WO2020074383A1 - Dispositif de charge et système d'entraînement électrique comprenant un tel dispositif de charge - Google Patents

Dispositif de charge et système d'entraînement électrique comprenant un tel dispositif de charge Download PDF

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Publication number
WO2020074383A1
WO2020074383A1 PCT/EP2019/076901 EP2019076901W WO2020074383A1 WO 2020074383 A1 WO2020074383 A1 WO 2020074383A1 EP 2019076901 W EP2019076901 W EP 2019076901W WO 2020074383 A1 WO2020074383 A1 WO 2020074383A1
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WO
WIPO (PCT)
Prior art keywords
charging
voltage
converter
intermediate circuit
inductance
Prior art date
Application number
PCT/EP2019/076901
Other languages
German (de)
English (en)
Inventor
Katja Stengert
Original Assignee
Thyssenkrupp Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Thyssenkrupp Ag filed Critical Thyssenkrupp Ag
Priority to CN201990001065.4U priority Critical patent/CN216467384U/zh
Publication of WO2020074383A1 publication Critical patent/WO2020074383A1/fr
Priority to DE212020000285.1U priority patent/DE212020000285U1/de

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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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • 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
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • 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
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/483—Converters with outputs that each can have more than two voltages levels
    • H02M7/487—Neutral point clamped inverters
    • 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
    • B60L2210/14—Boost 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/54—Windings for different functions
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention relates to a charging device for charging a battery of a motor vehicle designed with an electric drive motor and an electric drive system with such a charging device.
  • Voltage level of the charging station typically 400 V DC
  • the voltage level of the vehicle battery especially of future generations with typically 800 V DC.
  • step-up converters also known under the terms “step-up converter”, “boost converter” or “step-up converter”, can be used as separate structural units.
  • inverter an already existing inverter referred to as "inverter" of the traction or electric motor
  • DE 10 2016 209 905 A1 shows a rapid charging unit for an electric vehicle, the inverter of the traction motor serving as a step-up converter in connection with the motor coils.
  • DE 10 2016 218 304 B3 shows a 3-level inverter in an NPC configuration (abbreviation for "neutral point clamped") for an electric vehicle, which in the Fast charging mode can be operated as a step-up converter, external inductors being used for the step-up position.
  • NPC configuration abbreviation for "neutral point clamped”
  • 3-level inverters for electric vehicles which also have a third voltage level, e.g. B. 0V, 400V and 800V.
  • the permissible reverse voltage prohibits switching states in which a voltage higher than the permissible reverse voltage is present. Such an impermissible state exists, for example, if only one switching element blocks while the others are all switched on. This also applies in operation as a step-up converter.
  • the switching elements Since a simultaneous switching of two switching elements is practically not possible, the switching elements must be switched to target states at different times, e.g. B. first an inner and then an outer switching element are switched. During this time, a current flows into the center of the intermediate circuit and undesirably and further charges it (or its capacitor) with each switching cycle. Exceeds the tension of the
  • Inverters are used and if you want to use them as DC / DC converters at the same time, a solution for voltage balancing of the DC link center voltage (in the DC link center between two DC link capacitances CI and C2), i.e. maintaining or maintaining a DC link center point voltage.
  • Charger for charging a battery with an electric motor to provide trained motor vehicle.
  • Particular care should be taken to ensure that the voltage at the center of the DC link does not shift to a technically relevant extent during charging, especially not beyond the permissible reverse voltage of the semiconductors.
  • a charging device according to claim 1 is used for this purpose
  • a charging device for charging a battery of a type which is designed with an electric drive motor
  • Drive operation of the motor vehicle converts the DC voltage of the battery for the electric drive motor and has an intermediate circuit center, the inductance together with the drive converter for one
  • Charging operation of the battery serves as a step-up converter.
  • Equalization current which would otherwise accumulate in the capacitor and in extreme cases would charge it up to battery voltage, is discharged.
  • the switching units are opened and closed periodically.
  • According to the intermediate circuit center is interconnected such that a compensating current can flow off and one
  • Pre-charge voltage is maintained. B. happen that a compensating conductor is connected to the inductor starting from the intermediate circuit center.
  • the compensating conductor is preferably separable, for. B. carried out by means of a circuit breaker. This allows the compensating conductor for the
  • the intermediate circuit center point is preferably connected or connectable to the input voltage via a resistor. It is therefore ensured that the current to the intermediate circuit center and the charge source and / or inductance is limited.
  • the resistor is preferably designed as a PTC resistor (positive temperature coefficient), so that the current flowing through the compensating conductor is limited, in particular in the event of a fault.
  • the inductance has at least one winding of the electric drive motor or is formed by at least this. This saves additional components and thus reduces costs and space requirements.
  • a plurality of inductors are preferably provided, all more preferably as windings for exciting the drive motor, in the form of coils or
  • Wave winding are formed. With the aim of controlling the electric motor for ferry operation and efficient voltage conversion in the
  • the drive converter has three
  • Each 3-level inverter is connected to one of the three windings of the electric drive motor. This also has the advantage of being able to use all three windings for one step-up converter, in particular individually or simultaneously, and thus to increase the maximum possible charging power.
  • the 3 half bridges preferably have the same intermediate circuit center.
  • the windings of the motor windings used for the step-up position preferably have a common star point.
  • the interconnection of the DC link center and inductors or motor windings is only one line possible, which also saves components and materials.
  • the intermediate circuit center is arranged between two capacitors connected in series.
  • at least one additional capacitance can be connected in parallel and / or in series to at least one of the capacitances in order to change the size of the capacitance in charging mode and / or ferry mode.
  • the charging device preferably has a control circuit for controlling the drive converter, in particular its half-bridges, as a step-up converter for the charging operation and as an inverter for the driving operation.
  • the control circuit can thus operate the drive converter in both operating modes and thus save costs for additional components.
  • the disconnector can advantageously be opened and closed cyclically in charging mode. This means that the DC link center point voltage can be cyclically shifted (increased and decreased) without exceeding a permissible reverse voltage.
  • the DC link center point voltage can be raised on average.
  • the DC link voltage is preferably around 800V and the balanced DC link center point voltage at 400V.
  • DC link center voltage preferably increased periodically - z. B. by + 20% - because variations in the operating cycle can have a positive effect on efficiency.
  • the present invention also provides an electric drive system with a charging device according to the invention and a vehicle battery.
  • the charging device is connected to a charging station with a voltage level lower than that of the vehicle battery as a direct voltage source:
  • the charging station precharges the intermediate circuit capacitors of the drive system or the charging device to the voltage level of the charging station.
  • the charging process for the vehicle battery can begin.
  • Capacitors of the charging station must be pre-charged from the vehicle. This procedure is intended for China, for example, because there, unlike in Europe and the USA, the charging stations do not pre-charge their own DC link and vehicle DC link.
  • the corresponding loading process provides at least the following steps - in particular in this order:
  • the charging device is connected to the charging station with a voltage level lower than that of the vehicle battery as a DC voltage source.
  • DC link center is connected to the inductance and the charge source.
  • precharging the intermediate circuit of the vehicle via a precharging resistor of the charging device the precharging resistor preferably between
  • Vehicle battery and the intermediate circuit capacities is arranged and can be bridged by means of a switch for driving.
  • the DC link of the charging station is precharged to the voltage of the DC link center voltage via the closed compensating conductor.
  • the 3-level inverter can be used as a stepdown converter or stepup converter. 5. Start the loading process.
  • FIG. 1 shows a circuit diagram of an electric drive system with a charging device according to the invention
  • FIG. 2 shows a circuit diagram of the electrical drive system according to FIG. 1, in this case in the charging mode
  • Figure 3A shows a detailed view of the circuit diagram of the half-bridge of the
  • FIG. 3B signal diagrams of the flow of individual components of the
  • Figure 4 is an equivalent circuit diagram of the half-bridge with corresponding
  • Figure 5 shows a circuit diagram of an electric drive system with a charging device according to the invention according to another preferred embodiment.
  • FIG. 1 shows an electric drive system 1 which is equipped with an electric motor 2.
  • the electric motor 2 has three inductors LI, L2 and L3 in the form of windings connected to a star point, each of which is supplied with current by means of a half bridge 4a, 4b and 4c of a drive converter 3 and the electric motor 2, in particular its rotor (not shown) , can set in rotation.
  • the half bridges 4a, 4b and 4c are controlled in such a way that the current of the individual half bridges is in each case 120 ° in Phase is shifted towards each other.
  • Each half-bridge 4a, 4b and 4c each has the following components: four transistors (e.g. MOSFETs or IGBTs) TI, T2, T3 and T4, each with a diode D1, D2, D3 and D4, and two diodes D5 and D6 that with an intermediate circuit center 5 of the drive converter 3
  • the intermediate circuit center 5 lies between the two intermediate circuit capacitors CI and C2, which are arranged parallel to the three half bridges 4a, 4b and 4c.
  • the intermediate circuit center point 5 is electrically connected to each half bridge 4a, 4b and 4c via the corresponding diodes D5 and D6.
  • the three inductors LI, L2 and L3 of the electric motor 2 are in one
  • a compensating conductor 9 runs from the intermediate circuit center point 5 via a disconnector S1 and a decoupling resistor RI to the center of the star connection in FIG
  • Plug connection 6 has two conductors and can be connected via a first one
  • Plug connection switch and a second plug connection switch S2 and S3 are separated from the drive system 1 - as shown in this case in FIG. 1.
  • the switch S2 is connected to the negative pole of the battery 7
  • the battery has a voltage level of e.g. B. 800V.
  • the switch S3 is connected to the center point of the star connection of the electric motor 2 and to the compensating conductor 9 or the decoupling resistor RI.
  • the vehicle battery 7 is connected to the drive converter 3 and supplies it with a
  • the electric drive system 1 has a controller (not shown) which is designed to control the half bridges 4a, 4b and 4c and thus their transistors TI, T2, T3 and T4, in order to generate a current which is too the other two currents are shifted by 120 ° phases. Switches S1, S2 and S3 are open during drive or travel mode.
  • FIG. 2 shows a circuit diagram of the electrical drive system according to FIG. 1.
  • the electrical drive system 1 is in the charging mode, whereby, in contrast to FIG. 1, the switches S1, S2 and S3 are closed and a charging source 8 is, for example, B. is connected in the form of a charging station as a DC voltage source to the connector 6. Since the charging source 8 has a voltage of 400 V (compared to a battery voltage of 800 V), this will be Drive system 1, in particular the windings LI, L2 and L3 and the
  • Half bridges 4a, 4b and 4c used as step-up converters or controlled accordingly.
  • FIG. 3A and FIG. 3B show a half bridge 4a with the
  • DC link capacitors CI and C2 as well as five signal diagrams for in particular the control of transistors T3 and T4, so that the half bridge in conjunction with the inductance LI of the electric motor (not shown) acts as a step-up converter.
  • the signal diagrams that an alternating current flows through the inductance LI, which is connected to the half-bridge 4a.
  • the transistors T3 and T4 are periodically closed. Since the transistors are not designed to block the complete voltage of the vehicle battery, and the transistors can never be switched simultaneously, transistor T4 is switched on first and then transistor T3 is closed or opened again in reverse order (see falling signal edge).
  • the compensating conductor 9 (see FIGS. 1 and 2) is used, which is controlled by the switch S1 and the Resistor RI is connected to the voltage source and thus creates a voltage equalization. As soon as the two transistors T3 and T4 are blocked, flows in
  • FIG. 4 shows a simplified circuit diagram of the electrical drive system of the present invention.
  • a half bridge 4a with the intermediate circuit capacitances CI and C2 is shown.
  • an inductance LI is shown as an example of a winding of an electric drive motor.
  • the switch S1 is opened and closed via a step signal 01, the switch S1 being able to send a corresponding signal to the control circuit 12 for controlling the half-bridge 4a as a step-up converter.
  • the control circuit 12 is supplied with a square-wave signal with a frequency of 20 kHz (see component A2) instead of a 0 V signal (see component Al).
  • a corresponding signal changeover switch Bl is controlled by the switch S1.
  • the square wave signal from A2 is sent to a first one
  • Signal modifier ZI and a second signal modifier Z2 sent.
  • the signal modifier ZI is connected to the transistor T3 and the signal modifier Z2 is connected to the transistor T4.
  • the signal is modified such. B. by a time shift of the signal that transistor T4 blocks first and then transistor T3.
  • FIG. 5 shows a further electric drive system 1 a
  • the drive system 1 a differs in that a precharge resistor 10 is arranged between the transistor CI and the car battery 7 and can be bridged via a bypass switch 11. This makes it possible to charge the capacities CI and C2 before the charging process and to raise the DC link center to a corresponding voltage level.
  • Switch 11 is closed during travel mode. Before the charging operation, the switch 11 is opened to precharge the capacities; then the switch 11 for the charging process of the vehicle battery is closed again.
  • an external inductance z. B a charging station, precharged to the intermediate circuit center voltage lying below the battery voltage.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention concerne un dispositif de charge pour la charge d'une batterie (7) d'un véhicule automobile réalisé avec un moteur d'entraînement (2) électrique, comprenant au moins une inductance et un convertisseur d'entraînement (3), qui convertit la tension continue de la batterie (7) pour le moteur d'entraînement (2) électrique lors du fonctionnement en entraînement du véhicule automobile et qui comprend un point médian de circuit intermédiaire (5), l'au moins une inductance servant ensemble avec le convertisseur d'entraînement (3) de convertisseur élévateur pour le fonctionnement en charge de la batterie (7). Pour une optimisation de performance, le point médian de circuit intermédiaire (5) est ou peut être interconnecté de manière permanente ou temporaire à une tension d'entrée d'une source de charge (8) et/ou de l'inductance.
PCT/EP2019/076901 2018-10-08 2019-10-04 Dispositif de charge et système d'entraînement électrique comprenant un tel dispositif de charge WO2020074383A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201990001065.4U CN216467384U (zh) 2018-10-08 2019-10-04 充电装置和包括此类充电装置的电驱动系统
DE212020000285.1U DE212020000285U1 (de) 2018-10-08 2020-10-04 Ladevorrichtung und elektrisches Antriebssystem mit einer derartigen Ladevorrichtung

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018124787.7A DE102018124787A1 (de) 2018-10-08 2018-10-08 Ladevorrichtung und elektrisches Antriebssystem mit einer derartigen Ladevorrichtung
DE102018124787.7 2018-10-08

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WO2020074383A1 true WO2020074383A1 (fr) 2020-04-16

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PCT/EP2019/076901 WO2020074383A1 (fr) 2018-10-08 2019-10-04 Dispositif de charge et système d'entraînement électrique comprenant un tel dispositif de charge

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DE102021208773B3 (de) 2021-08-11 2022-08-18 Volkswagen Aktiengesellschaft Traktionsnetz für ein Elektrofahrzeug und Verfahren zum Laden
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