US10498157B2 - Charging system without power factor correction circuit - Google Patents
Charging system without power factor correction circuit Download PDFInfo
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- US10498157B2 US10498157B2 US15/839,063 US201715839063A US10498157B2 US 10498157 B2 US10498157 B2 US 10498157B2 US 201715839063 A US201715839063 A US 201715839063A US 10498157 B2 US10498157 B2 US 10498157B2
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- 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
-
- H02J7/022—
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01G—CAPACITORS; CAPACITORS, RECTIFIERS, DETECTORS, SWITCHING DEVICES OR LIGHT-SENSITIVE DEVICES, OF THE ELECTROLYTIC TYPE
- H01G4/00—Fixed capacitors; Processes of their manufacture
- H01G4/33—Thin- or thick-film capacitors
-
- 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
- H02M1/00—Details of apparatus for conversion
- H02M1/42—Circuits or arrangements for compensating for or adjusting power factor in converters or inverters
- H02M1/4208—Arrangements for improving power factor of AC input
- H02M1/4233—Arrangements for improving power factor of AC input using a bridge converter comprising active switches
-
- 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
- H02M1/42—Circuits or arrangements for compensating for or adjusting power factor in converters or inverters
- H02M1/4208—Arrangements for improving power factor of AC input
- H02M1/4258—Arrangements for improving power factor of AC input using a single converter stage both for correction of AC input power factor and generation of a regulated and galvanically isolated DC output 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
- H02M3/00—Conversion of dc power input into dc power output
- H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
- H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
- H02M3/28—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
- H02M3/325—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal
- H02M3/335—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
-
- 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
- H02M7/06—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes without control electrode or semiconductor devices without control electrode
- H02M7/068—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes without control electrode or semiconductor devices without control electrode mounted on a transformer
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/91—Electric vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid 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
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—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 present disclosure relates generally to a charging system and, more particularly, to a charging system without a power factor correction circuit for improving a power factor and a current quality at a grid stage.
- eco-friendly vehicle electric vehicles, hybrid vehicles, and plug-in hybrid vehicles that utilize electric motors generating driving force using electric energy instead of engines generating driving force by burning conventional fossil fuels are being introduced.
- the eco-friendly vehicle technologies using such electric energy are used to drive the electric vehicle by charging the battery in the vehicle from a grid. Accordingly, an eco-friendly vehicle using electric energy is required to have an in-vehicle charging circuit for charging the battery with electric energy provided from the grid.
- the in-vehicle charging circuit is implemented using various topologies as a circuit that is necessary for charging the battery of an environmentally friendly vehicle.
- most in-vehicle charging circuits include a high frequency transformer and filter for insulation, a plurality of switching elements, and a control module.
- the charging circuit has a built-in power factor correction circuit (PFC) to ensure a quality and a power factor of a grid current, satisfies requirements of the grid. Accordingly, the charging circuit will increase the price and volume of environmentally friendly vehicles, which results economic burden of consumers.
- PFC power factor correction circuit
- various research and development activities have been required to reduce the volume, weight, and cost of the in-vehicle charging circuit provided in an environmentally friendly vehicle.
- the present disclosure provides a charging system without a power factor correction circuit.
- the charging system ensures improved performance while eliminating a power factor correction circuit provided in an in-vehicle charging circuit to improve quality and power factor of a grid current.
- a charging system without a power factor correction circuit may include a rectifying circuit configured to rectify a grid power, a converter configured to receive a voltage-current rectified by the rectifying circuit and convert the voltage-current into a charge voltage-current to be provided to a battery and a capacitor connected across a connection end of the rectifying circuit and the converter.
- the converter may include a first high frequency switching circuit configured to convert the voltage-current rectified by the rectifying circuit into a high frequency signal, a transformer having a secondary-side coil to which the high frequency signal converted by the first high frequency switching circuit is input and a primary-side coil electromagnetically coupled to the secondary-side coil to generate and output the high frequency signal applied to the secondary-side coil based on a winding ratio, and a second high frequency switching circuit configured to convert the high frequency signal derived by the primary-side coil into a low frequency to be provided to the battery.
- each of the first high frequency switching circuit and the second high frequency switching circuit may be a full-bridge circuit including a plurality of switching elements.
- the capacitor may be a film capacitor.
- An exemplary embodiment of the present disclosure may further include a controller configured to adjust switching duties of the first high frequency switching circuit and the second high frequency switching circuit.
- the controller may be configured to operate the first high frequency switching circuit so that a voltage of the secondary-side coil may be calculated from the following equation:
- V s denotes a voltage across the secondary-side coil
- V s ′ (n p /n s )*V s
- n p denotes the number of windings of the primary-side coil
- n s denotes the number of windings of the secondary-side coil
- V dc denotes a voltage across the capacitor
- E s denotes a peak value of a grid voltage
- E s ′ (n p /n s )*E s
- ⁇ f denotes an operating frequency [rad/s] of the first high frequency switching circuit
- ⁇ g denotes a frequency [rad/s] of the grid voltage).
- the controller may be configured to receive a charge power command value P s from a host controller and may derive I ss , I sc , I ps , and I pc by applying the charge power command value P s and a predefined power factor K pf of a high frequency component generated by the first high frequency switching circuit to following Equations:
- R p denotes a resistance component of the primary-side coil
- L m denotes mutual inductance components of the primary-side coil and the secondary-side coil
- R s denotes a winding resistance component of the secondary-side coil
- I s denotes a secondary-side coil current
- I ss denotes a peak value of a sine component in I s ′
- I sc denotes
- the controller may be configured to generate a charge current command value for charging the battery using the derived I ps and I pc , and adjust the switching duty of the second high frequency switching circuit to operate the voltage of the secondary-side coil of the transformer to allow a charge current corresponding to the charge current command value to be applied to the battery.
- the controller may be configured to maintain a carrier phase difference of the first high frequency switching circuit and the second high frequency switching circuit at the maximum, adjust the voltage of the primary-side coil of the transformer to have twice a grid frequency, and output a square wave by alternately multiplying 1 and ⁇ 1 for each switching frequency of the second high frequency switching circuit to generate a voltage command value of the primary-side coil of the transformer.
- FIG. 1 is an exemplary circuit diagram illustrating a charging system without a power factor correction circuit according to an exemplary embodiment of the present disclosure
- FIGS. 2 to 4 are exemplary circuit diagrams illustrating a charging system without power factor correction circuit according to an exemplary embodiment of the present disclosure
- FIGS. 5 and 6 are exemplary circuit diagrams showing modeling of a transformer in a charging system without a power factor correction circuit shown in FIG. 2 according to an exemplary embodiment of the present disclosure.
- FIGS. 7 and 8 are exemplary control block diagrams illustrating control operations of a charging system without a power factor correction circuit according to an exemplary embodiment of the present disclosure.
- vehicle or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum).
- a hybrid vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles.
- a layer is “on” another layer or substrate, the layer may be directly on another layer or substrate or a third layer may be disposed therebetween.
- controller/control unit refers to a hardware device that includes a memory and a processor.
- the memory is configured to store the modules and the processor is specifically configured to execute said modules to perform one or more processes which are described further below.
- the term “about” is understood as within a range of normal tolerance in the art, for example within 2 standard deviations of the mean. “About” can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise clear from the context, all numerical values provided herein are modified by the term “about.”
- FIG. 1 is an exemplary circuit diagram illustrating a charging system without a power factor correction circuit according to an exemplary embodiment of the present disclosure.
- the charging system without a power factor correction circuit 10 may include a rectifying circuit 11 configured to rectify a grid power supply 40 and a converter 20 configured to convert a power rectified by the rectifying circuit 11 into charging power and then providing the charging power to a battery 30 .
- a capacitor 12 having low capacity may be dispsoed in a grid-side input end of the converter 20 to allow the voltage rectified by the rectifying circuit 11 to be applied thereto.
- the rectifying circuit 11 may be implemented by a full-wave rectifying circuit including four diodes.
- the capacitor 12 having low capacity may be disposed at an output end of the rectifying circuit 11 to allow the output voltage of the rectifying circuit 11 to be applied thereto.
- the capacitor 12 may be prevented from being used for a smoothing circuit that maintains the output voltage of the rectifying circuit 11 constant, but may have a reduced capacity to remove high frequency noise due to high frequency switching in the converter 20 that will be described later. Therefore, the capacitor 12 does not include an electrolytic capacitor for realizing a high capacity, but instead may include a film capacitor.
- the converter 20 may include two high frequency switching circuits 21 , 23 and a transformer 22 disposed between two high frequency switching circuits 21 , 23 .
- the first high frequency switching circuit 21 may be configured to convert the rectified power into a high frequency signal and apply the converted signal to an input-side coil of the transformer 22 .
- the transformer 2 may be configured to output the high frequency signal applied to the input-side coil, to an output end coil magnetically coupled by forming a mutual inductance with the input-side coil.
- the second high frequency switching circuit 23 may be configured to convert the high frequency signal output to the output-side coil of the transformer 22 into a low frequency signal, and transfer the signal to the battery 30 .
- a grid power supply 40 may include an alternating current power (e.g., an AC power) supplied from an external source at a constant frequency, and the battery 30 may be an energy storage device configured to supply the power to drive an electric motor in environmentally friendly vehicle that includes an electric motor to generate a driving force to rotate the wheels.
- the controller 50 may be configured to receive a command value of the charging power input to the battery 30 and operate the high frequency switching circuits 21 and 23 to allow a charge voltage and a charge current capable of implementing the command value of the charging power to be provided to the battery 30 .
- FIGS. 2 to 4 are exemplary detailed circuit diagrams illustrating a charging system without a power factor correction circuit according to exemplary embodiments of the present disclosure, and particularly show various examples of the converter 20 .
- the primary side e.g., battery side
- the secondary side e.g., rectifying circuit side
- the high frequency switching circuits 23 and 21 respectively connected to the primary side and the secondary side of the transformer 22 may be each implemented as an active full-bridge circuit that may include four switching elements.
- the primary side (e.g., battery side) of the transformer 22 provided therein may be implemented as a three phase windings and the secondary side (e.g., rectifying circuit side) provided therein may be implemented as a single-phase winding that may be electromagnetically connected to each of three phase windings
- the high frequency switching circuit 23 connected to the primary side of the transformer 22 may be implemented as an active full-bridge circuit including a total of six switching elements each connected at an upper end and a lower end for each of three phase windings
- the high frequency switching circuit 21 connected to the secondary side of the transformer 22 may be implemented having a plurality of (e.g., a total of four switching elements) switching elements connected to both ends of the single phase winding of the secondary side.
- the converter 20 may include a structure including two active full-bridge circuits that may be referral to as a double active bridge (DAB).
- DAB double active bridge
- Various exemplary embodiments of the present disclosure may allow the power supplied from the grid power supply 40 to be supplied to the battery 30 by operating the switching elements including the double active bridge, and may ensure quality and power factor of a grid current.
- the double active bridge may be configured to operate the switching elements to perform control for improving a shape of the grid current, as well as operations of conventional power transmission.
- stator coil of the winding synchronous motor 22 ′ may be the primary winding of the transformer
- the field coil may be the secondary winding of the transformer.
- the charging system may be implemented by preparing the diode rectifying circuit 11 and the capacitor 12 to connect the grid power supply 40 and the bridge circuit to the field coil.
- a relay R capable of electrically insulating the battery 30 and the bridge circuit 21 connected to the field coil at the time of charging may be included.
- FIGS. 5 and 6 are exemplary circuit diagrams showing modeling of a transformer in a charging system without a power factor correction circuit according to an exemplary embodiment of the present disclosure.
- FIG. 5 is a diagram showing modeling of a primary-side (e.g., battery side) coil and a secondary-side (e.g., rectifying circuit side) coil of a transformer of a winding synchronous motor according to an exemplary embodiment of the present disclosure.
- FIG. 6 is an exemplary circuit diagram shown by converting parameters to a primary side (e.g., battery side) in consideration of a winding ratio of a primary-side (e.g., battery side) coil and a secondary-side (e.g., rectifying circuit side) coil of a transformer model shown in FIG. 5 .
- a voltage V dc at a connection end (e.g., dc terminal) of the high frequency switching circuit 21 connected to the secondary-side (e.g., rectifying circuit side) coil of the transformer 22 and the rectifying circuit 11 may be varied based on the grid voltage Vg. Therefore, when the grid voltage Vg has a value of zero or a value similar to zero, control of the output provided to the battery 30 by adjusting the voltage (V s or V s ′) across the secondary-side (rectifying circuit side) coil may be difficult.
- an exemplary embodiment of the present disclosure may enable an output the voltage V s or V s ′ across the secondary-side (e.g., rectifying circuit side) coil at the maximum, and may operate a battery power by controlling the voltage V p across the primary-side (e.g., battery side) coil in accordance with the voltage V s or V s ′ across the secondary-side (e.g., rectifying circuit side) coil.
- the voltage across the secondary-side (e.g., rectifying circuit side) coil may be expressed by following Equation 1.
- E s is the peak value of the grid voltage
- ⁇ f is the operating frequency [rad/s] of the high frequency switching circuit
- ⁇ g is the frequency [rad/s] of the grid voltage.
- the current flowing in the secondary-side (e.g., rectifying circuit side) coil, the voltage of the primary-side (e.g., battery side) coil, and the current flowing in the primary-side coil may be expressed by sine and cosine components.
- I′ s I ss sin( ⁇ f t )+ I sc cos( ⁇ f t )
- V p E ps sin( ⁇ f t )+ E pc cos( ⁇ f t )
- I p I ps sin( ⁇ f t )+ I pc cos( ⁇ f t ) Equation 2
- I ss is a peak value of sine component in I s ′.
- I sc is a peak value of cosine component in I s ′.
- E ps is a peak value of sine component in V p .
- E pc is a peak value of cosine component in V p .
- I ps is a peak value of sine component in I p .
- I pc is a peak value of cosine component in I p .
- the voltage of the primary-side (e.g., battery side) coil and the voltage of the secondary-side (e.g., rectifying circuit side) coil may satisfy the following Equation 3.
- V p R p I p +p ( L lp I p +L m ( I p +I′ s ))
- V′ s R′ s I′ s +p ( L′ ls I′ s +L m ( I p +I′ s )) Equation 3
- Equation 2 When the voltage of the secondary-side (e.g., rectifying circuit side) coil is determined in accordance with the above Equation 1, the parameters of the Equation 2 for obtaining the desired output P s may be set as following Equation 4 from the Equation 3.
- k pf denotes a power factor of the high frequency component generated by the high frequency switching circuits 21 and 23 , and may be independent of the power factor of the grid so that it may be efficiently set based on a copper loss of the transformer 22 .
- k pf may be the power factor (e.g., phase difference) of the high frequency voltage generated by the high frequency switching circuit, and may be determined by calculating a value of k pf to cause V p *I p (e.g., charge power) to be maximized for V p and V s ′ in the Equation 4. This may be determined by obtaining an optimal solution through experimental repetition.
- the charging system without a power factor correction circuit according to the exemplary embodiment of the present disclosure may be connected to the grid 40 having a single phase, when the power factor of the grid current is close to one, the power having twice the grid frequency may be input. Additionally, with the charging system without a power factor correction circuit according to the exemplary embodiment of the present disclosure, when the capacity of the capacitor 12 connected to the secondary side is minimized, the power input to the secondary-side (e.g., rectifying circuit side) coil may be identical to the power P s provided input to the primary-side (e.g., battery side) coil without a change.
- the secondary-side (e.g., rectifying circuit side) coil may be identical to the power P s provided input to the primary-side (e.g., battery side) coil without a change.
- the input power may be adjusted by adjusting the power P s , and a shape of the grid current may be determined by changing the power P s to have twice the grid frequency. In other words, a power factor and harmonics of the grid may be eliminated.
- a control block diagram for calculating the current command and the voltage command based on the Equation 4 is shown in FIG. 7 .
- the remaining parameters including k pf may be preset, and a charge power command value P s * may be a command value input from a host controller.
- the command value may be input to the controller 50 to allow a voltage command value V p * to be determined for the high frequency switching circuit 23 to generate the current I p calculated by the Equation 4.
- the control operation as described above may be performed in the controller 50 .
- the controller 50 may be input with the charge power command value P s * from the host controller to generate I ss , I sc , I ps , and I pc by inputting the charge power command value P s * and various parameters in the Equation 4.
- the controller 50 may be configured to determine the charge voltage command value V p * to allow actual charge current to follow the charge current command value I p * through a PR control.
- the controller 50 may be configured to adjust a switching duty of the high frequency switching circuit 23 to allow the voltage of the primary-side (e.g., battery side) coil of the transformer 22 to be the charge voltage command value V p *.
- controller 50 may be configured to generate the voltage command value V s * of the secondary-side (e.g., grid side) coil of the transformer 22 using the Equation 1, and may be configured to adjustthe switching duty of the high frequency switching circuit 23 to allow the voltage of the secondary-side (e.g., grid side) coil to be the command value V s *.
- FIG. 8 is an exemplary control block diagram illustrating another control operation of the charging system without a power factor correction circuit according to the exemplary embodiment of the present disclosure.
- a high frequency sinusoidal wave may be used when the high frequency is less than approximately 10 times the switching frequency of the high frequency switching circuit.
- a square wave may be injected to apply a higher frequency, and the frequency may be increased up to the maximum switching frequency.
- This method is often used in a DAB system, and all of the values used for power computation take into consideration only the fundamental wave component of a square wave, but there may be many errors for power computation considering only fundamental wave since square wave includes many components of higher frequencies in a case of the square wave.
- a magnitude of the power may be adjusted by varying a magnitude of the voltage or a phase of a pulse width modulation (PWM) carriers of both sides and may be expressed as following Equation 5.
- PWM pulse width modulation
- L lt denotes a sum of leakage inductances of the primary side and the secondary side of the transformer.
- F s denotes a switching frequency
- d denotes a delay ratio of the PWM carriers of both sides.
- d may be a value obtained by dividing a carrier phase difference of both sides by 2 ⁇ , and may be adjusted at about ⁇ 0.25 ⁇ d ⁇ 0.25.
- a maximum voltage may be output as in the control method of FIG. 7 in the secondary side, and a magnitude of the voltage may be adjusted to obtain the desired power in the primary side.
- the desired power may be obtained by adjusting d as described above, it is intended that an exemplary embodiment of the present disclosure uses a method of changing he primary-side voltage V p in a state that maintains a value of d at the maximum.
- the primary-side voltage may be adjusted to have twice the grid frequency.
- each of the switching frequencies may be alternately multiplied by 1 and ⁇ 1 to output a desired square wave. Since the output power may have an error different from a sine wave, a proportional integral (PI) controller may be applied to output the desired power.
- PI proportional integral
- the secondary-side voltage varies in accordance with a magnitude of a voltage across the capacitor 12 to output the maximum voltage.
- an exemplary embodiment of the present disclosure may be implemented as a charging system having a simple structure compared to the conventional charging system. Accordingly, a power factor and a distortion factor that are necessary for the grid by operating the high frequency transformer system may be applied. Therefore, according to the present disclosure, since the charging system may be directly connected to the single phase grid without an additional filter and a capacitor of minimal capacity may be used as a capacitor to form the DC voltage, advantages in a view of cost, size, weight, and reliability of the overall system may be attained when compared with the existing system.
Abstract
Description
I′ s =I ss sin(ωf t)+I sc cos(ωf t)
V p =E ps sin(ωf t)+E pc cos(ωf t)
I p =I ps sin(ωf t)+I pc cos(ωf t) Equation 2
V p =R p I p +p(L lp I p +L m(I p +I′ s))
V′ s =R′ s I′ s +p(L′ ls I′ s +L m(I p +I′ s)) Equation 3
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