US10243388B2 - Charging system using wound rotor synchronous motor - Google Patents
Charging system using wound rotor synchronous motor Download PDFInfo
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- US10243388B2 US10243388B2 US15/382,262 US201615382262A US10243388B2 US 10243388 B2 US10243388 B2 US 10243388B2 US 201615382262 A US201615382262 A US 201615382262A US 10243388 B2 US10243388 B2 US 10243388B2
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- H02J7/022—
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/32—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from a charging set comprising a non-electric prime mover rotating at constant speed
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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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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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
- B60L53/24—Using the vehicle's propulsion converter for charging
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- B60L11/1811—
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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
- 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
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/18—Arrangements for adjusting, eliminating or compensating reactive power in networks
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0068—Battery or charger load switching, e.g. concurrent charging and load supply
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/16—Regulation of the charging current or voltage by variation of field
- H02J7/24—Regulation of the charging current or voltage by variation of field using discharge tubes or semiconductor devices
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- H02J7/242—
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K1/00—Details of the magnetic circuit
- H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
- H02K1/12—Stationary parts of the magnetic circuit
- H02K1/14—Stator cores with salient poles
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K1/00—Details of the magnetic circuit
- H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
- H02K1/22—Rotating parts of the magnetic circuit
- H02K1/24—Rotor cores with salient poles ; Variable reluctance rotors
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K19/00—Synchronous motors or generators
- H02K19/02—Synchronous motors
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K19/00—Synchronous motors or generators
- H02K19/02—Synchronous motors
- H02K19/10—Synchronous motors for multi-phase current
- H02K19/12—Synchronous motors for multi-phase current characterised by the arrangement of exciting windings, e.g. for self-excitation, compounding or pole-changing
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
- H02P23/14—Estimation or adaptation of motor parameters, e.g. rotor time constant, flux, speed, current or voltage
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/32—Arrangements for controlling wound field motors, e.g. motors with exciter coils
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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
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/10—Electrical machine types
- B60L2220/14—Synchronous machines
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/547—Voltage
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2101/00—Special adaptation of control arrangements for generators
- H02P2101/45—Special adaptation of control arrangements for generators for motor vehicles, e.g. car alternators
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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
- Y02T10/64—Electric machine technologies in electromobility
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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
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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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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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
- 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 is made keeping in mind the problems occurring in the related art, and the present disclosure describes a charging system using a wound rotor synchronous motor, capable of increasing a battery charging capacity while reducing the volume, weight, and/or cost of a vehicle increased due to an on-vehicle charging circuit.
- a charging system using a wound rotor synchronous motor comprises an inverter configured to convert a direct current (DC) output of a battery into a plurality of alternating current (AC) signals having different phases, a wound rotor synchronous motor comprising a plurality of stator coils connected to receive the AC signals having different phases respectively, and a field coil configured to form a mutual inductance with the stator coils, the field coil being installed in a rotor to form a magnetic flux using a direct current output of the battery and being connected to a grid when the battery is being charged, a charging circuit connected in parallel between a connection end of the battery and the inverter and a connection end of the field coil of the wound rotor synchronous motor and the grid, and a controller configured to allow the battery and the field coil to be selectively insulated from each other in a charge mode in which electricity from the grid is applied to the field coil of the wound rotor synchronous motor.
- DC direct current
- AC alternating current
- the controller can allow the battery and the field coil to be insulated from each other so as to prevent charging current from being supplied to the battery through the field coil, and allow charging current to be supplied to the battery through the charging circuit.
- the controller can allow the battery to be electrically connected to the field coil.
- the controller can derive a charging power command value for charging the battery with reference to a voltage of the battery, derive an input power command value (P* in ) based on an error between supply power actually supplied to the battery and the power command value, and calculate a sine component (I*d ss ) and a cosine component (I* dsc ) of a d-axis current command value in the stator coils using the following equations:
- the controller can derive a d-axis current command value in the stator coils, based on the sine and cosine components of the d-axis current command value in the stator coils and a phase angle of the electricity provided by the grid, derive a d-axis voltage command value and a q-axis voltage command value in the stator coils, based on the d-axis current command value and a q-axis current command value having a value of zero (i.e., “0”) in the stator coils, derive a three-phase voltage command value (V* abcs ) by converting the d-axis voltage command value and the q-axis voltage command value into a three-phase voltage, and control an on/off duty cycle of a switching element of the inverter in order to output the three-phase voltage command value (V* abcs ).
- the charging system can further include a rectifier circuit unit for rectifying electricity from the grid, and a switching circuit unit for converting an output of the rectifier circuit unit into an alternating current having a predetermined frequency so as to provide the alternating current to the field coil.
- the electricity from the grid can be directly applied to both ends of the field coil.
- the charging system can further include a power factor correction circuit unit for correcting a power factor of the electricity from the grid, and a switching circuit unit for converting a current input to the power factor correction circuit unit into an AC signal having a predetermined frequency so as to provide the AC signal output by the power factor correction circuit unit to the field coil.
- a charging system using a wound rotor synchronous motor comprises an inverter configured to selectively operate so as to output a plurality of alternating current (AC) signals having different phases by converting a direct current output of a battery or so as to provide a direct current output to the battery by converting a plurality of AC signals input to the inverter, a wound rotor synchronous motor comprising a plurality of stator coils connected to receive the AC signals having different phases from the inverter, and a field coil installed in a rotor so as to form a mutual inductance with the stator coils, a switch unit configured to selectively and electrically connect the battery to the field coil or to disconnect the battery from the field coil, a charging circuit connected in parallel between a connection end of the battery and the inverter and a connection end of the field coil of the wound rotor synchronous motor and a grid, and a controller configured to control a connection or disconnection state of the switch unit in a charge mode in which electricity from the
- the controller can prevent the charging power from being supplied to the battery through the field coil, and allow the charging power to be supplied to the battery through the charging circuit.
- the controller can control the inverter so as to transfer electricity the field coil receives from the grid to the stator coils, thereby charging the battery.
- the controller can control charging power supplied to the battery through the field coil and the stator coils and charging power supplied to the battery through the charging circuit.
- the switching circuit inverter circuit
- the switch unit in a charge mode for charging the battery, the switch unit (relay) is controlled to be in a disconnection state, so that the battery connected to the stator coil through the field coil can be charged with electricity from the grid. Therefore, by eliminating the need for a separate on-vehicle charging circuit, it is possible to charge the vehicle battery in the plug-in hybrid vehicle using the wound rotor synchronous motor in a less expensive manner and with a simpler configuration.
- FIG. 2 and FIG. 3 are circuit diagrams illustrating a charging system using a wound rotor synchronous motor according to various example embodiments.
- FIG. 4 and FIG. 5 are circuit diagrams obtained by modeling a wound rotor synchronous motor, applied to the example embodiments, as a d-q model.
- FIG. 6 is a circuit diagram symbolized for explaining the control operation of the charging system using a wound rotor synchronous motor according to the example embodiments.
- FIG. 9 is a circuit diagram illustrating a charging system using a wound rotor synchronous motor according to a further example embodiment, and particularly illustrating a structure in which the typical charger circuits according to the example embodiment of FIG. 1 are connected in parallel.
- the charging system using a wound rotor synchronous motor can include a battery 10 , an inverter 20 , a wound rotor synchronous motor 30 , a switch unit 40 , and a controller 50 .
- the battery 10 is an energy storage device for supplying electric current to a motor for driving thereof in an eco-friendly vehicle, such as an electric vehicle or a plug-in hybrid vehicle, including the motor which generates driving force for rotating wheels.
- the battery 10 applied to the eco-friendly vehicle is discharged when the motor is driven, and is charged with electric current supplied from an external grid.
- the inverter 20 is a bidirectional inverter which is selectively operated so as to output a plurality of AC (alternating current) signals having different phases by converting the electric current output by the battery 10 or so as to output direct current electricity to the battery 10 by converting a plurality of AC signals.
- the wound rotor synchronous motor 30 can include a plurality of stator coils 31 a , 31 b , and 31 c (hereinafter referred to as “ 31 a to 31 c ”) to which a plurality of AC signals having different phases is input from the inverter 20 , and a rotor having a field coil 32 which forms a mutual inductance with the stator coils 31 a , 31 b , and 31 c and is magnetically coupled thereto.
- the wound rotor synchronous motor 30 directly controls a magnetic flux using the field coil 32 .
- the wound rotor synchronous motor 30 can output high torque in the intermediate/low speed region of the vehicle as in a permanent magnet synchronous motor, and can have characteristics suitable for high-speed driving as in an induction motor. Therefore, the wound rotor synchronous motor 30 is suitable as a motor applied to the eco-friendly vehicle.
- the wound rotor synchronous motor 30 has an arm which can supply electric power from the battery 10 to the field coil 32 in order to control the magnetic flux of the field coil 32 .
- the charging system includes the switch unit 40 which can selectively and electrically connect or disconnect the battery 10 to or from the field coil 32 in order to use the wound rotor synchronous motor 30 for charging the battery 10 .
- the charging system comprises a single-phase output inverter 60 for supplying AC signals to the field coil 32 , and the single-phase output inverter 60 can comprise a plurality of switching elements Q 7 , Q 8 , Q 9 , and Q 10 (hereinafter referred to as “Q 7 to Q 10 ”).
- the charging system comprises a rectifier circuit 70 for rectifying electricity from the grid.
- the switching elements Q 1 to Q 6 and Q 7 to Q 10 (hereinafter referred to as “Q 1 to Q 10 ”) of the inverter 20 and the single-phase output inverter 60 can be turned on or off when the wound rotor synchronous motor 30 is driven or when the battery 10 is charged.
- the switching elements Q 1 to Q 10 can be controlled by the controller 50 .
- the controller 50 can perform various types of calculations required to control the switch unit 40 and the operation of the wound rotor synchronous motor 30 , and provides command signals in response to the calculation results to elements required for control.
- the controller 50 when the controller 50 first allows the switch unit 40 to be in an disconnection state and connects the grid to the rectifier unit 70 , the grid voltage rectified by the rectifier unit 70 is applied to the single-phase output inverter 60 .
- a DC (direct current) link capacitor C 1 having low capacitance when applied to the embodiment, a voltage (having twice the frequency of the grid voltage), which is equal to the absolute value of the grid voltage, is applied to the field coil-side inverter 60 . Because a current having the same frequency as the grid must flow in the field coil 32 in order to satisfy the power factor of the grid, a desired frequency can be generated by properly controlling the switching elements Q 7 to Q 10 of the field coil-side inverter 60 .
- the charging system has a structure in which a grid is directly connected to a field coil 32 of a wound rotor synchronous motor 30 without passing through a rectifier circuit.
- This structure can be embodied when the mutual inductance between the field coil 32 and stator coils 31 a to 31 c is sufficiently great.
- Components of the embodiment shown in FIG. 1 such as the rectifier circuit 70 and the capacitor C 1 are not used in the embodiment shown in FIG. 2 .
- the cost to manufacture the charging system shown in FIG. 2 may be reduced compared to the cost to manufacture the charging system shown in FIG. 1 .
- the charging system has a structure in which a capacitor C 2 having relatively high capacitance and a power factor correction circuit 80 are provided between afield coil 32 and a grid.
- a grid power pulsation can be rectified at the front end of the field coil 32 using the capacitor C 2 having relatively high capacitance and the power factor correction circuit 80 . Therefore, the electric power transferred to the battery 10 through the field coil 32 may not include the pulsation.
- the frequency applied to the field coil 32 can be set as desired by controlling a field coil-side inverter 60 , the charging system can be advantageous in terms of system design.
- FIG. 4 and FIG. 5 are circuit diagrams obtained by modeling the wound rotor synchronous motor, applied to example embodiments, as a d-q model.
- the three-phase coil of the stator end of the wound rotor synchronous motor applied to the example embodiments can be modeled as a direct-quadrature (d-q) model, and dr field coil of the rotor end can be modeled in the form in which it shares a mutual inductance with the d-axis coil of the stator modeled as a d-q model.
- d-q direct-quadrature
- the wound rotor synchronous motor modeled as in FIG. 4 can be converted, into an equivalent circuit as shown in FIG. 5 .
- the convened parameters are indicated by apostrophe (') and the parameter values can be expressed by the following Equation 1 according to the turns ratio.
- I f ′ 2 3 ⁇ ( n f n s ) ⁇ I f
- L mf ′ 3 2 ⁇ ( n s n f ) 2 ⁇ L mf
- ⁇ L lf ′ 3 2 ⁇ ( n s n f ) 2 ⁇ L lf
- R f ′ 3 2 ⁇ ( n s n f ) 2 ⁇ R f
- V lf ′ ( n s n f ) ⁇ V f [ Equation ⁇ ⁇ 1 ]
- V ds the d-axis voltage in the stator end
- V qs the q-axis voltage in the stator end
- I ds the d-axis current in the stator end
- L md the mutual inductance of the d-axis coil in the stator end
- V f the field coil-side input voltage
- I f the current flowing in the field coil
- n f the number of turns of field coil
- R f the field coil-side resistance
- L lf the field coil-side leakage inductance
- the grid voltage is applied to the field coil 32 through the full bridge circuit 60 connected to the field coil 32 .
- the amplitude of the applied grid voltage can be adjusted according to the turns ratio (in accordance with Equation 1) as the applied grid voltage is converted into the voltage in the equivalent circuit as in FIG. 5 .
- the converted grid voltage (V′ f ) can be expressed by the following Equation 2.
- Equation 2 E g refers to the maximum value of the actual grid voltage.
- E f refers to a value obtained by converting E g into the stator end, and ⁇ g refers to the voltage in the field coil 32 , i.e. the angular velocity of the grid voltage.
- the voltage and current in the stator end and the field coil can be expressed by sine and cosine components as in the following Equation 3.
- Equation 3 Each of parameters in Equation 3 is as follows:
- I fs the size of the sine component of the current flowing in the field coil
- I fc the size of the cosine component of the current flowing in the field coil
- E ss the size of the sine component of the voltage applied to the field coil
- E sc the size of the cosine component of the voltage applied to the field coil
- I dss the size of the sine component of the d-axis current in the stator end
- I dsc the size of the cosine component of the q-axis current in the stator end.
- Equation 4 the cosine component (I fc ) of the field current must be set as “0” in order to set the power factor of the field coil as “1”, and the following Equation 4 must be satisfied by the equivalent circuit shown in FIG. 8 .
- V ds R s I ds +p ( L ls I ds +L m ( I ds +I′ f ))
- V′ f R′ f I′ f +p ( L′ lf I′ f +L m ( I ds +I′ f )) [Equation 4]
- Equation 4 Because the voltage corresponding to the field coil in Equation 4 is determined by the above Equation 2, the following Equation 5 must be satisfied under a normal condition.
- Equation 8 P in refers to the average value of the required input power.
- the sine component of the d-axis current in the stator end can be determined as in the following Equation 9 using the above Equations 6 and 8.
- I dss - L f ′ ⁇ P i ⁇ ⁇ n L m ⁇ ⁇ 3 2 ⁇ 1 2 ⁇ E f ⁇ [ Equation ⁇ ⁇ 9 ]
- the cosine component of the d-axis current in the stator end can be determined as in the following Equation 10 using the above Equations 7 and 8.
- I dsc R f ′ ⁇ P i ⁇ ⁇ n / ⁇ 3 2 ⁇ 1 2 ⁇ E f ⁇ - E f ⁇ g ⁇ L m [ Equation ⁇ ⁇ 10 ]
- FIG. 6 is a circuit diagram symbolized for explaining the control operation of the charging system using a wound rotor synchronous motor according to the example embodiment.
- FIG. 7 and FIG. 8 are control diagrams for explaining the control operation of the charging system using a wound rotor synchronous motor according to the example embodiments.
- the parameters required to control the charging system using a wound rotor synchronous motor can be obtained by a voltage sensor or a current sensor (not shown) applied to an actual realization circuit. That is, although not shown in FIG. 6 , the charging system can be controlled based on the values obtained by the voltage sensor or the current sensor which is installed at a proper position in the circuit in order to detect a grid voltage (V g ), a current (I f ) provided to the field coil 32 , the voltage (V dc ) of battery 10 , or the like.
- control methods described below can be performed by the controller 50 to control the switch unit 40 .
- the controller 50 can be implemented by hardware including a processor and a memory, and can store various parameters in the memory as occasion demands.
- the processor can perform calculations using the parameters stored in the external sensor or the memory according to the previous programmed algorithm.
- a phase angle ( ⁇ g ) of the grid power, an angular velocity ( ⁇ g ), and a maximum value (E g ) of the grid voltage (V g ) can be derived from the grid voltage (V g ) detected using a PLL (Phase Loop Lock) circuit, and the maximum value (E g ) of the grid voltage (V g ) can be converted into “E f ” through the equivalent circuit shown in FIG. 5 and be derived.
- PLL Phase Loop Lock
- a sine component (I fs ) and a cosine component (I fc ) of the input current can be calculated from the input current (I f ) and the angular velocity ( ⁇ g ), which are input to the field coil 32 by a heterodyning method applied thereto.
- a vehicle BMS Battery Management System
- a DC-link voltage controller receives the voltage (V dc ) of the battery 10 and outputs a charging power command value (P* dc ) for charging the battery 10
- an error between the charging power command value (P* dc ) and an actual supply power (P dc ) to the battery 10 can be calculated based on the size of voltage/current actually provided to the battery 10
- an input power command value (P* in ) can be calculated from the grid so as to remove the error by the control method such as PI (Proportional Integral) control.
- an input power command value (P* in ) which is a value corresponding to 3 ⁇ 4 of the maximum voltage value (E f ) converted into the input power command value (P* in ) using Equation 8, is calculated, and thus a sine component (I* fs ) of the command value for current input to the field coil 32 is derived.
- the cosine component (I* fc ) of the command value for current input to the field coil 32 must be set as “0”. Therefore, after an error between “0” and the cosine component (I fc ) of the current input to the field coil 32 is calculated, the cosine component (no of the d-axis current command value in the stator end can be derived by Equation 7 so as to remove the error by the control method such as PI control.
- a d-axis current command value (I* ds ) in the stator end is derived by Equation 3 by applying the sine and cosine components and phase angle of the d-axis current command value in the stator end thereto.
- a d-axis voltage command value (V* ds ) and a q-axis voltage command value (V* qs ) in the stator end can be derived by applying PR (Proportional Resonance) control to the derived d-axis current command value (I* ds ) in the stator end and the q-axis current command value (I* qs ) having the value of “0” in the stator end.
- PR Proportional Resonance
- a desired battery charging current can be supplied to the battery by controlling the on/off duty cycle of each of the switching elements Q 1 to Q 6 provided in the inverter 20 so as to output the derived three-phase voltage command value (V* abcs ).
- the sine component (I* dss ) and cosine component (I* dsc ) of the d-axis current command value in the stator end can be calculated by directly applying Equations 9 and 10 to the input power command value (P* in ).
- a three-phase voltage command value (rates) is derived similar to the method of FIG. 7 so as to control the switching elements Q 1 to Q 6 of the inverter 20 .
- the on charger circuit and the circuit required for the wound rotor synchronous motor including the field coil, which are individually used, are incorporated in the example embodiments, it is possible to simplify the configuration of the system.
- FIG. 9 is a circuit diagram illustrating a charging system using a wound rotor synchronous motor according to a further example embodiment, and particularly illustrating a structure in which the typical charger circuits according to the embodiment of FIG. 1 are connected in parallel.
- the charging system has a structure in which a typical on-vehicle charging circuit 90 is added in parallel between the grid and the battery 10 of the charging system using a wound rotor synchronous motor described with reference to FIG. 1 to FIG. 8 .
- the on-vehicle charging circuit 90 can be connected in parallel between the grid and the battery 10 , and includes a power factor correction circuit unit 91 , which is connected to a rectifier unit 70 connected to the grid, a bridge circuit unit 92 , which converts the power of the power factor correction circuit unit 91 into high-frequency AC power, a transformer unit 93 , which insulates an input/output terminal while converting the power of the bridge circuit unit 92 , a rectifier unit 94 , which converts the AC power converted by and output from the transformer unit 93 into DC power, and a filter unit 95 , which filters the power converted by the rectifier unit 94 and provides the filtered power to a battery.
- a power factor correction circuit unit 91 which is connected to a rectifier unit 70 connected to the grid
- a bridge circuit unit 92 which converts the power of the power factor correction circuit unit 91 into high-frequency AC power
- a transformer unit 93 which insulates an input/output terminal while converting the power of
- the controller 50 when the vehicle is driven, the controller 50 allows the switch unit 40 to be in a connection state in order to drive all of the stator coils 31 a , 31 b , and 31 c and the field coil 32 of the wound rotor synchronous motor 30 by the electric power supplied from the battery 10 .
- the controller 50 allows the switch unit 40 to be in an disconnection state in order to insulate the field coil 32 from the battery 10 .
- the wound rotor synchronous motor 30 is controlled in a charge mode in order to charge the battery 10 and simultaneously charge the battery 10 through the additional on-vehicle charging circuit 90 connected in parallel.
- the controller 50 can control the charging power supplied to the battery 10 by the wound rotor synchronous motor 30 and the charging power supplied to the battery 10 by the on-vehicle charging circuit 90 , regarding various conditions.
- the controller 50 allows the switch unit 40 to be in an disconnection state so as to maintain the insulation between the battery 10 and the grid and to prevent the wound rotor synchronous motor 30 from operating in a charge mode, with the consequence that the battery can be charged through the typical on-vehicle charging circuit 90 .
- the on-vehicle charging circuit 90 can be designed as a high-efficiency circuit optimized for charging the battery, it is possible to charge the battery with high efficiency, compared to when the wound rotor synchronous motor 30 is operating in a charge mode.
- the controller 50 allows the switch unit 40 to be in a disconnection state and properly controls the inverter 20 and the field coil-side inverter 60 , thereby enabling electric power to be additionally supplied to the battery 10 even through the wound rotor synchronous motor 30 .
- the typical on-vehicle charging circuit 90 is added to the charging system using the wound rotor synchronous motor 30 . Therefore, it is possible to perform high-efficiency charging through the charging circuit 90 during typical charging, to expand a charge capacity without other additional circuits by controlling the wound rotor synchronous motor 30 in a charge mode when fast charging is required, and to selectively control the charging power provided through the wound rotor synchronous motor 30 and the charging power provided through the charging circuit 90 , regarding various charging conditions.
Abstract
Description
(where L*f=(3/2)*(ns/nf)2, ns is the number of turns of stator coil, nf is the number of turns of field coil, Lrn is a mutual inductance between a stator d-axis and a field when viewed from a stator, Ef is a value obtained by converting a maximum voltage value of a grid into a stator end, and ωg is an angular velocity of grid power).
I′ f =I fs sin(ωg t)+(I fc cos(ωg t)
V ds =E ss sin(ωg t)+E sc cos(ωg t),I ds =I dss sin(ωg t)+I dsc cos(ωg t)
V qs=0,I qs=0 [Equation 3]
V ds =R s I ds +p(L ls I ds +L m(I ds +I′ f))
V′ f =R′ f I′ f +p(L′ lf I′ f +L m(I ds +I′ f)) [Equation 4]
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KR20180045965A (en) | 2018-05-08 |
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