WO2012141434A2 - 전기 차량용 배터리 충전 장치 - Google Patents
전기 차량용 배터리 충전 장치 Download PDFInfo
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- WO2012141434A2 WO2012141434A2 PCT/KR2012/002198 KR2012002198W WO2012141434A2 WO 2012141434 A2 WO2012141434 A2 WO 2012141434A2 KR 2012002198 W KR2012002198 W KR 2012002198W WO 2012141434 A2 WO2012141434 A2 WO 2012141434A2
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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
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
- H02J7/04—Regulation of charging current or voltage
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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
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
-
- 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
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
-
- 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
- B60L53/14—Conductive energy transfer
-
- 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
-
- 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
-
- 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
- B60L2210/10—DC to DC converters
-
- 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
- B60L2210/30—AC to DC converters
-
- 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
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/10—Emission reduction
- B60L2270/14—Emission reduction of noise
- B60L2270/147—Emission reduction of noise electro magnetic [EMI]
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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
- 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
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
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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
- Y02T10/70—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
- 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
-
- 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
Definitions
- Embodiments of the present invention relate to a battery charging device for an electric vehicle, and more particularly, to a battery charging device for an electric vehicle capable of miniaturization and long life.
- a battery charging device for an electric vehicle uses a commercial power source.
- the battery charger for an electric vehicle must be able to output a voltage of 100V to 500V.
- the conventional battery charging apparatus for an electric vehicle is divided into a front end for performing power factor correction and a rear end for performing current control, and in particular, the rear end is configured by using a boost converter.
- the conventional battery charging apparatus for an electric vehicle has a disadvantage in that the link voltage must be kept below the output voltage, thereby causing a problem that the internal configuration must be changed according to the magnitude of the input voltage.
- the conventional battery charging device for an electric vehicle uses a continuous current mode (CCM) control technique to control the current flowing to the internal inductor, there is a problem that a controller of a complex configuration must be used for this purpose.
- CCM continuous current mode
- the conventional battery charger for an electric vehicle uses an electrolytic capacitor to secure a wide output range, which increases the size and weight of the battery charger and does not guarantee sufficient lifespan.
- the present invention is to propose a battery charging device for an electric vehicle that can be miniaturized and ensure a long life.
- a first converter unit for converting the first voltage inputted by full-wave rectification into a second voltage;
- a second converter configured to convert the second voltage into a direct current so as to be converted into a third voltage for charging the battery for the electric vehicle, and output the converted second output;
- the output terminal of the first converter includes a first output terminal and a second output terminal, A first switching element having one end connected to the first output terminal; A second switching element having one end connected to the second output terminal; A first output capacitor having one end connected in series with the other end of the first switching element; And a second output capacitor having one end connected in series with the other end of the second switching element, wherein the first switching element and the second switching element are turned on / off and the first switching element
- a battery charging device for an electric vehicle wherein the on-time and the on-time of the second switching element do not overlap each other.
- the first converter unit for boosting the first voltage input by the full-wave rectified to the second voltage;
- a second converter configured to convert the second voltage into a direct current so as to be converted into a third voltage for charging the battery for the electric vehicle, and output the converted second output;
- the output terminal of the first converter includes a first output terminal and a second output terminal
- the second converter may include: a first switching element having one end connected to the first output terminal to simultaneously perform a power factor correction (PFC) function and an amplification function; A second switching element having one end connected to the second output terminal; A first output capacitor having one end connected to the other end of the first switching element; A second output capacitor having one end connected to the other end of the second switching element; A first inductor having one end connected in parallel with the first output capacitor based on a third node to which the other end of the first switching element and one end of the first output capacitor are connected; And a second inductor having one end connected in parallel with the second output capacitor based on a fourth no
- the battery charging device for an electric vehicle has the advantage of being capable of miniaturization and ensuring a long service life.
- the battery charging apparatus for an electric vehicle has an advantage of performing current control using a controller having a simple configuration.
- FIG. 1 is a block diagram showing a schematic configuration of a charging device for an electric vehicle according to an embodiment of the present invention.
- FIG. 2 is a circuit diagram showing a detailed configuration of a charging device for an electric vehicle according to an embodiment of the present invention.
- FIG. 3 and 4 illustrate a first switching element B1, a second switching element B2, a third switching element SL1, a fourth switching element SL2, a fifth switching element SL2, and a sixth switching element. It is a figure which shows an example of the control signal produced
- FIG. 1 is a block diagram showing a schematic configuration of a charging device for an electric vehicle according to an embodiment of the present invention
- Figure 2 is a circuit diagram showing a detailed configuration of the charging device for an electric vehicle according to an embodiment of the present invention.
- the charging device 100 for an electric vehicle may include a first rectifying unit 110, a first converter unit 120, a second converter unit 130, and a controller ( 140).
- a first rectifying unit 110 may rectif a first rectifying unit 110
- a first converter unit 120 may rectif a first converter to generate a first signal.
- a second converter unit 130 may output a first signal from the charging device 100 for an electric vehicle.
- a controller 140
- the function of each component will be described in detail.
- the first rectifier 110 generates a first voltage by half-wave rectifying or full-wave rectifying the AC voltage input from the outside.
- the input AC voltage may have a size of 90Vac or more and 260Vac or less.
- the input AC voltage may be a commercial AC voltage having a size of 110 Vac or 220 Vac.
- the first rectifier 110 may be connected to an external power source as shown in FIG. 2 and may include four diodes connected in the form of a full bridge.
- the first converter unit 120 boosts the first voltage received by full-wave rectification by the first rectifying unit 110 and changes it to a second voltage.
- the first converter unit 120 may have a configuration of an LLC converter as shown in FIG. 2.
- the first converter unit 120 is connected to the first rectifying unit 110, the switching unit 121 receives the first voltage, the transformer unit 122 is connected to the switching unit 121 to perform the step-up operation And a second rectifier 123 connected to the transformer unit 122 to rectify the voltage generated as a result of the boosting operation to generate and output a second voltage.
- the switching unit 121 may be connected to two output terminals of the first rectifying unit 110 and may include four switching elements SL1, SL2, SL3, and SL4 connected in a full bridge form.
- the four switching elements included in the switching unit 121 are referred to as “third switching element SL1", “fourth switching element SL2", “fifth switching element SL3”, and It will be referred to as a “sixth switching element SL4" (the first switching element and the second switching element are included in the second converter unit 130 described later).
- each of the four switching elements SL1, SL2, SL3, SL4 has one transistor (e.g., FET) and an input terminal connected to a second conducting electrode (e.g., drain electrode) of the transistor.
- the diode may be connected, and the output terminal may be configured as a diode connected to the first conductive electrode (eg, the source electrode) of the transistor.
- Each of the third switching element SL1, the fourth switching element SL2, the fifth switching element SL3, and the sixth switching element SL4 may be periodically turned on / off.
- a period in which the switching elements SL1, SL2, SL3, and SL4 are turned on / off will be referred to as a “second period” (the “first period” is the second converter unit 130 described later).
- the third switching element SL1 and the sixth switching element SL4 positioned in the diagonal direction thereof are simultaneously turned on and off, and the fourth switching element SL2 and the fifth switching element positioned in the diagonal direction thereof.
- SL3 is simultaneously turned on / off.
- the time when the third switching element SL1 and the sixth switching element SL4 are turned on and the time when the fourth switching element SL2 and the fifth switching element SL3 are turned on do not overlap each other.
- the interval between the time when the third switching element SL1, the fourth switching element SL, the fifth switching element SL3, and the sixth switching element SL4 is turned on and off during the second period is determined.
- the spacing can be the same.
- the on / off of the switching unit 121 may be controlled based on a control signal generated by the control unit 140 (not shown in FIG. 2).
- the controller 140 may receive a feedback of the third voltage output from the second converter 130 and generate a control signal using the feedbacked third voltage.
- the generated control signal is input to a control electrode (eg, a gate electrode) of a transistor (eg, a FET) included in the switching elements SL1, SL2, SL3, and SL4, and thus the switching elements SL1. , SL2, SL3, SL4 can be controlled on / off.
- the transformer unit 122 is connected to the switching unit 121 and boosts the voltage output from the switching unit 121.
- the secondary winding number of the transformer unit 122 may be larger than the primary winding number.
- the winding ratio of the transformer unit 122 may be 1: 1.5.
- the second rectifier 123 is connected to the transformer unit 122 and rectifies the voltage output from the transformer unit 122 to generate and output a second voltage.
- the second rectifier 123 may include four diodes connected in a full bridge form as shown in FIG. 2.
- the second converter unit 130 which is connected to the output terminal of the second rectifying unit 123 (that is, the output terminal of the first converter unit 120), is configured to charge the electric vehicle battery 150 by directing a second voltage. Output by changing to 3 voltage.
- the second converter 130 may be in the form of a buck boost converter having a parallel structure as shown in FIG. 2.
- the second converter unit 130 may include a first capacitor C1, a second capacitor C2, a first switching device B1, a second switching device B2, a first inductor L1, and a first capacitor C1.
- 2 may include an inductor L2, a first diode D1, a second diode D2, a first output capacitor Cout1, and a second output capacitor Cout2.
- One end of the first switching element B1 is connected to the first output terminal (ie, the first node n1) of the first converter unit 120, and one end of the second switching element B2 is the first converter unit. It is connected to the second output terminal (ie, the second node n2) of (120).
- the second switching element B2 when the second switching element B2 is based on the first node n1, the second switching element B2 may be regarded as being connected in parallel with the first switching element B1.
- the other end of the first switching element B1 is connected in series with one end of the first output capacitor Cout1 via the first diode D1. That is, the other end of the first switching element B1 is connected to the output terminal of the first diode D1 at the third node n3, and the input terminal of the first diode D1 is connected to one end of the first output capacitor Cout1. Connected.
- the other end of the second switching element B2 is connected to the other end of the second output capacitor Cout2 via the second diode D2. That is, the other end of the second switching element B2 is connected to the output terminal of the second diode D2 at the fourth node n4, and the input terminal of the second diode D2 is connected to one end of the second output capacitor Cout2. Connected.
- the first inductor L1 is connected in parallel with the first diode D1 and the first output capacitor Cout1 based on the third node n3, and the second inductor L2 connects the fourth node n4.
- the second diode D2 and the second output capacitor Cout2 are connected in parallel.
- One end of the first capacitor C1 is connected in parallel with the first switching element B1 based on the first node n1, and the second capacitor C2 is formed based on the second node n2. 2 is connected in parallel with the switching element (B2).
- the other ends of the two capacitors C2 are connected to each other at the fifth node n5.
- first switching element B1 and the second switching element B2 are the third switching element SL1, the fourth switching element SL2, the fifth switching element SL3, and the sixth switching element SL4.
- One transistor e.g., FET
- an input terminal are connected to the second conductive electrode (e.g., drain electrode) of the transistor and the output terminal is connected to the first conductive electrode (e.g., source electrode) of the transistor. It may be composed of a diode connected.
- first switching element B1 and the second switching element B2 are the third switching element SL1, the fourth switching element SL2, the fifth switching element SL3, and the sixth switching element SL4. Can be periodically turned on / off according to a predetermined period (ie, a first period).
- the first switching element B1 and the second switching element B2 may be turned on / off so that the on time does not overlap each other.
- the on / off period of the first switching element B1 and the on / off period of the second switching element B2 are the same (first period), and the starting time point at which the first switching element B1 is turned on and The starting time point at which the second switching element B2 is turned on may differ by 1/2 of the first period.
- the first switching element B1 and the second switching element B2 may be turned on / off at the same time.
- the time intervals during which the first switching element B1 and the second switching element B2 are turned on within the first period is the first switching element B1 and the second switching element. It may be adjustable within a range shorter or equal to the time interval that (B2) is off.
- the on / off of the first switching element B1 and the second switching element B2 may also be controlled based on the control signal generated by the controller 140 as described above. That is, the control unit 140 generates a control signal using the feedbacked third voltage, and the generated control signal is the first switching element B1, the second switching element B2, the third switching element SL1, and the first switching element. It may be input to a control electrode (eg, a gate electrode) of a transistor (eg, a FET) included in the fourth switching element SL2, the fifth switching element SL3, and the sixth switching element SL4.
- a control electrode eg, a gate electrode
- a transistor eg, a FET
- the first switching element B1, the second switching element B2, the third switching element SL1, the fourth switching element SL22, the fifth switching element SL3, and the sixth switching element Examples of the control signal generated by the control unit 140 to control the switching of the SL4.
- a control signal as shown in the upper part of FIG. 3 is input to the control electrodes of the third switching element SL1, the fourth switching element SL2, the fifth switching element SL3, and the sixth switching element SL4.
- the third switching element SL1 / the sixth switching element SL4 is turned on
- the fourth switching element SL2 / the fifth switching element SL3 is turned off and the third switching element SL1 / sixth is turned off.
- the switching element SL4 is turned off
- the fourth switching element SL2 / fifth switching element SL3 is turned on. That is, the third switching element SL1 / the sixth switching element SL4 and the fourth switching element SL2 / the fifth switching element SL3 are turned on / off according to a fixed duty ratio.
- the control signal as shown in the lower part of FIG. 3 is input to the control electrodes of the first switching element B1 and the second switching element B2, the first switching element B1 and the second switching element as described above.
- the switching element B2 is not turned on at the same time, and the interval between the first switching element B1 and the second switching element B2 is turned on in the first period is the first switching element B1 and the second switching element. It becomes shorter or equal to the interval of the time that (B2) is off, the start time when the first switching device (B1) is on and the start time when the second switching device (B2) is on the difference by 1/2 of the first period Will be gone.
- the interval of time when the first switching element B1 / second switching element B2 is turned on is shorter than or equal to the interval of time when the first switching element B1 / second switching element B2 is turned off. It can be adjusted freely within the range. That is, the first switching element B1 and the second switching element B2 may be turned on or off according to an arbitrary duty ratio, and the duty ratio may be variable.
- the first period is more than the second period. Twice as long, the start time at which the first switching device B1 is turned on and the start time at which the third switching device SL1 / sixth switching device SL4 is turned on are the same.
- the third switching element SL1 to the sixth switching element SL4 are turned on / off as described above with reference to FIG. 3.
- the first switching element B1 and the second switching element B2 are simultaneously turned on and off.
- the interval of time when the first switching element B1 / second switching element B2 is turned on is shorter than or equal to the interval of time when the first switching element B1 / second switching element B2 is turned off. It can be adjusted freely within the range. That is, the first switching element B1 and the second switching element B2 may be turned on or off according to an arbitrary duty ratio, and the duty ratio may be variable.
- the first period is more than the second period. Twice as long, the start time at which the first switching device B1 is turned on and the start time at which the third switching device SL1 / sixth switching device SL4 is turned on are the same.
- the second converter 130 is controlled in a discontinuous current mode (DCM). Accordingly, the second converter 130 may be controlled by using the controller 140 having a simple configuration as compared to the case where the continuous current mode (CCM) and the boundary current mode (Current Current Mode) are controlled. .
- DCM discontinuous current mode
- the first switching device B1 and the second switching device B2 are controlled to be turned on / off alternately as described above, the first switching device B1, the first capacitor C1, and the first inductor L1 and the first output capacitor Cout1 form one converting group, the second switching element B2, the second capacitor C2, the second inductor L2, and the second output capacitor Cout2. ) Forms the other converting group.
- the second switching element B2, the second capacitor C2, the second inductor L2, and the second output capacitor Cout2. Forms the other converting group.
- voltage stress of the elements included in the second converter unit 130 is reduced, and phase shift occurs to generate the second voltage.
- the included ripple may be reduced.
- the duty ratio of the first switching device B1 / the second switching device B2 is changed. Since the size of the third voltage can be arbitrarily adjusted by adjusting the power supply, it is possible to charge various electric vehicle batteries without being limited by the specifications of the electric vehicle battery.
- the second converter unit 140 when configuring the second converter unit 130 as shown in FIG. 2, the second converter unit 140 simultaneously performs power factor correction (PFC) and amplification function (ie, current control function). Since it is possible, a circuit for improving the power factor does not need to be separately provided at the front end of the first converter unit 120.
- PFC power factor correction
- amplification function ie, current control function
- the second converter unit 140 which is a component directly connected to the battery for the electric vehicle 150, receives a voltage having an AC waveform, it is not a large capacity electrolytic capacitor.
- the first output capacitor Cout1 / the second output capacitor Cout2 may be configured by using a small capacity film capacitor.
- the second converter unit 140 is configured by using a small capacity film capacitor, the lifespan and size of the battery charging device for an electric vehicle may be increased.
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Dc-Dc Converters (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Claims (15)
- 정류되어 입력되는 제1 전압을 제2 전압으로 변화시키는 제1 컨버터부;상기 제2 전압을 직류화하여 전기 차량용 배터리를 충전하기 위한 제3 전압으로 변화시켜 출력하는 제2 컨버터부를 포함하되,상기 제1 컨버터부의 출력단은 제1 출력단자 및 제2 출력단자를 포함하고,상기 제2 컨버터부는 일단이 상기 제1 출력단자와 연결되는 제1 스위칭 소자; 일단이 상기 제2 출력단자와 제2 스위칭 소자; 일단이 상기 제1 스위칭 소자의 타단과 직렬로 연결되는 제1 출력 캐패시터; 및 일단이 상기 제2 스위칭 소자의 타단과 직렬로 연결되는 제2 출력 캐패시터를 포함하며,상기 제1 스위칭 소자 및 상기 제2 스위칭 소자는 온/오프(on/off)되고, 상기 제1 스위칭 소자가 온되는 시간과 상기 제2 스위칭 소자가 온되는 시간은 서로 겹치지 않는 것을 특징으로 하는 전기 차량용 배터리 충전 장치.
- 제1항에 있어서,상기 제1 스위칭 소자의 온/오프 주기와 상기 제2 스위칭 소자의 온/오프 주기는 제1 주기로서 동일하고, 상기 제1 스위칭 소자가 온되는 시작 시점과 상기 제2 스위칭 소자가 온되는 시작 시점은 상기 제1 주기의 1/2만큼 차이가 나는 것을 특징으로 하는 전기 차량용 배터리 충전 장치.
- 제2항에 있어서,상기 제1 주기 내에서 상기 제1 스위칭 소자 및 상기 제2 스위칭 소자가 온되는 시간의 간격은 상기 제1 스위칭 소자 및 상기 제2 스위칭 소자가 오프되는 시간의 간격 보다 짧거나 같은 범위 내에서 조절 가능한 것을 특징으로 하는 전기 차량용 배터리 충전 장치.
- 제1항에 있어서,상기 제1 출력 캐패시터 및 상기 제2 출력 캐패시터는 필름(film) 캐패시터인 것을 특징으로 하는 전기 차량용 배터리의 충전 장치.
- 제1항에 있어서,상기 제2 컨버터부는 입력단이 상기 제1 출력 캐패시터의 일단과 연결되고, 출력단이 상기 제1 스위칭 소자의 타단과 연결되는 제1 다이오드; 입력단이 상기 제2 스위칭 소자의 타단과 연결되고, 출력단이 상기 제2 출력 캐패시터의 일단과 연결되는 제2 다이오드; 상기 제1 스위칭 소자의 타단과 상기 제1 다이오드의 출력단이 연결된 제3 노드를 기준으로 일단이 상기 제1 다이오드와 병렬로 연결되는 제1 인덕터; 및 상기 제2 스위칭 소자의 타단과 상기 제2 다이오드의 입력단이 연결된 제4 노드를 기준으로 상기 제2 다이오드와 병렬로 연결되는 제2 인덕터를 더 포함하되,상기 제1 스위칭 소자 및 상기 제2 스위칭 소자의 듀티비는 가변될 수 있는 것을 특징으로 하는 전기 차량용 배터리의 충전 장치.
- 제5항에 있어서,상기 제2 컨버터부는 상기 제1 출력단자와 상기 제1 스위칭 소자의 일단이 연결되는 제1 노드를 기준으로 일단이 상기 제1 스위칭 소자와 병렬로 연결되는 제1 캐패시터; 및 상기 제2 출력단자와 상기 제2 스위칭 소자의 일단이 연결되는 제2 노드를 기준으로 일단이 상기 제2 스위칭 소자와 병렬로 연결되는 제2 캐패시터를 더 포함하되,상기 제1 출력 캐패시터의 타단, 상기 제2 출력 캐패시터의 타단, 상기 제1 인덕터의 타단, 상기 제2 인덕터의 타단, 상기 제1 캐패시터의 타단 및 상기 제2 캐패시터의 타단은 제5 노드에서 서로 연결되는 것을 특징으로 하는 전기 차량용 배터리의 충전 장치.
- 제1항에 있어서,풀 브리지(Full Bridge) 형태로 연결된 4개의 다이오드를 포함하며, 상용 교류 전압을 전파 정류하여 상기 제1 전압을 생성하는 제1 정류부를 더 포함하는 것을 특징으로 하는 전기 차량용 배터리의 충전 장치.
- 제1항에 있어서,제1 컨버터부는상기 제1 전압이 입력되는 스위칭부;상기 스위칭부와 연결된 변압기부; 및상기 변압기부와 연결되어 상기 제2 전압을 출력하는 제2 정류부를 포함하는 것을 특징으로 하는 전기 차량용 배터리의 충전 장치.
- 제8항에 있어서,상기 스위칭부는 풀 브리지 형태로 연결되고 제2 주기에 따라 주기적으로 온오프되는 제3 스위칭 소자, 제4 스위칭 소자, 제5 스위칭 소자 및 제6 스위칭 소자를 포함하고,상기 제3 스위칭 소자 및 상기 제3 스위칭 소자의 대각 방향에 위치하는 제6 스위칭 소자는 동시에 온/오프되고, 상기 제4 스위칭 소자 및 상기 제4 스위칭 소자의 대각 방향에 위치하는 제5 스위칭 소자는 동시에 온/오프되며,상기 제3 스위칭 소자 및 상기 제6 스위칭 소자가 온되는 시간과 상기 제4 스위칭 소자 및 상기 제5 스위칭 소자가 온되는 시간은 서로 겹치지 않으며, 상기 제 3 스위칭 소자 내지 상기 제 6 스위칭 소자의 듀티비는 일정한 것을 특징으로 하는 전기 차량용 배터리 장치.
- 제9항에 있어서,상기 제1 스위칭 소자의 온/오프 주기와 상기 제2 스위칭 소자의 온/오프 주기는 제1 주기로서 동일하고, 상기 제1 스위칭 소자가 온되는 시작 시점과 상기 제2 스위칭 소자가 온되는 시작 시점은 상기 제1 주기의 1/2만큼 차이가 나고,상기 제1 주기 내에서 상기 제1 스위칭 소자 및 상기 제2 스위칭 소자가 온되는 시간의 간격은 상기 제1 스위칭 소자 및 상기 제2 스위칭 소자가 오프되는 시간의 간격 보다 짧거나 같고, 상기 제2 주기 내에서 상기 제3 스위칭 소자, 상기 제4 스위칭 소자, 상기 제5 스위칭 소자 및 상기 제6 스위칭 소자가 온되는 시간의 간격과 오프되는 시간의 간격은 동일하고,상기 제1 주기는 상기 제2 주기 보다 두 배 더 길고,상기 제1 스위칭 소자가 온되는 시작 시점과 상기 제3 스위칭 소자 및 상기 제6 스위칭 소자가 온되는 시작시점은 동일한 것을 특징으로 하는 전기 차량용 배터리 장치.
- 제9항에 있어서,상기 제1 스위칭 소자, 상기 제2 스위칭 소자, 상기 제3 스위칭 소자, 상기 제4 스위칭 소자, 상기 제5 스위칭 소자 및 상기 제6 스위칭 소자 중에서 적어도 하나로 온/오프의 제어를 위한 제어 신호를 생성하여 전송하는 제어부를 더 포함하는 것을 특징으로 하는 전기 차량용 배터리 장치.
- 제9항에 있어서,상기 제1 스위칭 소자, 상기 제2 스위칭 소자, 상기 제3 스위칭 소자, 상기 제4 스위칭 소자, 상기 제5 스위칭 소자 및 상기 제6 스위칭 소자 중에서 적어도 하나는트랜지스터; 및입력단이 상기 트랜지스터의 제2 도통 전극과 연결되고, 출력단이 상기 트랜지스터의 제1 도통 전극과 연결되는 다이오드를 포함하는 것을 특징으로 하는 전기 차량용 배터리의 충전 장치.
- 전파 정류되어 입력되는 제1 전압을 승압하여 제2 전압으로 변화시키는 제1 컨버터부;상기 제2 전압을 직류화하여 전기 차량용 배터리를 충전하기 위한 제3 전압으로 변화시켜 출력하는 제2 컨버터부를 포함하되,상기 제1 컨버터부의 출력단은 제1 출력단자 및 제2 출력단자를 포함하고,상기 제2 컨버터부는 역률 개선(PFC: Power Factor Correction) 기능 및 증폭 기능을 동시에 수행하기 위하여, 일단이 상기 제1 출력단자와 연결되는 제1 스위칭 소자; 일단이 상기 제2 출력단자와 연결되는 제2 스위칭 소자; 일단이 상기 제1 스위칭 소자의 타단과 연결되는 제1 출력 캐패시터; 일단이 상기 제2 스위칭 소자의 타단과 연결되는 제2 출력 캐패시터; 상기 제1 스위칭 소자의 타단과 상기 제1 출력 캐패시터의 일단이 연결된 제3 노드를 기준으로 일단이 상기 제1 출력 캐패시터와 병렬로 연결되는 제1 인덕터; 및 상기 제2 스위칭 소자의 타단과 상기 제2 출력 캐패시터의 일단이 연결된 제4 노드를 기준으로 일단이 상기 제2 출력 캐패시터와 병렬로 연결되는 제2 인덕터를 포함하는 것을 특징으로 하는 전기 차량용 배터리의 충전 장치.
- 제13항에 있어서,상기 제1 스위칭 소자 및 상기 제2 스위칭 소자는 주기적으로 온/오프되고, 상기 제1 스위칭 소자가 온되는 시간과 상기 제2 스위칭 소자가 온되는 시간은 서로 겹치지 않는 것을 특징으로 하는 전기 차량용 배터리 충전 장치.
- 제13항에 있어서,상기 제2 컨버터부는 출력단이 상기 제3 노드를 기준으로 상기 제1 인덕터와 병렬로 연결되고, 입력단이 상기 제1 출력 캐패시터의 일단과 직렬로 연결되는 제1 다이오드; 및 입력단이 상기 제4 노드를 기준으로 상기 제2 인덕터와 병렬로 연결되고, 출력단이 상기 제2 출력 캐패시터의 일단과 연결되는 제2 다이오드를 더 포함하는 것을 특징으로 하는 전기 차량용 배터리의 충전 장치.
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KR101601549B1 (ko) * | 2014-02-27 | 2016-03-08 | 단국대학교 산학협력단 | 배터리 충전 제어 방법 및 장치 |
KR101628133B1 (ko) * | 2014-07-04 | 2016-06-08 | 현대자동차 주식회사 | 펄스폭 변조 공진 컨버터 및 이를 이용한 차량용 충전기 |
CN104124744B (zh) * | 2014-08-20 | 2016-03-09 | 高玉琴 | 一种电动车充电器 |
WO2016192007A1 (zh) * | 2015-06-01 | 2016-12-08 | 广东欧珀移动通信有限公司 | 充电电路和移动终端 |
KR101846683B1 (ko) | 2016-06-28 | 2018-05-21 | 현대자동차주식회사 | 전기차량의 충전시스템 및 충전 제어방법 |
KR101846682B1 (ko) | 2016-06-28 | 2018-04-09 | 현대자동차주식회사 | 전기차량의 충전제어방법 및 그 시스템 |
KR101864684B1 (ko) * | 2016-08-01 | 2018-06-05 | 삼호중장비산업 주식회사 | 전기차 충전기 및 그 냉각 시스템 |
KR102478058B1 (ko) | 2017-11-16 | 2022-12-16 | 현대자동차주식회사 | 무 역률보상회로 방식의 충전 시스템 |
KR20210136576A (ko) * | 2020-05-08 | 2021-11-17 | 삼성전자주식회사 | 전자장치 및 그 제어방법 |
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Also Published As
Publication number | Publication date |
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WO2012141434A3 (ko) | 2013-01-03 |
CN103534898A (zh) | 2014-01-22 |
CN103534898B (zh) | 2015-12-02 |
JP5760143B2 (ja) | 2015-08-05 |
KR101211234B1 (ko) | 2012-12-11 |
US20140049219A1 (en) | 2014-02-20 |
US9399401B2 (en) | 2016-07-26 |
KR20120115769A (ko) | 2012-10-19 |
JP2014512168A (ja) | 2014-05-19 |
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