CN106026318B - 使用具有高频变压器隔离的车载功率电子设备转移能量的设备及其制造方法 - Google Patents
使用具有高频变压器隔离的车载功率电子设备转移能量的设备及其制造方法 Download PDFInfo
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Abstract
公开了一种车辆,其包括:能量存储装置,耦合于DC总线;逆变器,耦合于所述DC总线;机电装置,耦合于所述逆变器;充电***,耦合于所述DC总线以及所述机电装置;以及控制器。所述充电***包括:插座,配置为与外部电压源配合;以及隔离DC/DC转换器,耦合到所述插座以及所述机电装置的至少一个绕组。所述控制器配置成使所述充电***:向所述隔离DC/DC转换器提供来自外部电压源的充电电压;操作所述隔离DC/DC转换器以降低或升高来自所述外部电压源的所述充电电压;以及通过所述机电装置以及所述逆变器向所述DC总线提供降低的充电电压或升高的充电电压以对所述能量存储装置进行充电。
Description
技术领域
本发明大体上涉及包括混合动力和电动车辆的电力驱动***并且涉及承担瞬态或脉冲负载的静止传动装置,并且更加具体地涉及在车辆或驱动装置的电存储装置和车辆的外部电源之间转移能量。
背景技术
混合电动车辆可组合内燃机和由例如牵引用蓄电池等能量存储装置供电的电动马达以推进车辆。这样的组合可通过使燃烧发动机和电动马达能够各自在相应增加的效率范围中操作而增加整体燃料效率。例如电动马达可在从原地启动加速时是高效的,而燃烧发动机可在例如公路驾驶等恒定发动机操作的持续时期期间是高效的。具有电动马达以促进初始加速允许混合动力车辆中的燃烧发动机更小并且更节省燃料。
纯电动车辆使用存储的电能来向电动马达供电,电动马达推进车辆并且还可操作辅助驱动装置。纯电动车辆可使用存储的电能的一个或多个来源。例如,存储的电能的第一来源可用于提供更持久的能量而存储的电能的第二来源可用于提供更高功率的能量用于例如加速。
无论是混合电动类型或纯电动类型的***式电动车辆配置成使用来自外部来源的电能对牵引用蓄电池再充电。这样的车辆可包括道路用和非道路用车辆、高尔夫车、短距离电动车辆、叉车和公用载重汽车作为示例。这些车辆可使用车外固定蓄电池充电器或车载蓄电池充电器以从公用电网或可再生能源向车辆的车载牵引用蓄电池转移电能。***式车辆可包括电路和连接以便于牵引用蓄电池从例如公用电网或其他外部来源再充电。然而,蓄电池充电电路可包括例如升压转换器(boost converter)、高频滤波器、斩波器(chopper)、电感器和仅专用于在车载电存储装置和外部来源之间转移能量的其他电力部件(其包括电连接器和接触器)等专用部件。这些附加的专用部件增加车辆的额外成本和重量。
因此提供一种设备便于电能从外部来源转移到***式车辆的车载电存储装置,这将是可取的,该车载电存储装置减少仅专用于在车载电存储装置和外部来源之间转移能量的部件的数目。提供***式车辆的车载电存储装置和其他部件与外部来源的隔离,这也将是可取的。
发明内容
根据本发明的一个方面,功率电子驱动电路包括dc总线和耦合于该dc总线的第一能量存储装置,该第一能量存储装置配置成输出dc电压。第一双向dc-ac电压逆变器耦合于该第一能量存储装置和该dc总线,并且第一机电装置耦合于该第一双向dc-ac电压逆变器。经由充电总线耦合于该dc总线的充电***包括:插座,其配置成与耦合于该功率电子驱动电路的外部的电压源的连接器相配合;和隔离变压器,其配置成使该充电总线与该插座电隔离。该功率电子驱动电路还包括配置成使该充电***基于从该功率电子驱动电路的外部的电压源接收的电压向该dc总线供应充电电压的控制器。
根据本发明的另一个方面,制造功率电子驱动电路的方法包括:将第一dc能量存储装置耦合于dc总线;将第一双向dc-ac电压逆变器耦合于该dc总线;和将第一机电装置耦合于该第一双向dc-ac电压逆变器,该第一机电装置配置成将机械能转换成电能并且配置成将电能转换成机械能。该方法还包括将充电电路经由充电总线耦合于该dc总线,该充电***包括配置成与外部电压源连接器相配合的插座和配置成使该充电总线与该插座电隔离的变压器。该方法还包括配置控制器以使该充电***基于从外部电压源接收的电压向该dc总线供应充电电压。
根据本发明的再另一个方面,一种***包括机器和耦合于该机器的电压逆变器。该机器配置成将机械能转换成电能并且配置成将电能转换成机械能。该电压逆变器配置成将ac电能转换成dc电能并且将dc电能转换成ac电能。该***还包括耦合于该电压逆变器的dc总线、耦合于该dc总线的第一能量存储装置和充电***。该充电***包括插座、耦合于该插座的全波整流器、耦合于该全波整流器的dc-dc转换器和耦合于该dc-dc转换器和该dc总线的充电总线。该插座配置成与耦合于功率电子驱动电路的外部的电压源的插头相配合。该全波整流器配置成整流从电压源接收的电压。该dc-dc转换器包括配置成使该充电总线与该全波整流器电隔离的隔离变压器。该***还包括配置成使该dc-dc转换器将从该全波整流器接收的第一dc电压转换成第二dc电压并且将该第二dc电压供应给该充电总线的控制器。
各种其他特征和优势将从下列详细说明和附图变得明显。
附图说明
附图图示目前预想用于实施本发明的一个或多个实施例的实施例。
在附图中:
图1是根据本发明的实施例的牵引***的示意图。
图2是根据本发明的实施例的另一个牵引***的示意图。
图3是根据本发明的实施例的另一个牵引***的示意图。
图4是根据本发明的实施例的另一个牵引***的示意图。
图5是根据本发明的实施例的另一个牵引***的示意图。
图6是根据本发明的实施例的另一个牵引***的示意图。
具体实施方式
图1是根据本发明的实施例能在例如***式电动或***式混合动力车辆或静止电力驱动***等车辆中使用的牵引***10的示意图。牵引***10包括第一能量存储装置12。在一个实施例中,第一能量存储装置12是低电压能量存储装置并且可以是蓄电池、燃料电池、超电容器或类似物。牵引***10包括配置成将一个dc电压转换成另一个dc电压的第一、第二和第三双向dc-dc电压转换器14、16、18。第一能量存储装置12耦合于双向dc-dc电压转换器14-18。每个双向dc-dc电压转换器14-18包括耦合于一对开关22、24和耦合于一对二极管26、28的电感器20。每个开关22、24耦合于相应的二极管26、28并且每个开关/二极管对形成相应的半相模块30、32。开关22、24为了说明性目的示为绝缘栅双极晶体管(IGBT)。然而,本发明的实施例不限于IGBT。可以使用任何适当的电子开关,例如,金属氧化物半导体场效应管(MOSFET)、双极结晶体管(BJT)和金属氧化物半导体控制晶闸管(MCT)。半导体电子开关制作可包括硅、碳化硅或其他半导体材料技术。
牵引***10包括经由相应的成对线路36耦合于开关22、24的控制器34。多个接触器38、40、42形成在牵引***10的操作和/或内充电模式期间以及在外充电模式期间由控制器34控制的耦合组件。在该操作模式期间,控制器34配置成使接触器38-42切换到或保持闭合位置。在该操作模式期间通过对开关22和24的适当的控制,控制器34配置成控制双向dc-dc电压转换器14-18以使第一能量存储装置12的电压升高到更高的电压并且向耦合于双向dc-dc电压转换器14-18的dc总线52的多个导体44、46、48、50供应更高的电压。在该内充电模式期间,控制器34还配置成使接触器38-42切换到或保持闭合位置并且控制双向dc-dc电压转换器14-18的开关22和24以降低来自dc总线52的电压用于供应该降低的电压给第一能量存储装置12用于对第一能量存储装置12充电。
牵引***10包括耦合于dc总线52的双向dc-ac电压逆变器54。双向dc-ac电压逆变器54包括配对以形成三相68、70和72的六个半相模块56、58、60、62、64和66。每相68、70、72耦合于dc总线52的导体48和50。机电装置或机器74耦合于双向dc-ac电压逆变器54。在一个实施例中,机电装置74示为机械耦合于车辆(未示出)的一个或多个驱动轮或轴76的三相牵引马达。备选的机电装置配置(未示出)包括除了三个以外的多个相。机电装置74包括多个绕组78、80和82,其具有耦合于双向dc-ac电压逆变器54的相应的相68、70、72的多个导体84。绕组78-82还具有多个耦合在一起以形成公共节点88的导体86。备选的机电装置74配置(未示出)包括采用“三角”配置耦合而没有公共节点的多个绕组。
控制器34经由相应的线路36耦合于半相模块56-66。控制器34通过半相模块56-66的适当控制配置成控制双向dc-ac电压逆变器54将dc总线52上的dc电压或电流转换成用于通过导体84供应给绕组78-82的ac电压或电流。因此,来自第一能量存储装置12的dc电压或电流可通过双向dc-dc电压转换器14-18升高到更高的dc电压或电流,其然后被转换成ac电压或电流并且传递给马达74到驱动轮76。在其他非车辆推进***中,驱动轮76可是脉冲负载(未示出),其包括泵、风扇、卷扬机、起重机或其他马达驱动负载。在再生制动模式中,机电装置74可作为发电机操作以制动轮76并且供应ac电压或电流给双向dc-ac电压逆变器54用于逆变成dc电压或电流到dc总线52上。之后,该dc电压或电流可通过双向dc-dc电压转换器14-18降低或转换成适合于对第一能量存储装置12再充电的另一个dc电压或电流。
牵引***10还包括耦合于dc总线52以提供另外的功率以驱动轮76的第二能量存储装置90。第二能量存储装置90可配置成提供比第一能量存储装置12更高的功率以在例如车辆的加速期间提供功率。第一能量存储装置12可配置成提供比第二能量存储装置90更高的能量以向车辆提供持续更久的功率以增加其的行进距离。经由第二能量存储装置90供应给dc总线52的能量还可经由双向dc-ac电压逆变器54逆变并且供应给马达机电装置74。相似地,在再生制动模式期间产生的能量还可用于经由双向dc-ac电压逆变器54对第二能量存储装置90再充电。
当包含牵引***10的车辆停放或不在使用中时,将车辆的插头***例如公用电网或可再生能源以使能量存储装置12、90恢复或再充电可以是可取的。因此,图1示出包括耦合于牵引***10的充电电路或***92的本发明的实施例,该充电电路或***92用于对能量存储装置12、90再充电使得牵引***10的部件可用于再充电能量存储装置12、90和将来自能量存储装置12、90的能量转换成能用于推进车辆的能量的双重目的。
充电***92包括具有一对导体96、98的充电总线94。如在图1中示出的,导体96耦合于dc总线52的导体50,并且导体98耦合于dc总线52的导体44。充电***92具有耦合于充电总线94的隔离dc-dc转换器100,该充电***92包括全波整流器102和在该实施例中作为串联谐振逆变器操作的逆变器104。逆变器104配置成将dc电压转换成ac电压并且传递该ac电压到整流器102用于整流成要供应给充电总线94用于对第一和/或第二能量存储装置12、90充电的另一个dc电压。
逆变器104包括一对耦合于谐振电容器110和变压器112的开关或晶体管106、108。根据本发明的实施例,晶体管106、108是场效应晶体管,并且变压器112是小的高频变压器。经由相应的线路116耦合于晶体管106、108的控制器114配置成采用串联谐振模式独立控制晶体管106、108使得谐振电容器110和变压器112的变压器漏感(LR)大致上处于开环中的谐振或略高于该谐振而操作。起到谐振电感器的作用的该变压器漏感在图中未示出。尽管牵引***10在图1中示为具有两个控制器34、114,预想多于或少于两个控制器可配置成进行控制器操作。
因为谐振电感(LR)由变压器12提供,避免了另外的部件。同样,因为不需要低值的漏感,变压器112的一次和二次绕组之间的间隔可以相对大,这导致低的绕组间电容(其进而导致良好的EMI性能)。该大的间隔还实现dc-dc转换器100的输入侧和输出侧之间优秀的高压隔离。另外,变压器112的匝数比可以设计或选择使得由此基于输进dc-dc转换器100的电压特性而产生最佳电压。在一个实施例中,变压器112的磁化电感设计成在任何负载提供软开关。
如此控制晶体管106、108允许低的开关损耗和简单的恒定频率控制。晶体管106、108可都基于谐振电容器110和变压器112的特性的适当匹配例如以100KHz的频率操作。通过在谐振或恰好高于谐振运行,由高频开关或晶体管106、108承载的高频电流是正弦的,并且开关发生在零电流附近。如此,开关损耗接近零。另外,变压器112的磁化电感可以设计成产生恰好足够的磁化电流来允许晶体管106、108的零电压开关(ZVS),其将独立于负载电流。因此,实现允许高频操作(例如,典型地100至300kHz)的有效开关。
充电***92包括耦合于dc-dc转换器100和耦合于插座120的全波整流器118,该插座120具有配置成与具有外部电源132的触点128、130的插头或连接器126相配合的触点122、124。在一个实施例中,预想外部电源132是ac源并且可使用一、两或三相外部电源132并且外部电源132可提供例如120Vac或240Vac电力。在设计为从三相ac外部电源132操作的配置中,整流器118可修改成包括对于三相整流器的第三相的两个另外的二极管(未示出)。根据本发明的另一个实施例,预想外部电源132是dc源。将dc源132通过整流器118耦合于充电总线94有助于确保如果dc源132以反极性耦合于整流器118,则转移到充电总线94的充电电压具有正确的极性。插座120可与外部ac电压源或外部dc电压源一起使用。具有配置成与任一类型的外部电压源紧密匹配的单个插座120有助于减少对于***的成本。
ac电力***的功率因数定义为实际功率与视在功率的比率并且可表达为在0和1之间的数或在0和100之间的百分比。实际功率是电路用于在特定时间做功的能力。视在功率是电路的均方根电流和均方根电压的产物。由于存储在负载中并且返回到源的能量或由于使从源抽取的电流的波形变形的非线性负载,该视在功率可以大于该实际功率。具有较小的功率因数的电路对于相同的均方根电压和电流做的功比具有较高的功率因数的电路少。因此,为了做相同量的功,更高的电压或电流输进具有较低功率因数的电路。
开关式电源可配置成控制由负载抽取的功率的量以增加能量转移功率因数。在一些应用中,开关式电源,例如包括降压/升压转换器的开关式电源,控制输入到其的电流使得电流波形与输入到其的电压波形成比例。例如,该降压/升压转换器可将电流波形整形成与电压波形的正弦波同相的正弦波。该升压转换器可以控制成维持恒定的dc总线输出线路电压同时抽取与该输出线路电压同相并且与其频率相同的电流。
当包含牵引***10的车辆或设备停放或不在使用中时,将车辆的插头***例如公用电网或可再生能源以使能量存储装置12、90恢复或再充电可是可取的。因此,牵引***10在外部充电模式期间操作将现在描述。
当外部电源132通过触点122、124、128、130连接到充电***92时,控制器114如上文描述的配置成控制dc-dc转换器100以提供充电电压给充电总线94,其将该充电电压转移到dc总线52。
在仅降压充电模式中,控制器34配置成控制接触器38-42切换到或保持断开位置以将双向dc-dc电压转换器16从dc总线52的导体46去耦合并且将双向dc-dc电压转换器16、18从直接耦合于第一能量存储装置12去耦合。另外,第二能量存储装置90从充电电压去耦合。控制器34还配置成采用降压模式控制双向dc-dc电压转换器16以将由充电总线94供应的dc充电电压转换成更低的第二充电电压。为了降低充电电压,控制器34控制开关22使得,连同转换器16的电感器20和二极管28,第二充电电压供应给双向dc-dc电压转换器18。转换器18的二极管26供应该第二充电电压给双向dc-dc电压转换器14,其通过转换器14的电感器20和开关22(其被控制成导通态)供应该第二充电电压给第一能量存储装置12。
在升压/降压充电模式中,控制器34配置成控制接触器38-40切换到或保持断开位置。控制器34还配置成控制开关22成导通态使得转换器16将充电电压转移到转换器18而没有主动降压控制。控制器34配置成采用升压模式控制转换器18以将由充电总线94供应的dc充电电压转换成更高的第二充电电压。为了升高充电电压,控制器34控制开关22使得,连同转换器18的二极管28,该第二充电电压供应给双向dc-dc电压转换器14。在一个实施例中,控制器34可控制接触器42成闭合态使得该第二充电电压还供应给第二能量存储装置90用于对其充电。控制器34配置成采用降压模式控制双向dc-dc电压转换器14以将由转换器18供应的升高的dc充电电压转换成更低的第三充电电压。为了降低充电电压,控制器34控制开关22使得,连同转换器14的电感器20和二极管28,该第三充电电压供应给第一能量存储装置12。
利用接触器38断开并且接触器42闭合,双向电力转换器16和18可以结合使用以产生降压或升压以对能量存储装置90充电。当电压总线94低于电压总线52时,通过导通双向转换器16的晶体管22并且采用开关模式操作双向转换器18的晶体管24和二极管26以将电压升高到总线52的水平来对能量存储装置90充电而实现电压升高。如果电压总线94超过电压总线52,相同的转换器可以采用降压模式通过采用降压模式操作双向转换器16的晶体管22和二极管28并且持续传导电流通过双向转换器18的二极管26到总线52从而对能量存储装置90充电来操作。如此,无论电压总线94高于或低于电压总线52,能量存储装置90可以被充电。注意降压和升压模式在输入ac电压波(典型地,50或60Hz)的半周期期间可以快速交替。具有以恒定频率操作的dc-dc转换器100,它的输出电压总线94将以双线频(典型地,100或120Hz)脉冲化。当总线94电压是低的(在输入ac电压132的过零点附近)时,转换器采用升压模式并且在ac电压132的ac输入波的最大值附近起作用,如果该电压超过总线52的电压,转换器可以采用降压模式起作用。利用由控制器34适当的控制,输入电流值可以成为与输入电压波成比例从而获得高的功率因数。利用该类型的双向转换器16和18的控制,dc-dc转换器100的输出处的平均负载看起来与电阻相似并且这也反映为作为等效电阻的ac输入源。从而,实现具有低谐波电流的高功率因数。可以用下面的实施例(除了将在下文论述的图3中的实施例外)实现该类型的行为。
本发明的另一个实施例包括大体上在图2中图示的牵引***134,其中连同在图1中示出的实施例论述的相似的部件已经用相似的标号指定。
如在图2中示出的,充电总线94的导体98直接耦合于双向dc-dc电压转换器18的电感器20而不是dc总线52的导体44。另外,接触器38被去除并且接触器40耦合在转换器14、16和转换器18之间。
在仅降压充电模式中,控制器34配置成控制接触器40-42切换到或保持断开位置以将双向dc-dc电压转换器18从直接耦合于第一能量存储装置12和转换器14、16去耦合。另外,第二能量存储装置90从充电电压去耦合。经由转换器18的二极管26,由充电总线94供应的充电电压供应给dc总线52。控制器34配置成采用降压模式控制转换器14、16中的任一个或两个以将dc总线52上的dc充电电压转换成更低的第二充电电压。为了降低充电电压,控制器34控制开关22使得,连同转换器14、16中的任一个或两个的电感器20和二极管28,该第二充电电压供应给第一能量存储装置12。
在升压-降压充电模式中,控制器34配置成控制接触器40切换到或保持断开位置。控制器34还配置成采用升压模式控制转换器18将由充电总线94供应的dc充电电压转换成更高的第二充电电压。为了升高充电电压,控制器34控制开关24使得,连同转换器18的二极管26,该第二充电电压供应给双向dc-dc电压转换器14、16。在一个实施例中,控制器34可控制接触器42成闭合态使得该第二充电电压还供应给第二能量存储装置90用于对其充电。控制器34配置成采用降压模式控制双向dc-dc电压转换器14、16中的任一个或两个将由转换器18供应的升高的dc充电电压转换成更低的第三充电电压。为了降低充电电压,控制器34控制开关22使得,连同转换器14、16中的任一个或两个的电感器20和二极管28,该第三充电电压供应给第一能量存储装置12。
本发明的另一个实施例包括大体上在图3中图示的牵引***136,其中连同在图1和2中示出的实施例论述的相似的部件已经用相似的标号指定。
在一个实施例中,逆变器104采用并联谐振模式或采用串并联谐振模式操作以抽取正弦公用电网电流(utility current)。如此的操作逆变器104包括使用接收的电流反馈并且将控制晶体管106、108的频率在附近移动来控制输入电流波形形状的逆变器104的主动控制。然而,预想如上文描述的采用串联谐振模式控制逆变器104也是可用的。
如在图3中示出的,充电总线94的导体98直接耦合于双向dc-dc电压转换器16的二极管26、28,并且充电总线94的导体96直接耦合于双向dc-dc电压转换器18的二极管26、28而不是dc总线52的导体44。如此,不需要在图1和2中图示的整流器102,并且从充电***92输出的ac电压的整流经由转换器16、18的二极管26、28而整流。
在经由充电电路或***92的升压-降压充电模式中,控制器114配置成闭合一对耦合于充电总线94的导体96、98的接触器138、140并且断开接触器40使得不能控制的dc电流不从双向dc-dc电压转换器16和18的电感器20直接流到能量存储装置12。控制器114还配置成控制逆变器104以逆变并且升高来自整流器118的电压并且供应该升高的电压给转换器16、18的二极管26、28用于整流成升高的dc电压用于向dc总线52供电。第二能量存储装置90经由该升高的dc电压再充电。控制器34配置成采用降压模式的双向dc-dc电压转换器14以将供应给dc总线52的升高的dc充电电压转换成更低的充电电压。为了降低该充电电压,控制器34控制开关22使得,连同转换器14的电感器20和二极管28,该充电电压供应给第一能量存储装置12。
当例如在再生制动模式期间采用非外部充电模式操作时,如果转换器16、18不同地操作,则控制器114配置成断开接触器138、140中的一个或两个。当***采用非外部充电模式操作时,断开接触器138、140中的一个或两个有助于防止变压器112中的潜在电流流动。本领域内技术人员还将认识到当采用非外部充电或监测模式操作(例如,当监测或推进车辆时)时如果转换器16和18一起切换,则将不需要接触器138、140,因为变压器112的二次绕组两端将没有电压。
本发明的另一个实施例包括大体上在图4中图示的牵引***142,其中连同在图1-3中示出的实施例论述的相似的部件已经用相似的标号指定。
牵引***142包括耦合于第二机电装置146(其包括多个绕组148、150和152)的第二双向dc-ac电压逆变器144。第二双向dc-ac电压逆变器144包括配对以形成三相116、168和170的六个半相模块154、156、158、160、162和164。每相166、168和170耦合于dc总线52的导体44和50。
在本发明的实施例中,机电装置74是耦合于轮76的牵引马达,并且机电装置146是机械耦合于内燃机172的交流发电机(alternator)。控制器34通过相应的线路36耦合于半相模块154-164。控制器34经由半相模块154-164的适当控制配置成控制起动逆变器144以将dc总线52上的dc电压或电流转换成ac电压或电流用于供应给交流发电机146的绕组148-152以产生转矩来起动内燃机172。备选地,内燃机172可施加转矩于交流发电机146以供应ac电压或电流给起动逆变器144用于逆变成dc电压或电流到dc总线52上。之后,该dc电压或电流对第二能量存储装置90再充电并且/或通过双向dc-dc电压转换器14降低或转换成适合于对第一能量存储装置12再充电的另一个dc电压。
如在图4中示出的,充电***92耦合于交流发电机146。因此,在升压/降压充电模式中,控制器34配置成控制例如相166的半相模块154、156来升高流进交流发电机146的绕组148的充电电压或电流。该升高的充电电压供应给dc总线52并且用于直接对第二能量存储装置90(如果存在)再充电以及经由由控制器34对双向dc-dc电压转换器14降压控制来对第一能量存储装置12再充电。如果第二能量存储装置90不存在,包含在逆变器144内的dc链路滤波电容器(未示出)提供对dc总线52的平滑功能,并且第一能量存储装置12的再充电可以经由由控制器34对双向dc-dc电压转换器14降压控制来充电。因此,对于其中dc总线52上的dc电压水平高于整流器118输出的峰值电压的配置可实现高的功率因数。控制器34还可配置成另外控制相168的半相模块158、160和/或相170的半相模块162、164以在充电期间采用交错模式操作作为两或三相升压电路的起动逆变器144以减少纹波。此外,在充电期间一、两或三相操作可最大化部分负载充电效率。
此外,当双向dc-dc电压转换器16、18不在图4中图示时,要理解牵引***142可包括转换器16、18并且除转换器14之外转换器16和/或18可操作以采用交错模式提供两或三相降压电路。
图5示出根据本发明的另一个实施例的牵引***174的示意图,其中连同在图1-4中示出的实施例论述的相似的部件已经用相似的标号指定。牵引***174包括第一和第二双向dc-ac电压逆变器55、144和与图4的牵引***142相似的机电装置74、146。然而,在图5中示出的双向dc-ac电压逆变器144横跨第二dc总线52并联耦合于第一能量存储装置12而不是横跨如在图4中示出的dc总线52并联耦合于双向dc-ac电压逆变器54。因此,来自外部电源132的充电电压通过双向dc-ac电压逆变器144经由控制器34的适当的控制而升高。该升高的充电电压经由双向dc-dc电压转换器14的升压控制直接对第一能量存储装置12再充电和对第二能量存储装置90(如果存在)再充电。控制器34还可配置成另外控制相168的半相模块158、160和/或相170的半相模块162、164以在充电期间采用交错模式操作作为两或三相升压电路的起动逆变器144以减少纹波。此外,在充电期间一、两或三相操作可最大化部分负载充电效率。控制器34还可配置成另外控制相166的半相模块154、156、相168的半相模块158、160和相170的半相模块162、164以操作作为ac-dc转换器的起动逆变器144以提供控制的充电电压给能量存储装置12并且使用来自驱动交流发电机146的内燃机172的功率来提供功率以操作由dc-ac逆变器54和电机74组成的牵引驱动***。
本发明的另一个实施例包括大体上在图6中图示的牵引***178,其中连同在图1-5中示出的实施例论述的相似的部件已经用相似的标号指定。
与图4的牵引***142相似,牵引***178具有耦合于机电装置的充电总线94的导体98。然而,在图6中示出的牵引***178的导体98直接耦合于牵引马达74的节点88而不是交流发电机146。在升压-降压充电模式中,控制器34配置成控制例如相68的半相模块56、58来升高充电电压并且从而升高流进马达74的绕组78的电流。该升高的充电电压供应给dc总线52并且用于直接对第二能量存储装置12再充电和经由控制器34对双向dc-dc电压转换器14的降压控制对第一能量存储装置90(如果存在)再充电。
本发明的实施例从而使用车载转换器、dc-dc转换器和关联的电感器、逆变器、牵引控制***的机器电感或其的组合以对该牵引控制***的一个或多个能量存储装置再充电。如此,转换器、逆变器、dc-dc转换器关联的电感器和机器电感可用于监测能量存储装置和对能量存储装载再充电的双重目的。使用逆变器、dc-dc转换器关联的电感器和机器电感允许能量存储装置的高的功率因数、低谐波充电。另外,在具有隔离变压器的充电***中使用dc-dc转换器允许车载转换器、逆变器和机器电感与干线隔离。因此,提高接地故障防护等。同样,馈送给转换器、逆变器、dc-dc转换器关联的电感器和机器电感的充电电压可设计成在最佳水平。
根据本发明的一个实施例,功率电子驱动电路包括dc总线和耦合于该dc总线的第一能量存储装置,该第一能量存储装置配置成输出dc电压。第一双向dc-ac电压逆变器耦合于该第一能量存储装置和该dc总线,并且第一机电装置耦合于该第一双向dc-ac电压逆变器。经由充电总线耦合于该dc总线的充电***包括:插座,其配置成与耦合于该功率电子驱动电路的外部的电压源的连接器相配合;和隔离变压器,其配置成使该充电总线与该插座电隔离。该功率电子驱动电路还包括配置成使该充电***基于从该功率电子驱动电路的外部的电压源接收的电压向该dc总线供应充电电压的控制器。
根据本发明的另一个实施例,制造功率电子驱动电路的方法包括:将第一dc能量存储装置耦合于dc总线;将第一双向dc-ac电压逆变器耦合于该dc总线;和将第一机电装置耦合于该第一双向dc-ac电压逆变器,该第一机电装置配置成将机械能转换成电能并且配置成将电能转换成机械能。该方法还包括将充电电路经由充电总线耦合于该dc总线,该充电***包括配置成与外部电压源连接器相配合的插座和配置成使该充电总线与该插座电隔离的变压器。该方法还包括配置控制器以使该充电***基于从外部电压源接收的电压向该dc总线供应充电电压。
根据本发明的再另一个实施例,一种***包括机器和耦合于该机器的电压逆变器。该机器配置成将机械能转换成电能并且配置成将电能转换成机械能。该电压逆变器配置成将ac电能转换成dc电能并且将dc电能转换成ac电能。该***还包括耦合于该电压逆变器的dc总线、耦合于该dc总线的第一能量存储装置和充电***。该充电***包括插座、耦合于该插座的全波整流器、耦合于该全波整流器的dc-dc转换器和耦合于该dc-dc转换器和该dc总线的充电总线。该插座配置成与耦合于功率电子驱动电路的外部的电压源的插头相配合。该全波整流器配置成整流从电压源接收的电压。该dc-dc转换器包括配置成使该充电总线与该全波整流器电隔离的隔离变压器。该***还包括配置成使该dc-dc转换器将从该全波整流器接收的第一dc电压转换成第二dc电压并且将该第二dc电压供应给该充电总线的控制器。
尽管本发明仅连同有限数量的实施例详细描述,应该容易理解本发明不限于这样公开的实施例。相反,本发明可以修改以包含此前未描述的许多变化、改动、替代或等同设置,但其与本发明的精神和范围相当。另外,尽管描述了本发明的各种实施例,要理解本发明的方面可仅包括描述的实施例中的一些。因此,本发明不视为由前面的描述限制,而仅由附上的权利要求的范围限制。
Claims (9)
1.一种车辆(142,174,178),包括:
能量存储装置(12,90),耦合于DC总线(52,176);
逆变器(54,144),耦合于所述DC总线(52,176);
机电装置(74,146),耦合于所述逆变器(54,144);
充电***(92),分别直接耦合于所述DC总线(52,176)以及所述机电装置,所述充电***包括:
插座,配置为与外部电压源配合;和
隔离DC/DC转换器,耦合到所述插座以及所述机电装置的至少一个绕组;以及
控制器,配置成使所述充电***(92):
向所述隔离DC/DC转换器提供来自外部电压源的充电电压;
操作所述隔离DC/DC转换器以降低或升高来自所述外部电压源的所述充电电压;以及
通过所述机电装置以及所述逆变器向所述DC总线提供降低的充电电压或升高的充电电压以对所述能量存储装置进行充电。
2.如权利要求1所述的车辆(142,174,178),还包括:耦合于所述能量存储装置的降压/升压转换器。
3.如权利要求2所述的车辆(142,174,178),其中,所述控制器进一步配置成操作所述降压/升压转换器以进一步对所述降低的充电电压或升高的充电电压进行升压或降压以对所述能量存储装置(12,90)充电。
4.如权利要求1所述的车辆(142,174,178),其中,所述机电装置(74,146)是牵引马达(74)。
5.如权利要求1所述的车辆(142,174,178),其中,所述机电装置(74,146)是交流发电机(146)。
6.如权利要求5所述的车辆(142,174,178),其中,所述交流发电机(146)耦合于内燃机(172)。
7.如权利要求1所述的车辆(142,174,178),其中,所述充电***(92)包括配置成与耦合于所述车辆(142,174,178)的外部的电压源(132)的连接器(126)相配合的插座(120)。
8.如权利要求7所述的车辆(142,174,178),其中,所述充电***(92)进一步包括隔离逆变器(104)。
9.如权利要求8所述的车辆(142,174,178),其中,所述电压源(132)是AC电压源。
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EP2450222A2 (en) | 2012-05-09 |
BRPI1104833A2 (pt) | 2013-07-16 |
EP2450222B1 (en) | 2019-10-02 |
JP2012105524A (ja) | 2012-05-31 |
CN102457089A (zh) | 2012-05-16 |
BRPI1104833B1 (pt) | 2020-06-02 |
EP2450222A3 (en) | 2017-07-26 |
US20160197503A1 (en) | 2016-07-07 |
CN106026318A (zh) | 2016-10-12 |
CN102457089B (zh) | 2016-06-15 |
US20120112702A1 (en) | 2012-05-10 |
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US9290097B2 (en) | 2016-03-22 |
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