US20220393472A9 - Vehicle-grid-home power interface - Google Patents

Vehicle-grid-home power interface Download PDF

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Publication number
US20220393472A9
US20220393472A9 US17/592,952 US202217592952A US2022393472A9 US 20220393472 A9 US20220393472 A9 US 20220393472A9 US 202217592952 A US202217592952 A US 202217592952A US 2022393472 A9 US2022393472 A9 US 2022393472A9
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Prior art keywords
full bridge
power
grid
load
bridge converter
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US17/592,952
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US20220231509A1 (en
Inventor
Udaya Kumara Madawala
Lei Wang
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Auckland Uniservices Ltd
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Auckland Uniservices Ltd
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Assigned to AUCKLAND UNISERVICES LIMITED reassignment AUCKLAND UNISERVICES LIMITED ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MADAWALA, UDAYA KUMARA, LEI, WANG
Publication of US20220231509A1 publication Critical patent/US20220231509A1/en
Publication of US20220393472A9 publication Critical patent/US20220393472A9/en
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    • 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
    • B60L53/30—Constructional details of charging stations
    • 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
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/28—Arrangements for balancing of the load in a network by storage of energy
    • H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
    • H02J3/322—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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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
    • 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
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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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    • B60L53/12—Inductive energy transfer
    • B60L53/126—Methods for pairing a vehicle and a charging station, e.g. establishing a one-to-one relation between a wireless power transmitter and a wireless power receiver
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and 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
    • 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
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/36—Arrangements for transfer of electric power between ac networks via a high-tension dc link
    • 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
    • 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
    • H02J50/80—Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
    • 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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    • 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
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/007182—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery voltage
    • H02J7/025—
    • H—ELECTRICITY
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    • H—ELECTRICITY
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    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
    • H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
    • H02M3/28—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
    • H02M3/325—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33569—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements
    • H02M3/33573—Full-bridge at primary side of an isolation transformer
    • 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
    • B60L2210/00—Converter types
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
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    • 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
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/12—Remote or cooperative charging

Definitions

  • the subject matter disclosed herein relates to power systems, particularly those used in grid-home interfaces, or home power interfaces that include a connection to another power source or load, such as a battery or an electric vehicle having a battery or vehicle to vehicle interfaces.
  • another power source or load such as a battery or an electric vehicle having a battery or vehicle to vehicle interfaces.
  • the energy stored in home or vehicle batteries is a source of energy that can be used to manage energy with greater flexibility or to provide grid services in an efficient and cost effective manner, for example by powering loads such as domestic appliances at times of high demand on the utility network, or possibly supplying power from the home or vehicle battery back to the utility network (otherwise known as the grid) or powering houses or essential loads during power outages or emergency situations.
  • loads such as domestic appliances at times of high demand on the utility network, or possibly supplying power from the home or vehicle battery back to the utility network (otherwise known as the grid) or powering houses or essential loads during power outages or emergency situations.
  • the disclosed subject matter provides an adaptive DC-link voltage control method for application to a versatile wireless power interface such as a Versatile Wireless Vehicle-Grid-Home Power Interface (VW-VGH-PI).
  • VW-VGH-PI Versatile Wireless Vehicle-Grid-Home Power Interface
  • a new wireless power interface topology is also disclosed, comprising a power & quality control converter (PQCC) between the grid and the wireless power transfer (WPT) system.
  • PQCC power & quality control converter
  • WPT wireless power transfer
  • New operating modes for a VW-VGH-PI are also disclosed for active power interchange, and reactive and harmonic power compensation.
  • the disclosed subject matter also includes control strategies, methods and systems to use the disclosed topology to provide power quality compensation.
  • the disclosure provides a method of operating an electric vehicle charging apparatus comprising a first full bridge converter configured to convert a grid supply to a DC link and a primary full bridge converter connected to the DC link and configured to provide an output alternating current for use in vehicle charging, the method comprising:
  • the method further comprises charging the vehicle wirelessly.
  • the method further comprises providing a bi-directional wireless coupling between the primary full bridge converter and the vehicle.
  • the method further comprises supplying the output of the primary full bridge converter to a coil for coupling to a further coil of the vehicle for inductive coupling to enable wireless power transfer.
  • the method further comprises detecting a reactive power requirement of a load connected to the grid, and;
  • the method further comprises detecting a power requirement of the load or grid and operating the first and primary full bridge converters to supply power from the vehicle to the load and/or the grid.
  • the method includes operating the primary and secondary converters at a relative phase angle ( ⁇ ) to direct power flow to or form the vehicle.
  • ⁇ is +90 degrees or ⁇ 90 degrees.
  • the method further comprises supplying the output of the primary full bridge converter to a coil for coupling to a further coil of the vehicle for inductive coupling to enable wireless power transfer.
  • the method further comprises controlling the primary full bridge converter and a secondary full bridge converter associated with the vehicle to control bi-directional wireless power transfer between the grid, load and vehicle.
  • the method further comprises supplying the output of the primary full bridge converter to a coil for coupling to a further coil of the vehicle for inductive coupling to enable wireless power transfer.
  • the method further comprises operating the duty cycle ( ⁇ s) of the secondary converter to control power flow.
  • the DC supply/load is coupled to an AC supply using an AC to DC converter.
  • a controller configured to:
  • a controller configured to:
  • FIG. 1 is a vehicle-grid-home VGH unit-based system
  • FIG. 2 is a circuit topology for a VW-VGH-PI system
  • FIGS. 3 A, 3 B, 3 C, 3 D, and 3 E show operating modes for the system of FIG. 1
  • FIG. 4 is a simplified circuit schematic for a BD-WPT system
  • FIG. 6 A shows a waveform for a conventional WPT control method with high DC voltage
  • FIG. 7 is a plot of V DC(PQCC) in terms of P V and Q L
  • FIG. 9 B shows steady state waveforms of the proposed system from VG2H to G2HV
  • FIG. 10 A shows dynamic waveforms of a proposed VW-VGH-PI system under G2VH mode, including dynamic waveforms of v G , i G , i L and i si
  • FIG. 10 B shows dynamic waveforms of a proposed VW-VGH-PI system under G2VH mode, including dynamic waveforms of v si , i si , v pi and i pi
  • FIG. 11 B shows dynamic waveforms of a proposed VW-VGH-PI system under VG2H mode, including dynamic waveforms of v si , i si , v pi and i pi
  • a first full bridge converter referred to herein as a power & quality control converter (PQCC) has an input 5 coupled to the grid 1 , and an output 6 coupled to a wireless power transfer system (BD-WPT).
  • BD-WPT wireless power transfer system
  • the WPT is uni-directional. It will be understood by those skilled in the art that the WPT system could be replaced by a wired charging system in which a full bridge converter supplies current to an isolating transformer, and another converter associated with the vehicle converts the alternating current to a direct current for charging (or supplying power back to the grid/load).
  • a series tuned compensation network is shown in FIG. 2 , other networks may be used, for example parallel tuned networks.
  • the primary side converter derives power from the grid through PQCC and is fed by the output DC voltage V DC while the secondary side converter is considered to be connected to a load such as a battery.
  • a load such as a battery.
  • This is represented in the FIG. 2 as an EV and represented by an individual DC source V out to either store or retrieve energy.
  • the primary and secondary side coils represented by self-inductances L pi and L si , are separated by an air-gap, but magnetically coupled through mutual inductance M.
  • the primary and secondary side series connected capacitors C pi and C si are designed to minimize the reactive power requirement in the BD-WPT.
  • the EV is represented as a DC supply to deliver power (P V ⁇ 0) to household loads in the VG2H mode.
  • the EV power can flow into another EV through VW-VGH-PIs.
  • the monitored or sampled parameters such as those shown and described in this document, but in particular those identified in the control system shown in FIG. 8 below, may be used to determine an appropriate operating mode (as per FIGS. 3 A- 3 E ) for the system, and control the system to operate in that mode, as described further below.
  • the BD-WPT module employs a full-bridge converter on the primary side to generate high-frequency current in the primary coil/track from the DC link voltage V DC .
  • the full-bridge converter employed on the secondary side can be connected to active loads such as EVs, to enable supply or retrieval of energy.
  • n is the harmonic number
  • ⁇ p is the primary side phase shift modulation
  • ⁇ s is the secondary side phase shift modulation
  • ⁇ is the relative phase angle between the two voltages produced by converters
  • ⁇ s is the angular switching frequency of both the primary and secondary converters which is equal to the angular resonant frequency ⁇ r , which can be expressed as:
  • the power flow on the EV side can be expressed by:
  • the purpose of the BD-WPT controller is to control Pv at its reference value, while minimizing its reactive power requirement.
  • the direction of power flow can be controlled through the sign of the relative phase angle.
  • both ⁇ p and ⁇ s as well as ⁇ s can be used to control the active power transfer.
  • ⁇ p is set as the first priority for active power control, while ⁇ s is set to 180°.
  • the relationship among the P V , V DC and ⁇ p can be shown as in FIG. 5 .
  • P V can be regulated through controlling phase shift ⁇ p or input voltage V DC .
  • P V is regulated by controlling ⁇ p while V DC is set to a fixed value.
  • the proposed PQCC employs an adaptive DC-link voltage control method to regulate P V by varying V DC , as appropriate, and thereby lowers switching losses and harmonic distortion in PQCC as well as in the primary converter of the BD-WPT module. The comparison between a conventional control method using ⁇ p and the proposed control method is made with reference to FIGS. 6 A and 6 B .
  • V DC is designed to be a fixed value V DC(WPT)_conv
  • P V is regulated by indirectly controlling V DC(WPT)_conv through ⁇ p (effectively the duty cycle) of the primary side converter of the WPT module.
  • the switching loss ratio between the conventional method and proposed method of the primary side BD-WPT converter can be given as (11).
  • the maximum DC-link voltage that is required for the BD-WPT module is calculated as:
  • V DC(PQCC) the requirement of V DC(PQCC) can be determined, and as evident from FIG. 7 , the minimum fundamental DC-link voltage V DC(PQCC) depends on the active and reactive power supplied by the PQCC.
  • n is the harmonic order
  • N is the maximum harmonic selected depending on the application
  • n ⁇ L c is the harmonic impedance
  • I Ln is the harmonic load current
  • V DC(PQCC) ⁇ square root over (V DCf(PQCC) 2 +V DCh(PQCC) 2 ) ⁇ (16)
  • the final DC-link voltage can be determined by selecting the maximum of the two values of V DC(WPT)_adap and V DC(PQCC) .
  • Communication is provided if necessary between the control modules 10 , 11 , 12 , 13 .
  • communication means 14 can be provided to allow the system 1 to communicate with a grid or similar controller which may be operated by a utility supply entity. Thus, if demand on the grid needs to be reduced, this may be communicated to the controller 10 , so that vehicle charging for example, can be reduced, or additional compensation may be provided.
  • a control strategy and system for the adaptive DC-link voltage control will now be provided, and disclosed with reference to the controller of FIG. 8 .
  • the change of P V * is mainly used to automatically determine the transitions between modes.
  • the P V * is from the gird controller or EV users.
  • the single phase PQ method is used to implement the controller. This involves implementing an instantaneous active and reactive current P-Q controller for the regulation of current i C .
  • the PQCC controller generates the current i C by using pulse width modulation control, such as current hysteresis pulse width modulation (PWM) control.
  • PWM pulse width modulation
  • the hysteresis PWM is selected due to its simplicity of implementation, fast dynamic response, and good current limiting capability.
  • the reference i C * can thus be calculated as:
  • i c * 1 v G 2 + ( v G D ) 2 [ - v G ⁇ ( p ⁇ L + P V * + p D ⁇ C ) + v G D ⁇ q L ] ( 17 )
  • v G and v G D are the grid voltage and instantaneous ⁇ /2 lag of load voltage
  • P V * is the reference active power from the BD-WPT module
  • p DC is the DC controlled required active power
  • p L and q L are the load instantaneous active and reactive current, which contain both DC components and AC components.
  • the AC component ⁇ tilde over (p) ⁇ L is obtained by passing p L through a low pass filter (LPF) and subsequent subtraction.
  • LPF low pass filter
  • V DC and V DC * are the DC-link voltage and its reference value
  • k p is the proportional gain control.
  • V* DC Max(V* DC(PQCC) ,V* DC(WPT)_adap ) (22)
  • V DC(PQCC) * and V DC(WPT)_adap * are instantaneously calculated using (20) and (21) for PQCC and the BD-WPT module, respectively. Then the maximum of these two voltages is taken as the final value of V DC * as per (22). This is followed by the use of (19) to calculate the required active power p DC for DC-link voltage control, and the use of (18) to calculate the load reactive power q L and active power p L .
  • the LPF and (17) are used to transform the load reactive power, harmonic power, reference active power and p DC to i c *.
  • the switching signals of the full-bridge converter of PQCC are derived using PWM control and comparing i c with i c *.
  • FIGS. 9 A- 9 C show the dynamic performance of the proposed VW-VGH-PI system under different modes.
  • PF G and THD iG are maintained at unity and ⁇ 5% by PQCC.
  • the grid current i G is 4.2 A and is smaller than the required 6.9 A load current i L .
  • EV demand is met by the grid, transferring active power P V of 250 W to the EV side.
  • FIGS. 10 A- 10 D and FIGS. 11 A- 11 D show the dynamic waveforms of the proposed VW-VGH-PI system with adaptive DC-link voltage-control under G2VH and VG2H modes, respectively.
  • PQCC maintains PF G and THD iG at unity and lower than 3%.
  • FIG. 10 B shows the increased voltage and current in the BD-WPT module that corresponds to the power increase.
  • FIGS. 10 C and 10 D illustrate how the soft-switching operation is achieved with the proposed adaptive DC-link voltage control.
  • FIG. 11 A shows the waveforms during the active power P V injection to grid from the EV is changed from 200 W to 350 W.
  • the grid current i G reduces to 2.7 A from 4.6 A.
  • FIGS. 11 C and 11 D show how the dc link voltage is changed from 150 V to 220 V by the adaptive controller of PQCC in accordance with the increased power flow, while facilitating near soft-switch operation.
  • the input and output voltage and current waveforms in BD-WPT module can be controlled by proposed control method.
US17/592,952 2019-08-16 2022-02-04 Vehicle-grid-home power interface Pending US20220393472A9 (en)

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US10355526B2 (en) * 2008-11-26 2019-07-16 Auckland Uniservices Limited Bi-directional inductive power transfer
US9561730B2 (en) * 2010-04-08 2017-02-07 Qualcomm Incorporated Wireless power transmission in electric vehicles
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DE102014220224A1 (de) * 2014-10-07 2016-04-07 Robert Bosch Gmbh Verfahren und System zum berührungslosen Laden eines batteriebetriebenen Objekts
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US11217996B2 (en) * 2017-10-13 2022-01-04 The Governing Council Of The University Of Toronto On-board bidirectional AC fast charger for electric vehicles
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