suppressed, and the battery life is extended. Since the circuit structure is simple, the cost increase is small compared with the conventional circuit.

次に本発明の電源回路の実施形態について図面を用いて説明する。以下の説明は、電動車両に使用される三相交流モーターを駆動させるための回路で説明をおこなう。   Next, embodiments of the power supply circuit of the present invention will be described with reference to the drawings. The following description will be made with a circuit for driving a three-phase AC motor used in an electric vehicle.

図１の電源回路１０は、バッテリ１２、充電回路、インバータ１４、およびコンデンサ１６を含む。インバータ１４には、電動車両の駆動源となる三相交流モータ（負荷）１８が接続される。   The power supply circuit 10 of FIG. 1 includes a battery 12, a charging circuit, an inverter 14, and a capacitor 16. The inverter 14 is connected to a three-phase AC motor (load) 18 serving as a drive source for the electric vehicle.

バッテリ１２は、充電式の二次電池を使用する。バッテリ１２の充電をおこなう充電回路は、少なくともトランスを含むものである。トランスによって所望の電圧に変換され、また、トランスのトランスコア２２を後述するように電線２０のインダクタンスの増加に使用する。電動車両の駆動時は、バッテリ１２の充電が終了しており、充電回路は動作していない。直流から交流に変換するためのインバータ１４はバッテリ１２に直列に接続される。コンデンサ１６は、インバータ１４と並列接続される。   The battery 12 uses a rechargeable secondary battery. The charging circuit that charges the battery 12 includes at least a transformer. The voltage is converted to a desired voltage by the transformer, and the transformer core 22 of the transformer is used to increase the inductance of the electric wire 20 as described later. When the electric vehicle is driven, charging of the battery 12 is completed, and the charging circuit is not operating. An inverter 14 for converting from direct current to alternating current is connected to the battery 12 in series. The capacitor 16 is connected in parallel with the inverter 14.

バッテリ１２からインバータ１４へ接続をおこなう電線２０をトランスのトランスコア２２の中に通している。周知のように、トランスは、リング状の鉄にコイルを巻き付けたものである。本願では、このリングの中を電線２０が絶縁されて通過される。   An electric wire 20 for connecting the battery 12 to the inverter 14 is passed through a transformer core 22 of the transformer. As is well known, a transformer is obtained by winding a coil around ring-shaped iron. In this application, the electric wire 20 is insulated and passed through this ring.

電動車両の起動時や登坂時は、負荷の急激な変動で図４に示すようなピーク電流が発生する。このピーク電流により、電線２０の周りに磁界が発生する。磁束は磁気抵抗の少ないところに集中する性質を持っている。本願では、透磁率の大きな強磁性体（鉄）で構成されたトランスコア２２が電線２０の周囲に存在する。したがって、磁束が集中することとなる。また、インダクタンスは透磁率に比例するため、電線２０の寄生インダクタンスが増加することとなる。なお、鉄以外にも純鉄、スーパーマロイなど、透磁率の高い材料を使用しても良い。   When the electric vehicle is started up or climbed, a peak current as shown in FIG. 4 is generated due to a rapid change in load. This peak current generates a magnetic field around the electric wire 20. The magnetic flux has the property of being concentrated in a place where the magnetic resistance is small. In the present application, a transformer core 22 made of a ferromagnetic material (iron) having a high magnetic permeability exists around the electric wire 20. Therefore, the magnetic flux is concentrated. Moreover, since the inductance is proportional to the magnetic permeability, the parasitic inductance of the electric wire 20 increases. In addition to iron, materials with high magnetic permeability such as pure iron and supermalloy may be used.

電線２０の寄生インダクタンスとコンデンサ１６によってＬＣ並列共振回路が構成される。並列共振回路はＬとＣで決定される共振周波数でインピーダンスが増加して、電流が減少する。したがって、ピーク電流による交流成分の中で、共振周波数とその近傍の電流を減少させることができ、全体としてピーク電流を下げることができる。   An LC parallel resonance circuit is configured by the parasitic inductance of the electric wire 20 and the capacitor 16. In the parallel resonant circuit, the impedance increases at the resonance frequency determined by L and C, and the current decreases. Accordingly, the resonance frequency and the current in the vicinity thereof can be reduced in the AC component due to the peak current, and the peak current can be lowered as a whole.

なお、電動車両が一定速度で動作すると、バッテリ電流は一定値となるため、直流成分の電流のみとなる。したがって、上述したような共振による電流の減少は発生しない。本発明の構成はピーク電流のみを低減する構成である。   Note that when the electric vehicle operates at a constant speed, the battery current becomes a constant value, and thus only the current of the DC component is obtained. Therefore, the current decrease due to resonance as described above does not occur. The configuration of the present invention is a configuration that reduces only the peak current.

以上のように、本発明は大幅な回路変更を行うことなくピーク電流を低減させることができる。ピーク電流を低減させることにより、１充電での取り出し容量が大きくなる。バッテリ１２の温度上昇や水素発生を抑えることができ、バッテリ１２の寿命が長くなる。回路構造が簡単なため、従来の回路と比較してコスト増が小さくてすむ。   As described above, the present invention can reduce the peak current without making a significant circuit change. By reducing the peak current, the extraction capacity at one charge is increased. The temperature rise and hydrogen generation of the battery 12 can be suppressed, and the life of the battery 12 is prolonged. Since the circuit structure is simple, the cost increase is small compared with the conventional circuit.

以上、本発明の実施形態を説明したが、本発明は上述した実施形態に限定されるものではない。電源回路１０の出力は三相交流モータ１８に出力されたが、他の電気機器に出力されても良い。   As mentioned above, although embodiment of this invention was described, this invention is not limited to embodiment mentioned above. Although the output of the power supply circuit 10 is output to the three-phase AC motor 18, it may be output to other electrical devices.

制御装置２４内でインバータ１４と並列にコンデンサ１６を接続したが、このコンデンサ１６は、制御装置２４の外であっても良い。また、コンデンサ１６は電気二重層コンデンサであっても良い。電気二重層コンデンサは、容量が非常に高いため、バッテリ１２の補助をおこなう。ピーク電流分を電気二重層コンデンサに分担させてバッテリ１２の負担を低減させる。さらに、電線２０をトランスコア２２に通すことにより、電線２０のインダクタンスは通常よりも増加するため、電流の交流成分にとってはインピーダンスが増加したこととなり、電流は低減される。   Although the capacitor 16 is connected in parallel with the inverter 14 in the control device 24, the capacitor 16 may be outside the control device 24. The capacitor 16 may be an electric double layer capacitor. Since the electric double layer capacitor has a very high capacity, it assists the battery 12. The load on the battery 12 is reduced by sharing the peak current with the electric double layer capacitor. Furthermore, since the inductance of the electric wire 20 increases more than usual by passing the electric wire 20 through the transformer core 22, the impedance is increased for the alternating current component of the current, and the current is reduced.

また、図２に示すように、共振用のコンデンサ１６と電気二重層コンデンサ２６の両方をインバータ１４に並列接続しても良い。バッテリ１２を補助しながら並列共振によってピーク電流を低減させる。   Further, as shown in FIG. 2, both the resonance capacitor 16 and the electric double layer capacitor 26 may be connected in parallel to the inverter 14. The peak current is reduced by parallel resonance while assisting the battery 12.

その他、本発明は、その主旨を逸脱しない範囲で当業者の知識に基づき種々の改良、修正、変更を加えた態様で実施できるものである。   In addition, the present invention can be carried out in a mode in which various improvements, modifications, and changes are added based on the knowledge of those skilled in the art without departing from the gist thereof.

本発明の電源回路の回路図である。It is a circuit diagram of the power supply circuit of this invention. 電気二重層コンデンサを使用した回路図である。It is a circuit diagram using an electric double layer capacitor. 従来の電源回路の回路図である。It is a circuit diagram of the conventional power supply circuit. ピーク電流を示すグラフである。It is a graph which shows a peak current.

符号の説明Explanation of symbols

１０，１０ｂ，３０：電源回路
１２：バッテリ
１４：インバータ
１６：コンデンサ
１８：モータ
２０：電線
２２：トランスコア 10, 10b, 30: power circuit 12: battery 14: inverter 16: capacitor 18: motor 20: electric wire 22: transformer core

Claims (1)

充電式のバッテリと、
前記バッテリの充電をおこなうために、少なくともトランスを含む充電回路と、
前記バッテリに直列に接続されたインバータと、
前記インバータと並列接続されたコンデンサと、
を含み、インバータから負荷に電力を供給する電源回路であって、
前記バッテリからインバータへ接続をおこなう電線を前記トランスのトランスコアの中に通した電源回路。 A rechargeable battery,
In order to charge the battery, a charging circuit including at least a transformer;
An inverter connected in series to the battery;
A capacitor connected in parallel with the inverter;
A power supply circuit for supplying power from an inverter to a load,
A power supply circuit in which an electric wire for connecting the battery to the inverter is passed through the transformer core of the transformer.
JP2007105028A 2007-04-12 2007-04-12 Power supply circuit Pending JP2008263729A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2007105028A JP2008263729A (en) 2007-04-12 2007-04-12 Power supply circuit

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2007105028A JP2008263729A (en) 2007-04-12 2007-04-12 Power supply circuit

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JP2008263729A true JP2008263729A (en) 2008-10-30

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Application Number Title Priority Date Filing Date
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105552869A (en) * 2016-02-15 2016-05-04 海安欣凯富机械科技有限公司 Vehicle battery protection device
WO2018210869A1 (en) * 2017-05-16 2018-11-22 Valeo Siemens Eautomotive Germany Gmbh Inverter with intermediate circuit capacitor cascade and dc-side common-mode and differential-mode filters

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105552869A (en) * 2016-02-15 2016-05-04 海安欣凯富机械科技有限公司 Vehicle battery protection device
WO2018210869A1 (en) * 2017-05-16 2018-11-22 Valeo Siemens Eautomotive Germany Gmbh Inverter with intermediate circuit capacitor cascade and dc-side common-mode and differential-mode filters
US11018572B2 (en) 2017-05-16 2021-05-25 Valeo Siemens Eautomotive Germany Gmbh Inverter with intermediate circuit capacitor cascade and DC-side common-mode and differential-mode filters

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