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Maximum power transfer battery charger for electric vehicles.

机译：电动汽车的最大功率传输电池充电器。

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With the increasing interest in electric vehicles, efficient on-board charging equipment that will operate from a standard household service is needed. This charger should maximize the power flow to the batteries under all conditions in order to reduce the charging time. The input AC voltage can range from 187V (low line) to 264V (high line), and the power that can be transfered to the battery is restricted by the AC line current limit.; In a conventional charger with power factor correction, the power transfer rate is limited to the lowest AC voltage multiplied by the maximum line current. The controller regulates this power level over the entire voltage range. Therefore, as the line voltage rises, the input current will correspondingly drop. These chargers also typically hold the battery current constant throughout the charging cycle. Since the power draw increases as the battery voltage rises with this type of control, the battery current also must be limited so the line current is not exceeded at the maximum battery voltage.; It can be seen that the conventional charger cannot take advantage of favorable operating conditions, namely higher AC line voltages and low battery voltages, to increase the charging current. The maximum power transfer method has been developed to improve this underutilization of the charger. By continually monitoring a set of five voltages and currents in addition to the heat sink temperature, the charger can increase the battery current until either the line current or internal junction temperature of one of the IGBTs is at its maximum limit. This provides the maximum possible transfer of power to the battery.; The IGBT junction temperatures for both stages of the charger must be calculated since there is no known practical method to measure them on-line. The equations for the first stage are very complex due to the modulated waveforms associated with the power factor correction function of this stage. However, these equations coupled with out-of-circuit test data produced loss calculations that were within 4% of in-circuit measurements.; The maximum power transfer charger was constructed and tests conducted on a nickel-iron battery pack to study the performance of the charger over a wide range of conditions. Reductions of 1 to 2{dollar}{lcub}1over 2{rcub}{dollar} hours below the charging time of the conventional charger were recorded over a range of AC line voltages.
机译：随着对电动汽车的日益增长的兴趣，需要一种可通过标准家庭服务运行的高效车载充电设备。该充电器应在所有情况下最大化流向电池的功率，以减少充电时间。输入交流电压的范围可以从187V（低压线）到264V（高压线），并且可以传输到电池的功率受交流线电流限制的限制。在具有功率因数校正的常规充电器中，功率传输速率被限制为最低的交流电压乘以最大的线路电流。控制器在整个电压范围内调节该功率水平。因此，随着线电压的升高，输入电流将相应下降。这些充电器通常还会在整个充电周期内保持电池电流恒定。由于在这种控制方式下，功耗随着电池电压的升高而增加，因此也必须限制电池电流，以使最大电池电压下的线路电流不会超过该电流。可以看出，传统的充电器不能利用有利的工作条件，即较高的交流线电压和较低的电池电压来增加充电电流。已经开发出最大功率传输方法来改善充电器的这种未充分利用。通过持续监测除散热片温度以外的一组五个电压和电流，充电器可以增加电池电流，直到其中一个IGBT的线电流或内部结温达到最大极限为止。这样可以最大程度地向电池传输功率。由于没有已知的在线实际测量方法，因此必须计算充电器两个阶段的IGBT结温。由于与该阶段的功率因数校正功能相关的调制波形，第一阶段的方程式非常复杂。然而，这些方程式与电路外测试数据相结合，得出的损耗计算值在电路内测量值的4％以内。构造了最大功率传输充电器，并在镍铁电池组上进行了测试，以研究充电器在各种条件下的性能。在交流电源电压范围内，记录的时间比传统充电器的充电时间减少了2 {rcub} {dollar}小时，减少了1至2 {dollar} {lcub} 1。

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