WO2024103665A1 - 一种车载充电器及其控制方法 - Google Patents

一种车载充电器及其控制方法 Download PDF

Info

Publication number
WO2024103665A1
WO2024103665A1 PCT/CN2023/095481 CN2023095481W WO2024103665A1 WO 2024103665 A1 WO2024103665 A1 WO 2024103665A1 CN 2023095481 W CN2023095481 W CN 2023095481W WO 2024103665 A1 WO2024103665 A1 WO 2024103665A1
Authority
WO
WIPO (PCT)
Prior art keywords
conversion circuit
grid
battery
phase shift
current
Prior art date
Application number
PCT/CN2023/095481
Other languages
English (en)
French (fr)
Inventor
王昊
Original Assignee
阳光电源股份有限公司
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 阳光电源股份有限公司 filed Critical 阳光电源股份有限公司
Publication of WO2024103665A1 publication Critical patent/WO2024103665A1/zh

Links

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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • 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
    • 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
    • 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
    • H02M1/00—Details of apparatus for conversion
    • 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
    • H02M5/00—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases
    • H02M5/02—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases without intermediate conversion into dc
    • H02M5/04—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases without intermediate conversion into dc by static converters
    • H02M5/10—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases without intermediate conversion into dc by static converters using transformers
    • H02M5/12—Conversion of ac power input into ac power output, e.g. for change of voltage, for change of frequency, for change of number of phases without intermediate conversion into dc by static converters using transformers for conversion of voltage or current amplitude only
    • 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
    • H02M7/02—Conversion of ac power input into dc power output without possibility of reversal
    • H02M7/04—Conversion of ac power input into dc power output without possibility of reversal by static converters
    • H02M7/12—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/21—Conversion of ac power input into dc power output without possibility of reversal 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
    • H02M7/217—Conversion of ac power input into dc power output without possibility of reversal 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
    • H02M7/219—Conversion of ac power input into dc power output without possibility of reversal 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 in a bridge configuration

Definitions

  • the present application relates to the field of power electronics technology, and in particular to a vehicle charger and a control method thereof.
  • the market generally adopts two-stage isolated on-board chargers, which can also be called two-stage structures.
  • the specific structure can be seen in Figure 1.
  • the two-stage isolated type it includes: PFC (Power Factor Correction) circuit and isolated DC/DC conversion circuit; among them, the PFC circuit is responsible for correcting the power factor of the grid current and maintaining the stability of the two-pole voltage of the DC bus Cbus, and the isolated DC/DC conversion circuit controls the battery side voltage or current of the on-board charger to complete the battery charging process.
  • PFC Power Factor Correction
  • isolated DC/DC conversion circuit controls the battery side voltage or current of the on-board charger to complete the battery charging process.
  • a two-stage isolated on-board charger requires more power devices, the overall cost of the on-board charger will increase.
  • a single-stage isolated on-board charger can be used, which can also be called a single-stage structure.
  • the present invention provides an on-board charger and a control method thereof, so as to utilize a single-stage isolated on-board charger to efficiently realize the PFC function and the battery side voltage and current control function of a two-stage isolated on-board charger.
  • the present application provides a control method for a vehicle charger, in which a transformer side of a bridge-type controllable AC/AC conversion circuit is connected to an AC side of a bridge-type controllable AC/DC conversion circuit through a transformer; the control method for the vehicle charger comprises:
  • the grid-side The reference peak value of the current is converted into an instantaneous reference value of the grid-side current
  • phase shift control is performed on the two conversion circuits; the phase shift control enables the power devices in the two conversion circuits to achieve soft switching;
  • the phase shift control is corrected according to a deviation of the instantaneous sampling value of the grid-side current relative to the instantaneous reference value of the grid-side current.
  • the phase shift control includes:
  • each conversion circuit is driven to perform power conversion.
  • determining a phase shift angle of a transformer-side output voltage of the AC/AC conversion circuit and a phase shift angle of an AC-side output voltage of the AC/DC conversion circuit includes:
  • the phase shift angle of the transformer-side output voltage of the AC/AC conversion circuit and the relationship between the two phase shift angles are determined; the phase shift angle of the transformer-side output voltage of the AC/AC conversion circuit is within a value range that enables the power components in the two conversion circuits to achieve soft switching;
  • the phase shift angle of the AC side output voltage of the AC/DC conversion circuit is determined according to the phase shift angle of the transformer side output voltage of the AC/AC conversion circuit and the relationship between the two phase shift angles.
  • phase shift control is corrected according to a deviation of the instantaneous sampling value of the grid-side current relative to the instantaneous reference value of the grid-side current, including:
  • At least one phase shift angle in the phase shift control is corrected.
  • the reference value of the battery side voltage is equal to the charging voltage of the battery connected to the vehicle charger under constant voltage trickle charging conditions.
  • adjusting a reference peak value of a grid-side current of the vehicle charger according to a deviation of a sampled value of the battery-side voltage relative to a reference value of the battery-side voltage includes:
  • the reference peak value of the grid-side current is adjusted according to a deviation of the sampled value of the battery-side current relative to a reference value of the power-side current.
  • the reference value of the battery side current is less than or equal to the charging current of the battery connected to the vehicle charger under constant current charging conditions.
  • the charging current of the battery under constant current charging conditions is determined according to the working state of the on-board charger and user instructions.
  • the present application provides a vehicle charger, comprising: a controller, a transformer, at least one passive device, and a bridge-type controllable AC/AC conversion circuit and an AC/DC conversion circuit; wherein:
  • the transformer side of the AC/AC conversion circuit is connected to the AC side of the AC/DC conversion circuit through the transformer;
  • the grid side of the AC/AC conversion circuit serves as the grid side of the on-board charger, and the DC side of the AC/DC conversion circuit serves as the battery side of the on-board charger;
  • the passive components are arranged on the primary side and/or the secondary side of the transformer, and each of the passive components at least includes an inductor;
  • the AC/AC conversion circuit and the AC/DC conversion circuit are both controlled by the controller, and the controller is used to execute the control method of the vehicle charger as described in any one of the above aspects of the present application.
  • the AC/AC conversion circuit is a half-bridge topology or a full-bridge topology
  • the AC/DC conversion circuit is a half-bridge topology or a full-bridge topology.
  • the passive device includes: an inductor branch; the inductor branch includes: at least one inductor; wherein:
  • the inductors are connected in series, in parallel, or in series and in parallel.
  • the passive device further includes: a capacitor branch, the capacitor branch is connected in series or in parallel with the inductor branch;
  • the capacitor branch includes: at least one capacitor; wherein:
  • the capacitors are connected in series, in parallel, or in series and in parallel.
  • the switching frequency of the on-board charger is greater than the resonance frequency of the resonant cavity in the on-board charger. frequency.
  • it also includes: two filters; wherein:
  • One of the filters is arranged on the grid side of the AC/AC conversion circuit, and the other filter is arranged on the DC side of the AC/DC conversion circuit.
  • the present invention provides a control method for a vehicle charger.
  • the vehicle charger since the transformer side of the AC/AC conversion circuit is connected to the AC side of the AC/DC conversion circuit through the transformer, the vehicle charger is a single-stage isolated vehicle charger; and since the instantaneous sampling value of the grid-side current is equal to its instantaneous reference value when stable, and the instantaneous reference value of the grid-side current is determined by the phase of the instantaneous sampling value of the grid-side voltage and the reference peak value of the grid-side current, the vehicle charger has a PFC function; and since the battery-side charging power can be indirectly controlled by controlling the grid-side current, the vehicle charger has a battery-side voltage and current control function; in addition, since the two conversion circuits are phase-shifted, and the phase-shifted control enables the power devices in the two conversion circuits to realize soft switching, and the single-stage isolated vehicle charger reduces the number of devices through which the current flows, so the efficiency of the vehicle charger
  • FIG1 is a schematic diagram of the structure of a two-stage isolated on-board charger in the prior art
  • FIG2 is a schematic structural diagram of an implementation of a vehicle charger provided in an embodiment of the present application.
  • 3 and 4 are respectively flowchart diagrams of two implementation methods of a control method for a vehicle charger provided in an embodiment of the present application;
  • FIG5 is a schematic diagram of an implementation of a control loop of an on-board charger
  • FIG6 is a fundamental wave equivalent circuit of a vehicle charger provided in an embodiment of the present application.
  • FIG7 is a power transfer vector diagram of FIG6 ;
  • 8a and 8b are schematic diagrams of simulation test results of grid-side voltage and grid-side current, respectively;
  • FIG8c and FIG8d are schematic diagrams of simulation test results of battery side voltage and battery side current, respectively.
  • FIG9 is a flow chart of a specific implementation of phase shift control provided by the present application.
  • FIG10 is a schematic diagram of another embodiment of a control loop of an on-board charger
  • FIG11a is a schematic diagram of driving signals of two conversion circuits in an embodiment of an on-board charger during a positive half cycle of a power grid;
  • FIG11 b is a schematic diagram of driving signals of two conversion circuits of an on-board charger in a negative half cycle of the power grid;
  • FIG12a is a schematic diagram of driving signals of two conversion circuits in another embodiment of the on-board charger during the positive half cycle of the power grid;
  • FIG12 b is a schematic diagram of driving signals of two conversion circuits in another embodiment of the on-board charger during the negative half cycle of the power grid;
  • 13a and 13b are schematic diagrams of the structure of a half-bridge cycloconversion circuit and a full-bridge cycloconversion circuit respectively;
  • FIG13c and FIG13d are schematic diagrams of the structure of a half-bridge rectifier circuit and a full-bridge rectifier circuit respectively;
  • FIG14 is a flow chart of another specific implementation of phase shift control provided by the present application.
  • FIG. 15 is a schematic structural diagram of another implementation of the on-board charger provided in an embodiment of the present application.
  • an embodiment of the present application provides a control method for the on-board charger.
  • the on-board charger includes a transformer 10, an AC/AC conversion circuit 30, and an AC/DC conversion circuit 40.
  • the transformer side of the AC/AC conversion circuit 30 is connected to the AC side of the AC/DC conversion circuit 40 through the transformer 10, and passive devices 20 are arranged on the primary side and/or the secondary side of the transformer 10.
  • Each passive device 20 includes at least an inductor.
  • the AC/AC conversion circuit 30 and the AC/DC conversion circuit 40 are both bridge-type controllable topologies.
  • FIG3 The process of the control method of the vehicle charger is shown in FIG3 , which specifically includes the following steps:
  • the reference peak value of the grid-side current is the reference value of the peak value of the grid-side current
  • the reference value of the battery-side voltage is equal to the charging voltage of the battery connected to the vehicle charger under constant-voltage trickle charging conditions; it should be noted that, under normal circumstances, the above-mentioned charging voltage will not be adjusted.
  • step S110 includes the following steps:
  • the reference value of the battery side current is less than or equal to the charging current of the battery connected to the vehicle charger under constant current charging conditions; in actual applications, the above charging current is determined according to the working state of the vehicle charger and user instructions, so the above charging current can be adjusted according to the working state of the vehicle charger and user instructions.
  • control loop corresponding to step S210 is as shown in 01 of FIG5 , which specifically includes: a first PI controller and a limiter, and the limiting value of the limiter is the charging current under the constant current charging condition; wherein, Vdc_ref is the reference value of the battery side voltage, Vdc is the sampling value of the battery side voltage, and Idc_ref is the reference value of the battery side current.
  • S220 Adjust the reference peak value of the grid-side current according to the deviation of the sampled value of the battery-side current relative to the reference value of the current-side current.
  • control loop corresponding to step S220 is shown in FIG. 5 as 02, which specifically includes: 2.
  • PI controller wherein, Idc is the sampling value of the battery side current, and Ig_ref is the reference peak value of the grid side current.
  • step S210 and step S220 it can be known from step S210 and step S220 that, in the initial stage of charging, the battery is more depleted and the terminal voltage of the battery is lower, so the sampling value of the battery side voltage is always much smaller than the reference value of the battery side voltage, so that the reference value of the adjusted battery side current is always equal to the charging current of the battery under the constant current charging condition, so that the battery is in the constant current charging condition; as the battery is gradually fully charged, the terminal voltage of the battery continues to rise and is slightly larger than the reference value of the battery side voltage, the adjusted reference value of the battery side current begins to be smaller than the charging current under the constant current charging condition, and gradually decreases, and finally the sampling value of the battery side voltage stabilizes at the reference value of the battery side voltage, so that the battery is in the constant voltage trickle charging condition.
  • S120 Convert the reference peak value of the grid-side current into an instantaneous reference value of the grid-side current according to the obtained phase of the instantaneous sampling value of the grid-side voltage of the vehicle charger.
  • the instantaneous reference value of the grid-side current is a reference value of the instantaneous value of the grid-side current.
  • control loop corresponding to step S120 is shown as 03 in Figure 5, which specifically includes: PLL (Phase Locked Loop) and parameter conversion link; wherein vg is the instantaneous sampling value of the grid-side voltage, ⁇ is the phase of the instantaneous sampling value of the grid-side voltage, sin ⁇ is the transfer function of the parameter conversion link, and ig_ref is the instantaneous reference value of the grid-side current.
  • PLL Phase Locked Loop
  • the phase shift control controls the power transmission of the on-board charger by adjusting the phase shift angle of the transformer-side output voltage of the AC/AC conversion circuit and the phase shift angle of the AC-side output voltage of the AC/DC conversion circuit, that is, by adjusting the phase difference between the two output voltages; and, in the above adjustment process, the power devices in the two conversion circuits can achieve soft switching; the following embodiments will explain the phase shift control in detail, which will not be repeated here.
  • control loop corresponding to step S130 is shown as 04 in FIG. 5 .
  • the specific control process of the control loop will be described in detail in the following embodiments and will not be repeated here.
  • the output voltage of the transformer side of the AC/AC conversion circuit is The fundamental component Characterizes the output voltage of the transformer side of the AC/AC conversion circuit, and the output voltage of the AC side of the AC/DC conversion circuit The fundamental component Characterizes the output voltage of the AC side of the AC/DC conversion circuit.
  • ⁇ /2 is the fundamental component
  • the phase shift angle is ⁇ , which is the phase shift angle of the output voltage on the transformer side of the AC/AC conversion circuit
  • ⁇ is the phase shift angle of the output voltage on the AC side of the AC/DC conversion circuit.
  • FIG6 is the equivalent total reactance of all passive components, specifically: It represents the current in the above-mentioned equivalent total reactance, that is, the current in the transformer.
  • the power transfer vector diagram shown in Figure 7 can be drawn. It can be seen from Figure 7 that as ⁇ and ⁇ change, the voltage across the above equivalent total reactance The modulus and argument of The modulus and angle of the vehicle will also change accordingly. Therefore, by adjusting ⁇ and ⁇ , the magnitude and direction of the current on the equivalent total reactance can be controlled, thereby controlling the direction and magnitude of the transmission power of the vehicle charger, that is, controlling the power transmission of the vehicle charger.
  • phase shift angle of the transformer-side output voltage of the AC/AC conversion circuit when the phase shift angle of the transformer-side output voltage of the AC/AC conversion circuit is positive, it indicates that the phase of the transformer-side output voltage of the AC/AC conversion circuit after phase shift is ahead of the phase when the phase shift angle is zero, and vice versa, it indicates that the phase of the transformer-side output voltage of the AC/AC conversion circuit after phase shift lags behind the phase when the phase shift angle is zero; when the phase shift angle of the AC-side output voltage of the AC/DC conversion circuit is negative, it indicates that the AC-side output voltage of the AC/DC conversion circuit after phase shift lags behind the phase when the phase shift angle is zero, and vice versa, it indicates that the AC-side output voltage of the AC/DC conversion circuit after phase shift is ahead of the phase when the phase shift angle is zero.
  • control loop corresponding to step S140 is shown as 05 in FIG. 5 , which specifically includes: a resonant PI controller; wherein ig is the instantaneous sampling value of the grid-side current.
  • the phase shift control can be corrected by correcting the phase shift angle of the transformer-side output voltage of the AC/AC conversion circuit, or by correcting the phase shift angle of the AC-side output voltage of the AC/DC conversion circuit, or by correcting the phase shift angle of the transformer-side output voltage of the AC/AC conversion circuit and the phase shift angle of the AC-side output voltage of the AC/DC conversion circuit at the same time.
  • phase shift angle of the transformer-side output voltage of the AC/AC conversion circuit or by correcting the phase shift angle of the AC-side output voltage of the AC/DC conversion circuit, or by correcting the phase shift angle of the transformer-side output voltage of the AC/AC conversion circuit and the phase shift angle of the AC-side output voltage of the AC/DC conversion circuit at the same time.
  • the vehicle charger is a single-stage isolated vehicle charger. device; and because when the on-board charger reaches a stable state, the instantaneous sampling value of the grid-side current is equal to the instantaneous reference value of the grid-side current, and the instantaneous reference value of the grid-side current is determined by the phase of the instantaneous sampling value of the grid-side voltage and the reference peak value of the grid-side current, the grid-side current and the grid-side voltage are in phase, that is, the on-board charger has a PFC function; in addition, since the two conversion circuits are phase-shifted and the phase-shifted control can enable the power devices in the two conversion circuits to achieve soft switching, and the single-stage isolated on-board charger reduces the number of devices through which the current flows, the efficiency of the on-board charger is improved; in summary, the control method can utilize the single-stage isolated on-
  • the on-board charger includes a transformer and a bridge-controllable AC/AC conversion circuit and an AC/DC conversion circuit, and the transformer side of the AC/AC conversion circuit is connected to the AC side of the AC/DC conversion circuit through the transformer, the power devices included in the on-board charger are reduced, thereby reducing the overall cost of the on-board charger; in addition, the power devices included in the on-board charger are reduced, so the corresponding control investment is also reduced, thereby reducing the control cost of the on-board charger; in addition, in the on-board charger, there is no need to set a bus electrolytic capacitor, so the overall cost of the on-board charger can be further reduced, and the overall volume of the on-board charger is also reduced and the service life of the on-board charger is extended.
  • FIG9 Another embodiment of the present application describes in detail the specific process of phase shift output control, and its process is shown in FIG9 , which specifically includes the following steps:
  • the switching frequency of the on-board charger is the operating frequency of the switching tubes of the two conversion circuits in the on-board charger.
  • control loop corresponding to step S310 is the calculation link 06 in Figure 10, where f is the switching frequency of the vehicle charger, Z is the equivalent total reactance, ⁇ is the phase shift angle of the output voltage on the transformer side of the AC/AC conversion circuit, and ⁇ is the phase shift angle of the output voltage on the AC side of the AC/DC conversion circuit.
  • the drive signals of Sp1 to Sp4 are as shown in FIG11a, FIG11b, FIG12a, and FIG12b; in the positive half cycle of the power grid, Sp1 and Sp3 operate at high frequency, and Sp2 and Sp4 are constantly turned on, as shown in FIG11a and FIG12a (both FIG11a and FIG12a are shown by taking the drive signals of the switch tubes Sp1 to Sp4 in the circuit shown in FIG13a as an example); in the negative half cycle of the power grid, Sp2 and Sp4 operate at high frequency, and Sp1 and Sp3 are constantly turned on, as shown in FIG11b and FIG12b (both FIG11b and FIG12b are shown by taking the drive signals of the switch tubes Sp1 to Sp4 in the circuit shown in FIG13a as an example).
  • the drive of the half-bridge topology can be expanded by using the same drive signal logic for the semiconductor devices on the opposite sides of the two bridge arms (i.e., the upper side of one bridge arm and the lower side of the other bridge arm).
  • the AC/DC conversion circuit is a half-bridge topology, for example, as shown in FIG13c, the driving signals of Ss1 and Ss3 are as shown in FIG12a or FIG12b (FIG12a and FIG12b are shown using the driving signals of the switch tubes Ss1 and Ss3 in the circuit shown in FIG13c as an example), and Ss1 and Ss3 are alternately turned on.
  • the driving signals of Ss1 to Ss4 are as shown in FIG11a or FIG11b ( FIG11a or FIG11b is shown using the driving signals of the switch tubes Ss1 to Ss4 in the circuit shown in FIG13d as an example), Ss1 and Ss4, and Ss2 and Ss3, are turned on alternately, Ss1 is turned on before Ss4, and Ss3 is turned on before Ss2.
  • control loop corresponding to step S330 is the PWM generator 07 in FIG10 , wherein Kpwm is the transfer function of the PWM generator.
  • step S310 This embodiment further describes the specific process of step S310 in detail, and the process is shown in FIG14 , which specifically includes the following steps:
  • the phase shift angle of the transformer-side output voltage of the AC/AC conversion circuit is within a value range that enables the power devices in the two conversion circuits to achieve soft switching.
  • S420 Determine the phase shift angle of the AC side output voltage of the AC/DC conversion circuit according to the phase shift angle of the transformer side output voltage of the AC/AC conversion circuit and the relationship between the two phase shift angles.
  • FIG2 Another embodiment of the present application provides a vehicle charger, the structure of which is shown in FIG2 , and specifically includes: a controller (the controller is not shown in FIG2 to simplify the view), a transformer 10, at least one passive device 20 (only two passive devices 20 are shown as an example in FIG2 ), and a bridge-type controllable AC/AC conversion circuit 30 and an AC/DC conversion circuit 40; the connection relationship of each device is as follows:
  • the transformer side of the AC/AC conversion circuit 30 is connected to the AC side of the AC/DC conversion circuit 40 through the transformer 10;
  • the grid side of the AC/AC conversion circuit 30 serves as the grid side of the on-board charger and is connected to the power supply, usually connected to the power grid;
  • the DC side of the AC/DC conversion circuit 40 serves as the battery side of the on-board charger and is connected to the charging interface of the vehicle.
  • Passive devices 20 are provided on the primary side and/or the secondary side of the transformer 10, and each passive device 20 includes at least an inductor; the AC/AC conversion circuit 30 and the AC/DC conversion circuit 40 are both controlled by a controller, and the controller is used to execute the control method of the vehicle charger provided in the above embodiment.
  • the bridge-controlled AC/AC conversion circuit 30 can be a half-bridge topology, such as the circuit shown in Figure 13a, or a full-bridge topology, such as the circuit shown in Figure 13b. No specific limitations are made here, and both are within the protection scope of the present application;
  • the bridge-controlled AC/DC conversion circuit 40 can be a half-bridge topology, such as the circuit shown in Figure 13c, or a full-bridge topology, such as the circuit shown in Figure 13d. No specific limitations are made here, and both are within the protection scope of the present application.
  • the bridge-type controllable AC/AC conversion circuit 30 is preferably a half-bridge cyclic conversion circuit or a full-bridge cyclic conversion circuit. In practical applications, including but not limited to this, no specific limitation is made here, and it can be determined according to the specific circumstances, all within the protection scope of this application.
  • the bridge-type controllable AC/DC conversion circuit 40 is preferably a half-bridge rectifier circuit or a full-bridge rectifier circuit. In practical applications, it includes but is not limited to this, and is not specifically limited here. It depends on the circumstances, all of which are within the protection scope of this application.
  • This embodiment provides an implementation of a passive device 20, which specifically includes: an inductor branch; wherein the inductor branch includes: at least one inductor, if the number of inductors is greater than 1, the inductors are connected in series, in parallel, or in series and parallel.
  • This embodiment provides another implementation of the passive device 20, whose structure is shown in Figure 2 ( Figure 2 only takes one capacitor and one inductor as examples to show each passive device 20).
  • it also includes: a capacitor branch; wherein the capacitor branch is connected in series or in parallel with the inductor branch; in addition, the capacitor branch includes: at least one capacitor, if the number of capacitors is greater than 1, then the capacitors are connected in series, in parallel, or in series and parallel.
  • the passive device 20 includes both an inductor and a capacitor, that is, when the on-board charger can resonate, it is preferred to set the switching frequency of the on-board charger to be greater than the resonant frequency of the resonant cavity in the on-board charger, so as to further realize the soft switching of each switch tube in the AC/AC conversion circuit 30 and the AC/DC conversion circuit 40.
  • This embodiment also provides another implementation of the vehicle charger, the specific structure of which is shown in FIG. 15 .
  • it also includes: two filters; one filter is arranged on the grid side of the AC/AC conversion circuit 30 , and the other filter is arranged on the DC side of the AC/DC conversion circuit 40 .

Landscapes

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

Abstract

一种车载充电器控制方法，其中AC/AC变换电路（30）的变压器侧通过变压器（10）与AC/DC变换电路（40）的交流侧相连，车载充电器为单级结构，由于在稳定时网侧电流的瞬时采样值等于其瞬时参考值，网侧电流的瞬时参考值由网侧电压的瞬时采样值的相位和网侧电流的参考峰值确定，车载充电器具备PFC功能，通过控制网侧电流间接控制电池侧充电功率，使车载充电器具备电池侧电压电流控制功能，对两个变换电路进行移相控制，使得两个变换电路中的功率器件实现软开关，单级结构使电流流经器件减少，效率提高，从而利用单级结构高效实现了两级式隔离型车载充电器的PFC和电池侧电压电流控制功能；还包括一种车载充电器。

Description

一种车载充电器及其控制方法
本申请要求于2022年11月16日提交中国专利局、申请号为202211460016.1、发明名称为“一种车载充电器及其控制方法”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及电力电子技术领域，特别是涉及一种车载充电器及其控制方法。
背景技术
目前，市场上普遍采用两级式隔离型车载充电器，也可称为两级结构，其具体结构可参见图1，在两级式隔离型中，包括：PFC(Power Factor Correction，功率因数校正)电路和隔离型DC/DC变换电路；其中，PFC电路负责对电网电流的功率因数进行校正以及维持直流母线Cbus的两极电压的稳定，隔离型DC/DC变换电路控制车载充电器的电池侧电压或电流，以完成电池的充电流程。
通常情况下，由于两级式隔离型车载充电器所需的功率器件较多，所以会使得车载充电器的整体成本增加；而为降低车载充电器的整体成本，可以采用单级式隔离型车载充电器，也可以称为单级结构。
因此，如何利用单级式隔离型车载充电器高效实现两级式隔离型车载充电器的PFC功能和电池侧电压电流控制功能，是亟待解决的技术问题。
发明内容
有鉴于此，本发明提供了一种车载充电器及其控制方法，以利用单级式隔离型车载充电器高效实现两级式隔离型车载充电器的PFC功能和电池侧电压电流控制功能。
为实现上述目的，本发明实施例提供如下技术方案：
本申请一方面提供一种车载充电器的控制方法，在所述车载充电器中，桥式可控的AC/AC变换电路的变压器侧通过变压器与桥式可控的AC/DC变换电路的交流侧相连；所述车载充电器的控制方法，包括：
根据所述电池侧电压的采样值相对于所述电池侧电压的参考值的偏差，调整所述车载充电器的网侧电流的参考峰值；
根据得到的所述车载充电器的网侧电压的瞬时采样值的相位，将所述网侧 电流的参考峰值转换为所述网侧电流的瞬时参考值；
根据所述网侧电流的瞬时参考值、所述网侧电压的瞬时采样值、所述电池侧电压的采样值，对两个变换电路进行移相控制；所述移相控制使得两个变换电路中的功率器件实现软开关；
根据所述网侧电流的瞬时采样值相对于所述网侧电流的瞬时参考值的偏差，对所述移相控制进行修正。
可选的，所述移相控制，包括：
根据所述网侧电流的瞬时参考值、所述网侧电压的瞬时采样值、所述电池侧电压的采样值，并结合所述车载充电器的开关频率以及所述车载充电器中全部无源器件的等效总电抗，确定所述AC/AC变换电路的变压器侧输出电压的移相角和所述AC/DC变换电路的交流侧输出电压的移相角；
根据两个移相角，分别生成两个变换电路的驱动信号；
根据各变换电路的驱动信号，驱动各变换电路进行功率变换。
可选的，确定所述AC/AC变换电路的变压器侧输出电压的移相角和所述AC/DC变换电路的交流侧输出电压的移相角，包括：
根据所述网侧电流的瞬时参考值、所述网侧电压的瞬时采样值、所述电池侧电压的采样值，并结合所述车载充电器的开关频率以及所述车载充电器中全部无源器件的等效总电抗，确定出所述AC/AC变换电路的变压器侧输出电压的移相角，以及，两个移相角之间的关系；所述AC/AC变换电路的变压器侧输出电压的移相角落在使两个变换电路中的功率器件实现软开关的取值范围内；
根据所述AC/AC变换电路的变压器侧输出电压的移相角和两个移相角之间的关系，确定所述AC/DC变换电路的交流侧输出电压的移相角。
可选的，根据所述网侧电流的瞬时采样值相对于所述网侧电流的瞬时参考值的偏差，对所述移相控制进行修正，包括：
对所述移相控制中的至少一个移相角进行修正。
可选的，所述电池侧电压的参考值等于与所述车载充电器相连的电池在恒压涓流充电工况下的充电电压。
可选的，根据所述电池侧电压的采样值相对于所述电池侧电压的参考值的偏差，调整所述车载充电器的网侧电流的参考峰值，包括：
根据所述电池侧电压的采样值相对于所述电池侧电压的参考值的偏差，对所述电池侧电流的参考值进行调整；
根据所述电池侧电流的采样值相对于所述电流侧电流的参考值的偏差，对所述网侧电流的参考峰值进行调整。
可选的，所述电池侧电流的参考值小于等于与所述车载充电器相连的电池在恒流充电工况下的充电电流。
可选的，所述电池在恒流充电工况下的充电电流是根据所述车载充电器的工作状态和用户指令确定的。
本申请另一方面提供一种车载充电器，，包括：控制器，变压器，至少一个无源器件，以及，桥式可控的AC/AC变换电路和AC/DC变换电路；其中：
所述AC/AC变换电路的变压器侧通过所述变压器与所述AC/DC变换电路的交流侧相连；所述AC/AC变换电路的网侧作为所述车载充电器的网侧，所述AC/DC变换电路的直流侧作为所述车载充电器的电池侧；
在所述变压器的原边和/或副边设置有所述无源器件，每个所述无源器件至少包括电感；
所述AC/AC变换电路、所述AC/DC变换电路均受控于所述控制器，所述控制器用于执行如本申请上一方面任一项所述的车载充电器的控制方法。
可选的，所述AC/AC变换电路为半桥拓扑或全桥拓扑；
所述AC/DC变换电路为半桥拓扑或全桥拓扑。
可选的，所述无源器件，包括：电感支路；所述电感支路，包括：至少一个电感；其中：
若所述电感的个数大于1，则各所述电感之间串联连接、并联连接或者串并联连接。
可选的，所述无源器件，还包括：电容支路，所述电容支路与所述电感支路串联连接或者并联连接；
所述电容支路，包括：至少一个电容；其中：
若所述电容的个数大于1，则各所述电容之间串联连接、并联连接或者串并联连接。
可选的，所述车载充电器的开关频率大于所述车载充电器中谐振腔的谐振 频率。
可选的，还包括：两个滤波器；其中：
一个所述滤波器设置于所述AC/AC变换电路的网侧，另一个所述滤波器设置于所述AC/DC变换电路的直流侧。
由上述技术方案可知，本发明提供了一种车载充电器的控制方法。在该车载充电器的控制方法中，由于AC/AC变换电路的变压器侧通过变压器与AC/DC变换电路的交流侧相连，所以车载充电器为单级式隔离型车载充电器；又由于在稳定时网侧电流的瞬时采样值等于其瞬时参考值，而网侧电流的瞬时参考值是由网侧电压的瞬时采样值的相位和网侧电流的参考峰值确定的，所以该车载充电器具备PFC功能；还由于通过控制网侧电流可以间接控制电池侧充电功率，所以该车载充电器具备电池侧电压电流控制功能；另外，由于对两个变换电路进行移相控制，而移相控制使得两个变换电路中的功率器件实现软开关，并且单级式隔离型车载充电器使得电流流经的器件数量减少，所以提高了车载充电器的效率；综上所述，该控制方法可以利用单级式隔离型车载充电器高效实现两级式隔离型车载充电器的PFC功能和电池侧电压电流控制功能。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据提供的附图获得其他的附图。
图1为现有技术中的两级式隔离型车载充电器的结构示意图；
图2为本申请实施例提供的车载充电器的一种实施方式的结构示意图；
图3和图4分别为本申请实施例提供的车载充电器的控制方法的两种实施方式的流程示意图；
图5为车载充电器的控制环路的一种实施方式的示意图；
图6为本申请实施例提供的车载充电器的基波等效电路；
图7为图6的功率传输向量图；
图8a和图8b依次为网侧电压的仿真试验结果示意图、网侧电流的仿真试验结果示意图；
图8c和图8d依次为电池侧电压的仿真试验结果示意图、电池侧电流的仿真试验结果示意图；
图9为本申请提供的移相控制的一种具体实施方式的流程示意图；
图10为车载充电器的控制环路的另一种实施方式的示意图；
图11a为在电网正半周时，车载充电器的一种实施方式中的两个变换电路的驱动信号的示意图；
图11b为在电网负半周时，车载充电器的一种实施方式的两个变换电路的驱动信号的示意图；
图12a为在电网正半周时，车载充电器的另一种实施方式中的两个变换电路的驱动信号的示意图；
图12b为在电网负半周时，车载充电器的另一种实施方式中的两个变换电路的驱动信号的示意图；
图13a和图13b依次为半桥周波变换电路的结构示意图、全桥周波变换电路的结构示意图；
图13c和图13d依次为半桥整流电路的结构示意图、全桥整流电路的结构示意图；
图14为本申请提供的移相控制的另一种具体实施方式的流程示意图；
图15为本申请实施例提供的车载充电器的另一种实施方式的结构示意图。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
在本申请中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的 情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。
为了在提高单级式隔离型车载充电器的效率的同时，使单级式隔离型车载充电器具备PFC功能，本申请实施例提供一种车载充电器的控制方法。
如图2所示，在该车载充电器中，包括变压器10以及AC/AC变换电路30和AC/DC变换电路40，AC/AC变换电路30的变压器侧通过变压器10与AC/DC变换电路40的交流侧相连，并且在变压器10的原边和/或副边设置有无源器件20，每个无源器件20至少包括电感；AC/AC变换电路30和AC/DC变换电路40均为桥式可控拓扑。
该车载充电器的控制方法的流程如图3所示，具体包括以下步骤：
S110、根据电池侧电压的采样值相对于电池侧电压的参考值的偏差，调整车载充电器的网侧电流的参考峰值。
其中，网侧电流的参考峰值即为网侧电流的峰值的参考值；电池侧电压的参考值等于与车载充电器相连的电池在恒压涓流充电工况下的充电电压；需要注意的是，通常情况下，不会对上述充电电压进行调整。
在实际应用中，如图4所示，步骤S110的具体实施方式包括以下步骤：
S210、根据电池侧电压的采样值相对于电池侧电压的参考值的偏差，对调整电池侧电流的参考值进行调整。
其中，电池侧电流的参考值小于等于与车载充电器相连的电池在恒流充电工况下的充电电流；在实际应用中，上述充电电流是根据车载充电器的工作状态和用户指令确定的，因此可以根据车载充电器的工作状态和用户指令调整上述充电电流。
在实际应用中，步骤S210所对应的控制环路如图5中的01，具体包括：第一PI控制器和限幅器，并且，限幅器的限幅值为恒流充电工况下的充电电流；其中，Vdc_ref为电池侧电压的参考值，Vdc为电池侧电压的采样值，Idc_ref为电池侧电流的参考值。
S220、根据电池侧电流的采样值相对于电流侧电流的参考值的偏差，对网侧电流的参考峰值进行调整。
在实际应用中，步骤S220所对应的控制环路如图5中的02，具体包括：第 二PI控制器；其中，Idc为电池侧电流的采样值，Ig_ref为网侧电流的参考峰值。
通过步骤S210和步骤S220可知，在充电初期，电池亏电较多，电池的端电压较低，因此电池侧电压的采样值一直远小于电池侧电压的参考值，从而调整后的电池侧电流的参考值一直等于电池在恒流充电工况下的充电电流，从而电池处于恒流充电工况；随着电池电量逐渐充满，电池的端电压持续抬升并略微大于电池侧电压的参考值，调整后的电池侧电流的参考值开始小于恒流充电工况下的充电电流，并逐渐下降，最终电池侧电压的采样值稳定于电池侧电压的参考值，从而电池处于恒压涓流充电工况。
S120、根据得到的车载充电器的网侧电压的瞬时采样值的相位，将网侧电流的参考峰值转换为网侧电流的瞬时参考值。
其中，网侧电流的瞬时参考值为网侧电流的瞬时值的参考值。
在实际应用中，步骤S120对应的控制环路如图5中的03，具体包括：PLL(Phase Locked Loop，锁相环)、参数转换环节；其中，vg为网侧电压的瞬时采样值，θ为网侧电压的瞬时采样值的相位，sinθ为参数转换环节的传递函数，ig_ref为网侧电流的瞬时参考值。
S130、根据网侧电流的瞬时参考值、网侧电压的瞬时采样值、电池侧电压的采样值，对两个变换电路进行移相控制。
其中，移相控制，通过对AC/AC变换电路的变压器侧输出电压的移相角和AC/DC变换电路的交流侧输出电压的移相角进行调整，即通过对两个输出电压之间的相位差进行调整，来控制车载充电器的功率传输；并且，在上述调整过程中，可以使得两个变换电路中的功率器件实现软开关；下面的实施例会对移相控制进行详细说明，此处不再赘述。
在实际应用中，步骤S130对应的控制环路如图5中的04，该控制环路的具体控制过程会在下面的实施例进行详细说明，此处不再赘述。
下面对如何通过两个上述相位差来控制车载充电器的功率传输进行详细说明：
通过对车载充电器进行基波等效分析，得到其等效电路，如图6所示；在图6中，以AC/AC变换电路变压器侧输出电压的基波分量表征AC/AC变换电路变压器侧输出电压，以AC/DC变换电路交流侧输出电压的基波分量 表征AC/DC变换电路交流侧输出电压，在实际应用中， 其中，β/2为基波分量的移相角，α为AC/AC变换电路的变压器侧输出电压的移相角，β为AC/DC变换电路的交流侧输出电压的移相角。
另外，在图6中，为全部无源器件的等效总电抗，具体为： 表示上述等效总电抗上的电流，即变压器上的电流。
根据上述等效电路，可画出图7所示的功率传输向量图，由图7可知，随着α和β的变化，上述等效总电抗两端的电压的模和辐角会随之变化，从而的模和辐角也会随之变化，因此通过调整α和β，可以控制等效总电抗上的电流的大小和方向，从而可以控制车载充电器的传输功率的方向和大小，即控制车载充电器的功率传输。
需要说明的是，规定AC/AC变换电路的变压器侧输出电压的移相角为正时，表明AC/AC变换电路的变压器侧输出电压，在移相后的相位超前于移相角为零的相位，反之表明AC/AC变换电路的变压器侧输出电压，在移相后的相位滞后于移相角为零的相位；AC/DC变换电路的交流侧输出电压的移相角为负时，表明AC/DC变换电路的交流侧输出电压，在移相后的相位滞后于移相角为零的相位，反之表明AC/DC变换电路的交流侧输出电压，在移相后的相位超前于移相角为零的相位。
S140、根据网侧电流的瞬时采样值相对于网侧电流的瞬时参考值的偏差，对移相控制进行修正。
在实际应用中，步骤S140对应的控制环路如图5中的05，具体包括：谐振PI控制器；其中，ig为网侧电流的瞬时采样值。
在实际应用中，对移相控制进行修正，可以是对AC/AC变换电路的变压器侧输出电压的移相角进行修正，也可以是对AC/DC变换电路的交流侧输出电压的移相角进行修正，还可以是对AC/AC变换电路的变压器侧输出电压的移相角和AC/DC变换电路的交流侧输出电压的移相角同时进行修正，此处不做具体限定，可视具体情况而定。
在该车载充电器的控制方法中，由于AC/AC变换电路的变压器侧通过变压器与AC/DC变换电路的交流侧相连，所以车载充电器为单级式隔离型车载充电 器；又由于在车载充电器达到稳定状态时，网侧电流的瞬时采样值等于网侧电流的瞬时参考值，而网侧电流的瞬时参考值是由网侧电压的瞬时采样值的相位和网侧电流的参考峰值确定的，因此网侧电流与网侧电压同相位，即该车载充电器具备PFC功能；另外，由于对两个变换电路进行移相控制，而移相控制可以使得两个变换电路中的功率器件实现软开关，并且单级式隔离型车载充电器使得电流流经的器件数量减少，所以提高了车载充电器的效率；综上所述，该控制方法可以利用单级式隔离型车载充电器高效实现两级式隔离型车载充电器的PFC功能和电池侧电压电流控制功能。
为验证本申请提供的车载充电器的控制方法的效用，利用该控制方法对车载充电器进行仿真试验，试验结果如图8a、图8b、图8c和图8d所示；由图8a和图8b可知，网侧电压和网侧电流反相，因此实现了网侧功率因数和电流控制；由图8c和图8d可知，该车载充电器可以按照预设的电池侧电压、电池侧电流完成对电池的充电功能。
需要注意的是，图8a和图8b中的仿真THD(Total Harmonic Distortion，总谐波失真)为2％。
值得说明的是，由于该车载充电器包括变压器以及桥式可控的AC/AC变换电路和AC/DC变换电路，并且AC/AC变换电路的变压器侧通过变压器与AC/DC变换电路的交流侧相连，所以该车载充电器中包括的功率器件减小，从而降低了车载充电器的整体成本；另外，该车载充电器中包括的功率器件减小，因此相应控制投入也减小，从而降低了车载充电器的控制成本；另外，在该车载充电器中，不需要设置母线电解电容，因此可以进一步降低了车载充电器的整体成本，并且还减小了车载充电器的整体体积以及延长了车载充电器的使用寿命。
本申请另一实施例对移相输出控制的具体过程进行详细说明，其流程如图9所示，具体包括以下步骤：
S310、根据网侧电流的瞬时参考值、网侧电压的瞬时采样值、电池侧电压的采样值，并结合车载充电器的开关频率以及车载充电器中全部无源器件的等效总电抗，确定AC/AC变换电路的变压器侧输出电压的移相角和AC/DC变换电 路的交流侧输出电压的移相角。
其中，车载充电器的开关频率即为车载充电器中两个变换电路的开关管的工作频率。
在实际应用中，步骤S310对应的控制环路如图10中的计算环节06，其中，f为车载充电器的开关频率，Z为等效总电抗，α为AC/AC变换电路变压器侧输出电压的移相角，β为AC/DC变换电路交流侧输出电压的移相角。
S320、根据两个移相角，分别生成两个变换电路的驱动信号，并根据各变换电路的驱动信号，驱动各变换电路进行功率变换。
若AC/AC变换电路为半桥拓扑，比如，图13a所示，其Sp1～Sp4的驱动信号如图11a、图11b、图12a、图12b所示；在电网的正半周期，Sp1与Sp3高频动作，Sp2与Sp4恒导通，如图11a和图12a(图11a和图12a均以图13a所示电路中的开关管Sp1至Sp4的驱动信号为例进行展示)所示；在电网的负半周期，Sp2与Sp4高频动作，Sp1与Sp3恒导通，如图11b和图12b(图11b和图12b均以图13a所示电路中的开关管Sp1至Sp4的驱动信号为例进行展示)所示。
若AC/AC变换电路为全桥拓扑，比如，图13b所示，则按照两桥臂的对侧半导体器件(即一个桥臂的上侧和另一个桥臂的下侧)采用相同驱动信号的逻辑将半桥拓扑的驱动进行拓展即可。
若AC/DC变换电路为半桥拓扑，比如，图13c所示，其Ss1、Ss3的驱动信号如图12a或图12b(图12a和图12b以图13c所示电路中的开关管Ss1和Ss3的驱动信号为例进行展示)所示，Ss1和Ss3交替导通。
若AC/DC变换电路为全桥拓扑，比如，图13d所示，其Ss1～Ss4的驱动信号如图11a或图11b(图11a或图11b以图13d所示电路中的开关管Ss1至Ss4的驱动信号为例进行展示)所示，Ss1以及Ss4，与Ss2以及Ss3，两组交替导通，Ss1比Ss4先导通，Ss3比Ss2先导通。
在实际应用中，步骤S330所对应的控制环路如图10中的PWM生成器07，其中，Kpwm为PWM生成器的传递函数。
本实施例还对步骤S310的具体过程进行详细说明，其流程如图14所示，具体包括以下步骤：
S410、根据网侧电流的瞬时参考值、网侧电压的瞬时采样值、电池侧电压 的采样值，并结合车载充电器的开关频率以及车载充电器中全部无源器件的等效总电抗，确定出AC/AC变换电路的变压器侧输出电压的移相角，以及，两个移相角之间的关系。
其中，AC/AC变换电路的变压器侧输出电压的移相角落在使两个变换电路中的功率器件实现软开关的取值范围内。
S420、根据AC/AC变换电路的变压器侧输出电压的移相角和两个移相角之间的关系，确定AC/DC变换电路的交流侧输出电压的移相角。
本申请另一实施例提供一种车载充电器，其具体而结构如图2所示，具体包括：控制器(为简化视图，在图2中未示出控制器)，变压器10，至少一个无源器件20(图2中仅以两个无源器件20为例进行展示)，以及，桥式可控的AC/AC变换电路30和AC/DC变换电路40；各器件的连接关系如下所述：
AC/AC变换电路30的变压器侧通过变压器10与AC/DC变换电路40的交流侧相连；AC/AC变换电路30的网侧作为车载充电器的网侧，与电源相连，通常情况下，与电网相连；AC/DC变换电路40的直流侧作为所述车载充电器的电池侧，与车辆的充电接口相连。
在变压器10的原边和/或副边设置有无源器件20，每个无源器件20至少包括电感；AC/AC变换电路30、AC/DC变换电路40均受控于控制器，控制器用于执行如上述实施例提供的车载充电器的控制方法。
可选的，桥式可控的AC/AC变换电路30可以为半桥拓扑，比如图13a所示电路，也可以为全桥拓扑，比如图13b所示电路，此处不做具体限定，均在本申请的保护范围内；桥式可控的AC/DC变换电路40可以为半桥拓扑，比如图13c所示电路，也可以为全桥拓扑，比如图13d所示电路；此处不做具体限定，均在本申请的保护范围内。
在实际应用中，优选桥式可控的AC/AC变换电路30为半桥周波变换电路或者全桥周波变换电路，在实际应用中，包括但不限于此，此处不做具体限定，可视具体情况而定，均在本申请的保护范围内。
在实际应用中，优选桥式可控的AC/DC变换电路40为半桥整流电路或者全桥整流电路，在实际应用中，包括但不限于此，此处不做具体限定，可视具体 情况而定，均在本申请的保护范围内。
本实施例提供无源器件20的一种实施方式，其具体包括：电感支路；其中，电感支路，包括：至少一个电感，若电感的个数大于1，则各电感之间串联连接、并联连接或者串并联连接。
本实施例提供无源器件20的另一种实施方式，其结构如图2(图2中仅以一个电容、一个电感为例对每个无源器件20进行展示)所示，在上述实施方式的基础上，还包括：电容支路；其中，电容支路与电感支路串联连接或者并联连接；另外，电容支路，包括：至少一个电容，若电容的个数大于1，则各电容之间串联连接、并联连接或者串并联连接。
在实际应用中，当无源器件20同时包括电感和电容时，即车载充电器可以发生谐振时，优先设定车载充电器的开关频率大于车载充电器中谐振腔的谐振频率，以便进一步实现AC/AC变换电路30和AC/DC变换电路40中各开关管的软开关。
本实施例还提供车载充电器的另一种实施方式，其具体结构如图15所示，在上述实施方式的基础上，还包括：两个滤波器；一个滤波器设置于AC/AC变换电路30的网侧，另一个滤波器设置于AC/DC变换电路40的直流侧。
对所公开的实施例的上述说明，本说明书中各实施例中记载的特征可以相互替换或者组合，使本领域专业技术人员能够实现或使用本申请。以上所述，仅是本发明的较佳实施例而已，并非对本发明作任何形式上的限制。虽然本发明已以较佳实施例揭露如上，然而并非用以限定本发明。任何熟悉本领域的技术人员，在不脱离本发明技术方案范围情况下，都可利用上述揭示的方法和技术内容对本发明技术方案做出许多可能的变动和修饰，或修改为等同变化的等效实施例。因此，凡是未脱离本发明技术方案的内容，依据本发明的技术实质对以上实施例所做的任何简单修改、等同变化及修饰，均仍属于本发明技术方案保护的范围内。

Claims (14)

  1. 一种车载充电器的控制方法，其特征在于，在所述车载充电器中，桥式可控的AC/AC变换电路的变压器侧通过变压器与桥式可控的AC/DC变换电路的交流侧相连；所述车载充电器的控制方法，包括：
    根据所述电池侧电压的采样值相对于所述电池侧电压的参考值的偏差，调整所述车载充电器的网侧电流的参考峰值；
    根据得到的所述车载充电器的网侧电压的瞬时采样值的相位，将所述网侧电流的参考峰值转换为所述网侧电流的瞬时参考值；
    根据所述网侧电流的瞬时参考值、所述网侧电压的瞬时采样值、所述电池侧电压的采样值，对两个变换电路进行移相控制；所述移相控制使得两个变换电路中的功率器件实现软开关；
    根据所述网侧电流的瞬时采样值相对于所述网侧电流的瞬时参考值的偏差，对所述移相控制进行修正。
  2. 根据权利要求1所述的车载充电器的控制方法，其特征在于，所述移相控制，包括：
    根据所述网侧电流的瞬时参考值、所述网侧电压的瞬时采样值、所述电池侧电压的采样值，并结合所述车载充电器的开关频率以及所述车载充电器中全部无源器件的等效总电抗，确定所述AC/AC变换电路的变压器侧输出电压的移相角和所述AC/DC变换电路的交流侧输出电压的移相角；
    根据两个移相角，分别生成两个变换电路的驱动信号；
    根据各变换电路的驱动信号，驱动各变换电路进行功率变换。
  3. 根据权利要求2所述的车载充电器的控制方法，其特征在于，确定所述AC/AC变换电路的变压器侧输出电压的移相角和所述AC/DC变换电路的交流侧输出电压的移相角，包括：
    根据所述网侧电流的瞬时参考值、所述网侧电压的瞬时采样值、所述电池侧电压的采样值，并结合所述车载充电器的开关频率以及所述车载充电器中全部无源器件的等效总电抗，确定出所述AC/AC变换电路的变压器侧输出电压的移相角，以及，两个移相角之间的关系；所述AC/AC变换电路的变压器侧 输出电压的移相角落在使两个变换电路中的功率器件实现软开关的取值范围内；
    根据所述AC/AC变换电路的变压器侧输出电压的移相角和两个移相角之间的关系，确定所述AC/DC变换电路的交流侧输出电压的移相角。
  4. 根据权利要求1所述的车载充电器的控制方法，其特征在于，根据所述网侧电流的瞬时采样值相对于所述网侧电流的瞬时参考值的偏差，对所述移相控制进行修正，包括：
    对所述移相控制中的至少一个移相角进行修正。
  5. 根据权利要求1至4任一项所述的车载充电器的控制方法，其特征在于，所述电池侧电压的参考值等于与所述车载充电器相连的电池在恒压涓流充电工况下的充电电压。
  6. 根据权利要求1至4任一项所述的车载充电器的控制方法，其特征在于，根据所述电池侧电压的采样值相对于所述电池侧电压的参考值的偏差，调整所述车载充电器的网侧电流的参考峰值，包括：
    根据所述电池侧电压的采样值相对于所述电池侧电压的参考值的偏差，对所述电池侧电流的参考值进行调整；
    根据所述电池侧电流的采样值相对于所述电流侧电流的参考值的偏差，对所述网侧电流的参考峰值进行调整。
  7. 根据权利要求6所述的车载充电器的控制方法，其特征在于，所述电池侧电流的参考值小于等于与所述车载充电器相连的电池在恒流充电工况下的充电电流。
  8. 根据权利要求7所述的车载充电器的控制方法，其特征在于，所述电池在恒流充电工况下的充电电流是根据所述车载充电器的工作状态和用户指令确定的。
  9. 一种车载充电器，其特征在于，包括：控制器，变压器，至少一个无源器件，以及，桥式可控的AC/AC变换电路和AC/DC变换电路；其中：
    所述AC/AC变换电路的变压器侧通过所述变压器与所述AC/DC变换电路的交流侧相连；所述AC/AC变换电路的网侧作为所述车载充电器的网侧，所述AC/DC变换电路的直流侧作为所述车载充电器的电池侧；
    在所述变压器的原边和/或副边设置有所述无源器件，每个所述无源器件至少包括电感；
    所述AC/AC变换电路、所述AC/DC变换电路均受控于所述控制器，所述控制器用于执行如权利要求1至8任一项所述的车载充电器的控制方法。
  10. 根据权利要求9所述的车载充电器，其特征在于，所述AC/AC变换电路为半桥拓扑或全桥拓扑；
    所述AC/DC变换电路为半桥拓扑或全桥拓扑。
  11. 根据权利要求9所述的车载充电器，其特征在于，所述无源器件，包括：电感支路；所述电感支路，包括：至少一个电感；其中：
    若所述电感的个数大于1，则各所述电感之间串联连接、并联连接或者串并联连接。
  12. 根据权利要求11所述的车载充电器，其特征在于，所述无源器件，还包括：电容支路，所述电容支路与所述电感支路串联连接或者并联连接；
    所述电容支路，包括：至少一个电容；其中：
    若所述电容的个数大于1，则各所述电容之间串联连接、并联连接或者串并联连接。
  13. 根据权利要求9至12任一项所述的车载充电器，其特征在于，所述车载充电器的开关频率大于所述车载充电器中谐振腔的谐振频率。
  14. 根据权利要求9至12任一项所述的车载充电器，其特征在于，还包括：两个滤波器；其中：
    一个所述滤波器设置于所述AC/AC变换电路的网侧，另一个所述滤波器设置于所述AC/DC变换电路的直流侧。
PCT/CN2023/095481 2022-11-16 2023-05-22 一种车载充电器及其控制方法 WO2024103665A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202211460016.1 2022-11-16
CN202211460016.1A CN115723600A (zh) 2022-11-16 2022-11-16 一种车载充电器及其控制方法

Publications (1)

Publication Number Publication Date
WO2024103665A1 true WO2024103665A1 (zh) 2024-05-23

Family

ID=85297106

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2023/095481 WO2024103665A1 (zh) 2022-11-16 2023-05-22 一种车载充电器及其控制方法

Country Status (2)

Country Link
CN (1) CN115723600A (zh)
WO (1) WO2024103665A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115723600A (zh) * 2022-11-16 2023-03-03 阳光电源股份有限公司 一种车载充电器及其控制方法

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4021721A (en) * 1974-07-15 1977-05-03 Hitachi, Ltd. AC-to-DC converter
WO1996009686A1 (en) * 1994-09-21 1996-03-28 The Research And Development Institute At Montana State University Pwm converters for three phase ac power control and ac to dc conversion, and special purpose devices using the same
CN103986344A (zh) * 2014-05-30 2014-08-13 山东大学 单位功率因数单级ac-dc变换器的控制系统及控制方法
CN104852557A (zh) * 2015-06-12 2015-08-19 扬州大学 应用于功率变换器的数模混合移相倍频调制方法
CN106972603A (zh) * 2017-05-11 2017-07-21 湖南大学 一种采用高频链矩阵变换器的v2g充电器及其控制方法
US20180269726A1 (en) * 2017-03-15 2018-09-20 Apple Inc. Inductive Power Transmitter
CN109951089A (zh) * 2019-03-26 2019-06-28 哈工大（张家口）工业技术研究院 单相准单级式ac-dc变换器的控制方法
CN109980761A (zh) * 2019-04-03 2019-07-05 湘潭大学 双向高频链ac-dc矩阵变换器及其控制方法
CN112072684A (zh) * 2020-09-11 2020-12-11 国网智能科技股份有限公司 一种电力电子变压器及控制方法、交直流混合微网充电系统
CN115723600A (zh) * 2022-11-16 2023-03-03 阳光电源股份有限公司 一种车载充电器及其控制方法

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4021721A (en) * 1974-07-15 1977-05-03 Hitachi, Ltd. AC-to-DC converter
WO1996009686A1 (en) * 1994-09-21 1996-03-28 The Research And Development Institute At Montana State University Pwm converters for three phase ac power control and ac to dc conversion, and special purpose devices using the same
CN103986344A (zh) * 2014-05-30 2014-08-13 山东大学 单位功率因数单级ac-dc变换器的控制系统及控制方法
CN104852557A (zh) * 2015-06-12 2015-08-19 扬州大学 应用于功率变换器的数模混合移相倍频调制方法
US20180269726A1 (en) * 2017-03-15 2018-09-20 Apple Inc. Inductive Power Transmitter
CN106972603A (zh) * 2017-05-11 2017-07-21 湖南大学 一种采用高频链矩阵变换器的v2g充电器及其控制方法
CN109951089A (zh) * 2019-03-26 2019-06-28 哈工大（张家口）工业技术研究院 单相准单级式ac-dc变换器的控制方法
CN109980761A (zh) * 2019-04-03 2019-07-05 湘潭大学 双向高频链ac-dc矩阵变换器及其控制方法
CN112072684A (zh) * 2020-09-11 2020-12-11 国网智能科技股份有限公司 一种电力电子变压器及控制方法、交直流混合微网充电系统
CN115723600A (zh) * 2022-11-16 2023-03-03 阳光电源股份有限公司 一种车载充电器及其控制方法

Also Published As

Publication number Publication date
CN115723600A (zh) 2023-03-03

Similar Documents

Publication Publication Date Title
CN109194113B (zh) 具备有源功率解耦功能的功率因数校正器及其控制方法
CN112234808B (zh) 单相逆变器的二倍频纹波抑制电路及抑制方法
CN110138253A (zh) 一种多谐振pr和pi联合控制的光伏并网逆变器控制方法
WO2024103665A1 (zh) 一种车载充电器及其控制方法
US10644587B2 (en) Chargers with voltage amplitude modulation
CN110943469B (zh) 一种单级式储能变流器及其控制方法
CN111697799B (zh) 一种无线充电系统及其逆变器的零电压开关控制方法
WO2023226317A1 (zh) 维也纳整流器的控制方法及系统
WO2023005489A1 (zh) 开关功率放大器及其控制方法、控制系统
CN111181420B (zh) 一种单相Vienna整流器及其控制方法
CN111478579A (zh) Emc滤波控制电路及方法
CN114448033A (zh) 一种无线双向充放电系统的控制方法及装置
CN111740510B (zh) 基于移相调节控制的无线充电方法及系统
WO2023131101A1 (zh) 双向直流变换器及系统
CN116961399A (zh) 基于输出反向的反激与降压单元的无桥降压型pfc变换器
CN115864855A (zh) 用于储能系统的宽电压范围clllc谐振变换器的控制方法
CN113890406A (zh) 一种无桥型单级隔离ac–dc变换器及其控制方法
CN208508596U (zh) 一种pfc-llc充电器
US11695322B2 (en) AC-side symmetrically-split single-phase inverter for decoupling
CN117713565B (zh) 基于时域迭代收敛算法的电解制氢系统电能质量提升系统
CN109302069B (zh) 一种电动汽车充电机及其提高电流稳定性的谐振电路
CN111293868B (zh) 一种固态变压器及其控制方法
WO2024045935A1 (zh) 充电机控制方法、装置、充电机及车辆
WO2024045936A1 (zh) 充电机控制方法、装置、充电机及车辆
CN116247833A (zh) 一种大功率led无线驱动与供能系统