WO1995034937A1 - Systeme d'alimentation en 12 volts pour vehicule electrique - Google Patents

Systeme d'alimentation en 12 volts pour vehicule electrique Download PDF

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Publication number
WO1995034937A1
WO1995034937A1 PCT/US1995/007078 US9507078W WO9534937A1 WO 1995034937 A1 WO1995034937 A1 WO 1995034937A1 US 9507078 W US9507078 W US 9507078W WO 9534937 A1 WO9534937 A1 WO 9534937A1
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WO
WIPO (PCT)
Prior art keywords
capacitor
current
terminal
battery
voltage
Prior art date
Application number
PCT/US1995/007078
Other languages
English (en)
Inventor
Charles S. Kerfoot
Joseph J. Springer
Patricia A. O'donnell
Original Assignee
Northrop Grumman Corporation
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 Northrop Grumman Corporation filed Critical Northrop Grumman Corporation
Publication of WO1995034937A1 publication Critical patent/WO1995034937A1/fr

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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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • 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
    • H02M3/337—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 in push-pull configuration
    • H02M3/3376—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 in push-pull configuration with automatic control of output voltage or current
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2201/00—Indexing scheme relating to controlling arrangements characterised by the converter used
    • H02P2201/05—Capacitive half bridge, i.e. resonant inverter having two capacitors and two switches
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2201/00—Indexing scheme relating to controlling arrangements characterised by the converter used
    • H02P2201/07—DC-DC step-up or step-down converter inserted between the power supply and the inverter supplying the motor, e.g. to control voltage source fluctuations, to vary the motor speed
    • 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

Definitions

  • the present invention relates to an electric vehicle and, more particularly, to a method and apparatus for providing automotive 12-volt electrical power from an electric vehicle battery. While the invention is subject to a wide range of applications, it is especially suited for use in electric vehicles that utilize batteries or a combination of batteries and other sources, e.g., a heat engine coupled to an alternator, as a source of power, and will be more particularly described in that connection. Discussion of the Related Art
  • the internal combustion vehicle has long supplied an important share of the world's transportation needs. However, it is inevitable that petroleum reserves which supply fuel for the global internal combustion vehicle fleet will sooner or later decline to a point where the cost of fuel for internal combustion vehicles becomes unacceptable. Another factor clouding the future of internal combustion vehicles is the ever more stringent regulation of exhaust emissions from such vehicles. These and other factors have led to increasing efforts to develop a commercially viable alternative to the internal combustion vehicle which uses an electric propulsion system.
  • an electric vehicle For an electric vehicle to be commercially viable, its costs and performance should be competitive with that of its internal combustion counterparts. Moreover, an electric vehicle must be reasonably compatible with existing internal combustion vehicles so that potential customers will find a comfortable and familiar environment within the electric vehicle.
  • Conventional vehicles include an enormous array of relatively inexpensive accessories that operate from a 12- volt power source. These accessories include radios, CD players, headlights, clocks, fan motors, windshield wipers, telephones, two-way communications radios, plug-in options, and others.
  • the electric vehicle must therefore provide a 12-volt system for operation of such accessories. This 12- volt system must be provided in addition to the high-voltage (200-600 volt) system from which the electric vehicle propulsion system operates.
  • SUBSTl ⁇ m ⁇ f -T(ifL£26) 12-volt electrical system The main function of a large 12- volt storage battery in internal combustion vehicles is to provide power for starting the engine. Since electric vehicles do not require "starting" in the same manner as internal combustion engines, a large 12-volt storage battery can be omitted if a DC/DC converter can be provided which supplies not only the continuous load of the 12-volt electrical system, but also the peak loading.
  • a DC/DC converter In order to satisfy the requirements of a 12-volt electrical system for an electric vehicle, a DC/DC converter must be provided which provides a 12-volt regulated output.
  • the converter must be not only inexpensive but must maintain regulation in the face of widely varying loading requirements of, for example, no load to 100 amperes.
  • the DC/DC converter In order to prevent undesirable discharge of the high voltage battery or damage to components of the vehicle's electrical system, the DC/DC converter must provide current limiting beginning at approximately 100 amps.
  • the converter must provide a regulated 12-volt output in the face of a widely varying input voltage of, for example, 230 volts to over 400 volts.
  • a further requirement is that the output of the system must be galvanically isolated from the high voltage battery to provide for a safe operation.
  • the present invention is directed to methods and apparatus for providing a 12-volt electrical system in an electric vehicle that substantially obviates one or more of the problems caused by limitations and advantages of the related art.
  • the invention provides an electric vehicle voltage converter for a vehicle having a battery supplying a battery voltage at a pair of terminals.
  • the converter provides DC output current up to a maximum rated current at a voltage below the battery voltage.
  • the converter includes first and second input power conductors for coupling to the battery terminals.
  • First and second electronic switching devices are provided, each comprising a control terminal and first and second switching terminals. The first switching terminal of the first electronic switching device is coupled to the first input power conductor and the second switching terminal of the second electronic switching device is coupled to the second input power conductor. The second switching terminal of the first electronic switching device is coupled to the first switching terminal of the second electronic switching device.
  • the converter further includes a first capacitor having a first capacitance and first and second capacitor terminals, the second capacitor terminal being coupled to the second input power conductor.
  • An output transformer having a primary winding including first and second primary terminals and a secondary winding is provided.
  • the first primary terminal is coupled to the second switching terminal of the first electronic switching device and the first switching terminal of the second electronic switching device.
  • the second primary terminal is coupled to the first capacitor terminal.
  • the converter further includes an output rectifier circuit coupled to the secondary winding and having an output terminal providing DC output current.
  • a control circuit is provided which is coupled to the control terminals of the first and second electronic switching devices for activating the control terminals to alternatingly switch the first and second electronic switching devices at a variable rate in accordance with output current demanded from the secondary winding to alternatingly supply current to and withdraw current from the first capacitor.
  • the first capacitance has a value such that the first capacitor is substantially fully charged and substantially fully discharged when the control circuit operates the first and second electronic switching devices at a rate to deliver the maximum rated current.
  • the invention provides a method for converting power from an electric vehicle propulsion system battery from a first voltage to a lower second voltage at a rate up to a maximum rated current.
  • the method comprises the steps of alternatingly supplying current from the battery at the first voltage in first and second directions through a series connection of a transformer primary winding and a capacitor, simultaneously drawing the maximum rated current at the second voltage from a secondary winding of the transformer, and substantially fully charging the capacitor when current is supplied through the primary winding in the first direction and substantially fully discharging the capacitor when current is supplied through the primary winding in the second direction.
  • Fig. 1 is a block diagram of an electric vehicle propulsion system in accordance with a preferred embodiment of the invention
  • Fig. 2 is a power distribution diagram of the electric vehicle propulsion system of Fig. 1;
  • Fig. 3 is a functional diagram of the electric vehicle propulsion system of Fig. 1;
  • Fig. 4 is a diagram, partially schematic and partially in block form, of the DC/DC converter shown in Figs. 1-3;
  • Fig. 5 is an electrical schematic diagram of the bootstrap circuit shown in Fig. 4; and Fig. 6 is an electrical schematic diagram of the gate drive circuit of Fig. 4.
  • an electric vehicle propulsion system 10 comprising a system control unit 12, a motor assembly 24, a cooling system 32, a battery 40, and a DC/DC converter 38.
  • the system control unit 12 includes a cold plate 14, a battery charger 16, a motor controller 18, a power distribution module 20, and a chassis controller 22.
  • the motor assembly 24 includes a resolver 26, a motor 28, and a filter 30.
  • the cooling system 32 includes an oil pump unit 34 and a radiator/fan 36.
  • Fig. 2 is a power distribution diagram of the electric vehicle propulsion system 10. As shown in Fig. 2, the battery 40 serves as the primary source of power for the electric propulsion system 10.
  • the battery 40 comprises, for example, a sealed lead acid battery, a monopolar lithium metal sulfide battery, a bipolar lithium metal sulfide battery, or the like, for providing a 320 volt output.
  • the electric propulsion system 10 works over a wide voltage range, e.g., 120 volts to 400 volts, to accommodate changes in the output voltage of the battery 40 due to load or depth of discharge.
  • the electric propulsion system 10 works over a wide voltage range, e.g., 120 volts to 400 volts, to accommodate changes in the output voltage of the battery 40 due to load or depth of discharge.
  • the electric propulsion system 10 works over a wide voltage range, e.g., 120 volts to 400 volts, to accommodate changes in the output voltage of the battery 40 due to load or depth of discharge.
  • the electric propulsion system 10 works over a wide voltage range, e.g., 120 volts to 400 volts, to accommodate changes in the output voltage of the battery 40 due to load
  • 2 ⁇ vehicle propulsion system 10 is preferably optimized for nominal battery voltages of about 320 volts.
  • the power distribution module 20 is coupled to the output of the battery 40 and includes, among other things, fuses, wiring, and connectors for distributing the 320 volt output from the battery 40 to various components of the electric vehicle propulsion system 10.
  • the power distribution module 20 distributes the 320 volt output from the battery 40 to the motor controller 18, the DC/DC converter 38, the oil pump unit 34, and the battery charger 16.
  • the power distribution module 20 also distributes the 320 volt output from the battery 40 to various vehicle accessories, which are external to the electric vehicle propulsion system 10. These vehicle accessories include, for example, an air conditioning system, a heating system, a power steering system, and any other accessories that may require a 320 volt power supply. Additional details concerning the power distribution module 20 are disclosed in copending U.S. Patent Application Serial No. (Westinghouse Case No. 58,346) entitled "ELECTRIC VEHICLE POWER DISTRIBUTION MODULE" filed on the same day as this application.
  • the DC/DC converter 38 which, as described above, is coupled to the 320 volt output of the power distribution module 20, converts the 320 volt output of the power distribution module 20 to 12 volts.
  • the DC/DC converter 38 then supplies its 12-volt output as operating power to the battery charger 16, the motor controller 18, the chassis controller 22, the oil pump unit 34, and the radiator/fan 36.
  • the DC/DC converter 38 also supplies its 12-volt output as operating power to various vehicle accessories, which are external to the electric vehicle propulsion system 10. These vehicle accessories include, for example, vehicle lighting, an audio system, and any other accessories that may require a 12-volt power supply. It should be appreciated that the
  • DC/DC converter 38 eliminates the need for a separate 12-volt storage battery. Additional details concerning the DC/DC
  • the battery charger 16 receives command signals from and sends status signals to the motor controller 18 for charging the battery 40.
  • the battery charger 16 provides a controlled battery charging current from an external AC power source (not shown in Fig. 3).
  • FIG. 4 there is shown a diagram of the DC/DC converter 38 of Figs. 1-3 connected to the battery 40, which supplies 320 volts of DC at its plus and minus terminals.
  • the converter 38 includes a pair of input power conductors 50 and 52 which are coupled to the terminals of the battery 40.
  • a capacitor 54 preferably a metalized polypropylene capacitor, is connected across conductors 50 and 52. The function of the capacitor 54 is to filter out high frequency components.
  • a bootstrap power supply circuit 56 is also connected across the input power conductors 50 and 52. The bootstrap power supply circuit 56 provides start-up operating power at an output terminal 58 for remaining components of the converter 38.
  • the converter 38 is the sole source of 12-volt operating power for all components in the entire electric vehicle system 10.
  • the converter 38 includes a 12-volt input terminal 60 from which converter 38 draws operating power during conditions other than initial start-up.
  • a diode 62 is connected between the input terminal 60 and the bootstrap output terminal 58 to block the flow of operating power from the bootstrap power supply circuit 56 to the remainder of the vehicle 12-volt system.
  • the converter 38 includes a pair of electronic switch devices 62 and 64.
  • the switches 62 and 64 are a pair of electronic switch devices. In the preferred embodiment, the
  • switching devices 62 and 64 each include a type IXTN36N60 high voltage switching field effect transistor (FET) commercially available from the IXYS Corporation of San Jose, California.
  • the voltage rating of switching devices 60 and 62 in the preferred embodiment, is 600 volts and the current rating is 36 amperes.
  • Devices 62 and 64 include a first switching terminal 66, 68, respectively, and a second switching terminal 70, 72, respectively.
  • the switching devices 62 and 64 each include a control terminal 74, 76, respectively.
  • the switching terminal 66 is connected to the first input power conductor 50 and the switching terminal 72 is connected to the second input power conductor 52.
  • the converter 38 includes capacitors 78 and 80 connected in series across the input conductors 50 and 52.
  • the converter 38 further includes an output transformer 82 having a primary winding 84 and a secondary winding 86.
  • the primary winding 84 is connected between the junction of capacitors 78 and 80 and the junction of switching terminals 68 and 70.
  • the 82 comprises a step-down transformer with a 6:1 turns ratio.
  • the primary winding 84 includes 18 turns of 0.005 inch thick by 1.90 inch wide copper foil, which is slightly smaller than an equivalent AWG-9 wire size, wound upon a core having a shape of two "E's" and an initial permeability of 2500 at 25°C.
  • the secondary winding 86 includes a center tap 88 connected to a circuit common connection 90. Each portion of the secondary winding 86 includes three turns.
  • the capacitor 54 comprises a 2.2 microfarad metalized polypropylene capacitor.
  • the capacitors 78 and 80 each comprise three 0.1 microfarad metalized polypropylene capacitors connected in parallel.
  • the secondary winding 86 is connected to an output rectifier circuit 92.
  • the output rectifier circuit 92 includes an output terminal 94 which provides 12-volt DC output current at a maximum rated current of 100 amperes in
  • the rectifier circuit 92 includes a pair of diodes 96 and 98 having respective anodes connected to opposite ends of the secondary winding 86 and cathodes connected together and to a first terminal of an output inductor 100.
  • the other terminal of the inductor 100 is connected to the output terminal 94 and to an output capacitor 102.
  • the other end of the capacitor 102 is connected to the circuit common connection.
  • the output inductor 100 comprises a 5 microhenry inductor and the output capacitor 102 comprises a pair of
  • the converter 38 includes an enable terminal 104 for receiving an enable signal from a Battery Energy Management System (BEMS) generated on the motor controller 18.
  • BEMS Battery Energy Management System
  • the enable input terminal 104 is connected to a logic circuit 106, the output 108 of which is connected to an enable terminal 109 of a control circuit 110.
  • Control circuit 110 includes a voltage sense input terminal 111 connected to the input terminal 60.
  • An output terminal 112 of the control circuit 110 is supplied to a drive circuit 114.
  • the converter 38 functions as an inverter circuit in which switching devices 62 and 64 are alternatingly switched on and off to conduct current from the input conductors 50 and 52 through the primary winding 84 of the transformer 82. This action induces current through the secondary winding 86 which is rectified by the diodes 96 and 98 and filtered by the inductor 100 and capacitor 102 to provide regulated 12-volt DC output power at the output terminal 94 up to a maximum rated current of 100 amperes.
  • the control circuit 110 comprises a resonant control circuit.
  • control circuit 110 comprises a type UC2860DW resonant inverter control chip commercially available from the
  • Fig. 5 shows an electrical schematic diagram of the bootstrap circuit 56.
  • the bootstrap circuit 56 includes a pair of input terminals 120, 122 respectively connected to the input power conductors 50 and 52 of the converter 38.
  • the bootstrap circuit 56 includes a transformer having a primary winding 124 and secondary windings 126, 128, 130, and 132.
  • the bootstrap circuit 56 also includes a pair of switching field effect transistors (FETs) 134 and 136.
  • the bootstrap power supply circuit 56 also includes a cutoff circuit comprising an FET 138. Resistors 140 and a zener diode 142 are connected in series across the input terminals
  • a control terminal of FET 138 is connected to the junction of the resistors 140 and the zener diode 142. Current flow through the resistors 140 and the zener diode 142 turns on the FET 138 when conductors 120 and 122 are initially connected to the battery 40.
  • Switching terminals of the FET 134 are connected in series with the primary winding 124 and a capacitor 144.
  • FET 134 is rendered conductive such that current flows from the input conductor 120 through the switching terminals of the FET 134, the primary winding 124, the capacitor 144, and the switching terminals of. the FET 138 to the input terminal 122.
  • Current flow through the primary winding 124 induces current flow in the secondary winding 128, which tends to render the FET 134 even more conductive.
  • current is induced in the opposite direction in the secondary winding 126, thus tending to render the FET 136 nonconductive.
  • the bootstrap supply circuit includes a detector circuit comprising a comparator 160.
  • the comparator 160 has a first terminal connected through the diode 62 to the input power terminal 60 and a second terminal coupled to the circuit common connection 90.
  • An output of the comparator 160 is connected to an optoisolator 162 connected across the control terminal of the FET 138.
  • the comparator 160 activates the optoisolator 162 thereby rendering the FET 138 nonconductive.
  • the optoisolator 162 and FET 138 thus constitute a cutoff circuit for deactivating the bootstrap power supply.
  • a pair of input terminals 160 and 162 are connected to the output terminals 112 and 113 of the control circuit 110.
  • the input terminals 160 and 162 are connected through resistors 164 and 166 to the input of a dual gate drive circuit 168 which, in the preferred embodiment, comprises a type TC4427E0A dual gate drive integrated circuit manufactured by
  • SUBSTITUTE SHEET SOLE 28 the Teledyne Semiconductor Corporation of Mountain View, California.
  • Output terminals 170 and 172 of the gate drive circuit 168 are connected through capacitors 174 and 176 to primary windings 178 and 180 of gate drive transformers 182 and 184.
  • a secondary winding 186 of the gate drive transformer 182 is connected through a resistor 190 to output terminals 74 and 75 of the gate drive circuit 114.
  • a protective device 192 comprising a pair of back-to-back connected zener diodes is connected across output terminals 74 and 75.
  • the secondary winding 188 of gate drive transformer 184 is connected through a resister 194 to output terminals 76 and 77 of the gate drive circuit 114.
  • a protective device 196 is connected across the output terminals 76 and 77.
  • an enable signal received at the terminal 104 (Fig. 4) will cause the logic circuit 106 to generate an activating signal upon its output terminal 108.
  • This activating signal is supplied to the enable terminal 109 of the control circuit 110.
  • the control circuit 110 then generates variable-frequency output pulses over the output terminals 112 and 113 and supplies them to the drive circuit 114. These output pulses are supplied over terminals 74, 75, 76, and 77 to the FETs 62 and 64. This causes the FETs 62 and 64 to alternatingly switch between opposite conductive states as specified by the pulses generated by the control circuit 110. That is, when FET 62 is rendered conductive, FET 64 is rendered nonconductive and vice-versa.
  • capacitor 78 and 80 form a voltage divider across the input conductors 50 and 52. Thus, one half of the battery voltage appears across each of the capacitors 78 and 80.
  • the FET 62 is first rendered conductive, half of
  • the FET 62 is then rendered nonconductive and FET 64 is rendered conductive. In this state, half of the current through the FET 64 comes from the discharge of the capacitor 80 and half comes from the battery 40 charging capacitor 78.
  • Switching of the FETs 62 and 64 causes current flow in alternating directions through the primary winding 84.
  • the control circuit 110 increases the frequency of pulse signals delivered through the drive circuit 114 to the input terminals 74-77 of the FETs 62 and 64. This causes the
  • FETs 62 and 64 to switch between conductive states at a faster rate.
  • Current through the primary winding 84 then increases and the voltage at the junction of capacitor 78 and 80 begins to change according to the relationship IAWT
  • the junction between the capacitors 78 and 80 reaches the full voltage of the battery 40. in this condition, the capacitor 78 is completely discharged and the capacitor 80 is completely charged.
  • the FET 62 is then rendered nonconductive and the FET 64 is rendered conductive, the full battery voltage is applied across the primary winding 84. Then, the voltage at the junction o:: capacitor 78 and 80 decreases to zero, as the capacitor 78 becomes completely charged and the capacitor 80 becomes completely discharged.
  • the full battery voltage will again be applied across the primary winding 8 . If the load at the output terminal 94 is further increased, thus attempting to draw additional current above maximum rated current, the converter 38 will begin to limit the amount of current supplied at the output terminal 94 and permit the voltage at the output terminal 94 to fall.
  • the control circuit 110 comprises a resonant mode controller chip, even though the FETs 62 and 64 are not arranged in a resonant switching circuit. This permits more precise output voltage regulation to be achieved.
  • Each FET 62 and 64 is rendered conductive for a specific length of time.
  • the resonant mode controller chip is used to change the frequency at which the FETs 62 and 64 are rendered conductive and nonconductive.
  • the control circuit 110 commands the FETs to operate more often, that is, at a higher frequency, up to a maximum frequency determined by the pulse width of the controller circuit 110. In the preferred embodiment, the maximum frequency is 33 kHz. - 18 -
  • FETs 62 and 64 When only small amounts of current are drawn from the output terminal 94, FETs 62 and 64 are operated in a "hard switching" manner. That is, the wave form of current flow through the FETs 62 and 64 is essentially a square wave. As additional current is drawn from the output terminal 94, the capacitors 78 and 80 operate as reactive current limiters. Thus, the character of operation of the FETs 62 and 64 changes from hard switching to soft switching. At heavier loads, where hard switching losses are usually highest, the capacitors 78 and 80 are fully charged at the end of each cycle when the FETs 62 and 64 must be rendered nonconductive. The result is that no current is switched and there are no switching losses during that portion of the FETs operation. Switching losses are thus cut in half at high loads, and the efficiency of the switching circuit including FETs 62 and 64 increases under the conditions when high efficiency is most needed.
  • the total capacitance of capacitors 78 and 80 could be combined into a single capacitor 80, and capacitor 78 eliminated.
  • twice the average current would be drawn from the battery 40 during half the time. This would increase the amount of current ripple in the circuit.
  • Fig. 4 it is preferred that the configuration of Fig. 4 be provided.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Dc-Dc Converters (AREA)

Abstract

Convertisseur de tension (38) conçu pour un véhicule électrique possédant une batterie (40) alimentant une paire de bornes en tension de batterie et procédé de conversion d'une puissance fournie par la batterie d'un système de propulsion de véhiculé électrique depuis une première tension en une deuxième tension inférieure, à une vitesse ne dépassant pas un courant à vitesse maximum. Le convertisseur (38), d'après le procédé, effectue alternativement une alimentation en courant depuis la batterie (40), à la première tension, dans un premier et dans un deuxième sens à travers un branchement en série d'un enroulement primaire (84) de transformateur et d'un condensateur (80), ce qui attire simultanément le courant à vitesse maximum à la deuxième tension depuis un enroulement secondaire (86) du transformateur (82) et charge pratiquement totalement le condensateur (80), quand le courant circule à travers l'enroulement primaire dans le premier sens ou décharge pratiquement totalement le condensateur (80), quand le courant circule à travers l'enroulement primaire dans le deuxième sens.
PCT/US1995/007078 1994-06-10 1995-06-01 Systeme d'alimentation en 12 volts pour vehicule electrique WO1995034937A1 (fr)

Applications Claiming Priority (2)

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US25814294A 1994-06-10 1994-06-10
US08/258,142 1994-06-10

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998005110A1 (fr) * 1996-07-25 1998-02-05 Northrop Grumman Corporation Equilibrage de la temperature ou de la tension d'une batterie auxiliaire pour systeme automobile de 12 volts de vehicules electriques
DE102011084006A1 (de) * 2011-10-05 2013-04-11 Robert Bosch Gmbh Steuereinheit für ein Kraftfahrzeug
CN101624021B (zh) * 2009-08-03 2013-07-17 奇瑞汽车股份有限公司 一种纯电动汽车12v蓄电池工作系统的管理方法

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FR2694144A1 (fr) * 1992-07-22 1994-01-28 Enertronic Sa Convertisseur pour charge réversible.

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EP0116925A2 (fr) * 1983-02-16 1984-08-29 BROWN, BOVERI & CIE Aktiengesellschaft Chargeur d'accumulateurs de bord
US4717867A (en) * 1986-12-31 1988-01-05 Halliburton Company Apparatus for conserving power in operating a load
US4922397A (en) * 1988-02-16 1990-05-01 Digital Equipment Corporation Apparatus and method for a quasi-resonant DC to DC bridge converter
FR2694144A1 (fr) * 1992-07-22 1994-01-28 Enertronic Sa Convertisseur pour charge réversible.

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Title
VAN DER BROECK H ET AL: "A COMPACT HIGH PERFORMANCE 300 W/5 V SWITCHED MODE POWER SUPPLY", PROCEEDINGS OF THE EUROPEAN CONFERENCE ON POWER ELECTRONICS AND APPLICATIONS. (EPE), AACHEN, 9 - 12 OCTOBER, 1989, vol. 3, 9 October 1989 (1989-10-09), LEONHARD W;HOLTZ J; SKUDELNY H C, pages 1455 - 1459, XP000143576 *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998005110A1 (fr) * 1996-07-25 1998-02-05 Northrop Grumman Corporation Equilibrage de la temperature ou de la tension d'une batterie auxiliaire pour systeme automobile de 12 volts de vehicules electriques
CN101624021B (zh) * 2009-08-03 2013-07-17 奇瑞汽车股份有限公司 一种纯电动汽车12v蓄电池工作系统的管理方法
DE102011084006A1 (de) * 2011-10-05 2013-04-11 Robert Bosch Gmbh Steuereinheit für ein Kraftfahrzeug
US9401598B2 (en) 2011-10-05 2016-07-26 Robert Bosch Gmbh Control unit for a motor vehicle

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