Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W20/00—Control systems specially adapted for hybrid vehicles
  • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
  • B60W20/15—Control strategies specially adapted for achieving a particular effect
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
  • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
  • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
  • B60K6/48—Parallel type
  • B60K6/485—Motor-assist type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
  • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
  • B60W10/101—Infinitely variable gearings
  • B60W10/108—Friction gearings
  • B60W10/109—Friction gearings of the toroïd type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W20/00—Control systems specially adapted for hybrid vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal speed
• • 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
  • Y02T10/62—Hybrid vehicles

Definitions

• the present invention relates to a control method of a motor assembly for example of a motor vehicle with a reversible alternator.
• the invention also relates to an engine assembly for implementing such a method.
• alternators In this application framework, it is well known to associate a dynamo or an alternator to the heat engine.
• the invention relates more particularly to the production of electrical and mechanical energy of alternators.
• the study of alternators is a concern in the field of the automotive industry because they have a high potential in terms of production of electrical and mechanical energy.
• an alternator comprises a fixed part or stator (armature) which comprises windings constituting windings generating sinusoidal alternating current.
• stator armature
• the alternators are of three-phase type. Each coil is connected at one end to another coil and at a second end to a bridge of rectifying diodes, thereby generating a DC current.
• An alternator also includes a moving part or rotor (inductor). This inductor is powered by an excitation current. When the inductor is rotated, it generates an electric current by electromagnetic coupling.
• generators generally used are claw type.
• the alternator generates the electrical energy necessary for the proper functioning of various consumer devices of an electrical network on board the vehicle (headlights, wipers, embedded electronics ...) in cruising mode, ie once the engine is started. It also allows charging at least one battery, constituting an auxiliary power source dedicated to two main functions: it provides a significant instantaneous electrical energy when starting the engine, in particular, its low impedance internal; it is then connected to a starter, and it powers, at least momentarily, certain electrical circuits when the vehicle is stationary (dashboard, ceiling lamp ).
• the battery can also provide the excitation current of the inductor.
• the batteries generally used providing a voltage of 12 volts, alternators are sized to provide, in cruising mode, a continuous nominal voltage of the order of 14 volts, after recovery.
• the starter is mechanically coupled, temporarily during startup, the heat engine so as to rotate it to get started.
• the power supply is provided by the battery.
• the impedance presented by the charging circuit of the battery including a high voltage battery, is strong.
• the teaching of technical document FR-A-2 859 834 provides a solution for obtaining an efficient alternator which consists on the one hand in reducing the amplitude of the range of rotation speeds in which the alternators operate, for a given rotational speed range of the drive motor.
• a mechanical interface with a variable speed drive is implemented.
• this drive is based on the use of a single planet epicyclic gear train.
• this solution provides for modifying the characteristics of the winding (s) of the stator of the alternator so as to modify its impedance; this modification being obtained by rewinding.
• One of the essential aims of the invention is to allow another mode of exploitation of the potential power of the alternator.
• it is proposed not to modify the original winding of the alternator but rather to supply the alternator with a voltage higher than the nominal voltage provided. during its design. This has the effect of providing substantial gains in terms of electrical power output and in terms of performance. A gain in power is obtained for current levels identical to those encountered in nominal operation, so for heating and losses Joules also identical. For example, we uses an alternator with a nominal voltage of 14 volts on a 42-volt network to multiply its electric power by a factor of at least three.
• the improvement of the performance of the alternator for starting the engine, by this better impedance matching, also brings the possibility of using the electric machine as a traction motor in use on a hybrid vehicle for example.
• the performance improvements are twofold: the impedance matching extends the area of use in torque of the electric machine, and the variable transmission ratio system, which couples the electric machine to the heat engine, amplifies all these advantages.
• the specific electrical machines of the wafer type for the motorization of hybrid vehicles are under development, are produced in small quantities and are, therefore, today extremely expensive: about five times more expensive than most big alternators of the car market. Or a conventional alternator - speed variator is cheaper than a specific type of electric machine planned for hybrid vehicles.
• a hybrid vehicle engine assembly consists of at least one alternator which, in the case of operation in generator mode, provides energy for recharging high voltage batteries, or supercapacitors, and at least one an electric traction motor. The low voltage energy is then supplied via a DC-DC converter. All these elements are connected in series and thus combine the yields of each in cascade.
• the invention makes it possible to obtain high power mass and mechanical without any investment on the motor assembly, and greatly increase the efficiency because the alternator works constant joules losses while the useful power increases, thus lowering the consumption of the vehicle and the pollution it generates.
• the invention also makes it possible to obtain torque levels in the engine mode that will not only allow the starting of a vehicle but also to have the engine torque during the driving for a hybrid vehicle for example.
• the volume occupied by the device is reduced, which again makes it possible to optimize costs.
• the overall efficiency of a system consisting of an alternator-drive torque is improved.
• the invention makes it possible to switch from one mode of operation to another quickly if necessary with the use of the relay power switch and operate in a degraded mode in the case of a problem on the DC / DC converter, the alternator can directly generate electrical energy from the alternator to the on-board network.
• high voltage batteries or supercapacitor
• the system according to the invention makes use of already tested components that are therefore economical, reliable and robust.
• the invention therefore relates to a control method of a motor assembly comprising a reversible alternator equipping for example a motor vehicle, said alternator having a rectifier.
• This process comprises a first so-called electric power generation mode where the alternator is driven by a heat engine and supplies, via a low voltage circuit at a nominal voltage, an onboard network, and via a high voltage circuit, at least one element of which an energy store, and a second mode called engine, where the alternator is powered by the energy store and drives the engine, characterized in that in the engine mode, the alternator is powered with a voltage at least equal at 1, 5 times the rated voltage.
• alternator is normally designed to be powered by the nominal voltage, in motor mode, it is powered by a voltage significantly greater than this.
• the high voltage circuit typically comprises as energy storage a so-called high voltage battery and possibly supercapacities.
• This circuit can also supply an electric traction motor when the method is applied to hybrid vehicles or another electrical machine such as a starter (which can be used for starting the vehicle, the restart being then obtained via the alternator) .
• the alternator is provided for an extended range of rotational speeds and has an impedance matched to the electrical load of the on-board network, which supplies all "ordinary" consumers, such as lighting means , the heating means of some glazing etc.
• the invention also relates to an engine assembly of a motor vehicle, provided with a reversible alternator, comprising a rectifier, said alternator operating according to a first mode called electric power generation where the alternator is driven by a thermal engine and supplies, via a low voltage circuit at a nominal voltage, an on-board network, and via a high voltage circuit, at least one element including an energy store, and a second motor mode, where the alternator is powered by the energy store and drives the engine, characterized by means for supplying the alternator with a voltage at least equal to 1.5 times the rated voltage when the alternator operates in motor mode.
• the coupling of the alternator to the heat engine is obtained by means of a coupling member comprising a mechanical speed variator having at least two ratios (r) of gear ratio, the gear ratio. being adapted according to the needs of high voltage supply and the speed of the engine.
• This adaptation can be obtained by varying the gear ratio between 1 and 5.
• Another very particularly preferred possibility is to vary the gear ratio continuously, which is for example possible using a mechanical speed variator of the type. toroidal.
• the high voltage circuit is disconnected when none of the elements of the high voltage circuit need to be powered.
• the speed controller is blocked by setting the gear ratio to a low value when none of the elements of the high voltage circuit needs to be powered.
• the alternator is positioned in mechanical series with the engine and a gearbox of the engine assembly.
• the alternator is preferably cooled by air.
• the alternator comprises a symmetrical electrical relay power switch for switching from the low voltage supply to the high voltage supply, and vice versa.
• the motor assembly comprises a power electronics device is integrated on the alternator for its operation.
• FIG. 1 a schematic representation of an engine assembly according to the invention, in the supply position of a high-voltage circuit
• FIG. 2 a schematic representation of the same motor assembly according to the invention, in the disconnection position of the high voltage circuit,
• FIG. 3 a graphical representation of a correlation between a power and a speed of rotation of an alternator, for different supply voltages
• Figure 4 a graphical representation of a correlation between a torque and a rotational speed of an alternator, for two different supply voltages.
• Figure 1 shows, schematically, an engine assembly according to the invention, in the supply position of a high voltage circuit, in the electric power generation position.
• the motor unit considered here is that of a hybrid motor vehicle. Alternatively, one can also operate the motor assembly of a conventional motor vehicle.
• the engine assembly comprises a reversible alternator 1, a coupling member 3, a GMP powertrain, a high voltage power supply circuit HT, a low voltage supply circuit BT, and a switch 6 of power.
• the alternator 1 is of claw type.
• the GMP powertrain consists of a heat engine, a gearbox and a clutch or torque converter not shown.
• the coupling member 3 comprises in particular two pulleys 8 and 9, a belt 10 passing over said pulleys and a mechanical speed variator 2.
• the pulley 8 is mechanically connected to the variator 2.
• the pulley 9 is mechanically connected to the GMP group.
• the drive of the alternator 1 is by flywheel, i.e. without belt.
• the mechanical speed variator 2 has at least two gear ratios.
• the drive 2 is of toroidal type, ie it has an infinity of gear ratios in automatic mode, which allows a fine, instantaneous and continuous adaptation between an electric charge of the vehicle and the speed of rotation of the engine. to achieve acoustic comfort and lower consumption.
• Such a drive is described and schematized in particular on the Internet, at the following address: http://auto.howstuffworks.com/cvt3.htm
• the alternator 1 operates according to a first so-called electric power generation mode, where it is driven, via the coupling member 3, by the heat engine and where it feeds, via the LV low-voltage circuit, which is the nominal voltage, an on-board network or, via the high voltage HV circuit, a high-voltage battery, a supercapacitor and an additional electric traction motor, these elements 'being not referenced, and according to a second mode says engine, where it is powered by the battery, and where it drives the engine to start it, the alternator 1 being provided for an extended range of rotational speeds and having an impedance matched to an electrical load of the onboard network.
• a first so-called electric power generation mode where it is driven, via the coupling member 3, by the heat engine and where it feeds, via the LV low-voltage circuit, which is the nominal voltage, an on-board network or, via the high voltage HV circuit, a high-voltage battery, a supercapacitor and an additional electric traction motor, these elements 'being
• the alternator 1 In motor mode, the alternator 1 is provided to be supplied at its terminals by a nominal voltage determined during its manufacture. But according to the invention, the alternator 1 is supplied, typically by the battery, with a voltage significantly greater than its nominal voltage so as to improve the impedance matching of the stator of the alternator 1.
• the term "voltage” is clearly understood to mean higher a voltage whose value is at least one and a half times higher than the rated voltage. In one example, the nominal voltage is 12 volts and the alternator is powered by a voltage of 40.5 volts.
• the alternator 1 comprises a rectifier, not shown, which converts the alternating current produced by the alternator into direct current to supply the HV or LV circuits.
• the rectifier comprises in particular a bridge of rectifying diodes to enable the conversion.
• the motor assembly comprises a power switch 6 with symmetrical electrical relays for switching from the low voltage supply, by a branch 5, to the high voltage supply, by a branch 7, and vice versa.
• the HV circuit diverges in two branches 4 and 7.
• the branch 7 leads to the high voltage battery, the supercapacitor and the electric traction motor, the latter can be inserted between the GMP group and the mechanical transmission to the wheels of the vehicle.
• Branch 4 leads to a chopper or DC-DC converter or DC / DC that lowers the output voltage of the rectifier of the alternator to 12 volts, for example.
• the DC / DC converter is a step-down.
• the output branch of the converter is connected to the branch 5 from the switch 6 to supply the on-board network.
• the method according to the invention comprises steps in which, we adapt the ratio of the speed controller 2 according to the need for high voltage and low voltage power supply, in particular, we adapt the ratio of the drive 2 of speed by varying the gear ratio between 1 and 5, preferably continuously.
• the alternator 1 is positioned in mechanical series with the heat engine, on the other side of it with respect to a gearbox that is connected to the transmission.
• the alternator 1 is air cooled.
• a power electronics device is integrated on the alternator 1 to implement the method according to the invention.
• the power electronics device is not integrated on the alternator 1.
• FIG. 2 schematically represents the same example of an engine assembly according to the invention, in the disconnected position of the high voltage circuit.
• the method according to the invention comprises steps in which, for supplying low voltage to the vehicle electrical network: the power supply circuit HT is disconnected when the battery, the supercapacitor and the electric traction motor n ' do not need to be powered; and blocking the speed variator 2 by setting the gear ratio to a low value.
• the drive controller is blocked by setting the gear ratio to 1.
• FIG. 3 graphically represents a correlation between a power and a rotational speed of an alternator, for different supply voltages. Power is expressed in watts (W) and rotational speed in revolutions per minute (rpm). The curve 1 1, having a bearing at 2500W beyond 2000rpm, corresponds to a supply voltage of 13.5 volts.
• Curve 12 with a bearing at 5000W above 4000rpm corresponds to a supply voltage of 27 volts.
• Curve 13, with a plateau at 7000W above 5000rpm, corresponds to the supply voltage of 40.5 volts used in the embodiment of the invention described with FIGS. 1 and 2.
• the curve 14, with a bearing at 10000W beyond 6500rpm corresponds to a supply voltage of 54 volts.
• Curve 15, with a plateau at 13000W above 7000 rpm, corresponds to a supply voltage of 67.5 volts.
• Curve 16 with a bearing at 15000 W above 8000 rpm corresponds to a supply voltage of 81 volts.
• FIG. 4 graphically represents a correlation between a torque and the speed of rotation of the alternator, for two different supply voltages of the alternator.
• the couple is expressed in newton. meters.
• Curve 17 corresponds to a conventional nominal supply voltage of 12 volts and curve 18 corresponds to the supply voltage of 40.5 volts used in the embodiment of the invention described with FIGS. 1 and 2.
• This graphical representation shows that, for all speeds, the torque provided by the alternator 1 powered with a voltage of 40.5 volts is much larger than the torque provided by an alternator powered by the nominal voltage.
• a driver advances a vehicle equipped with a motor assembly according to the invention and which until then was stopped.
• an electric traction motor drives the wheels of the vehicle from a speed 0 to a first particular speed X.
• the high voltage battery supplies at the same time high voltage electric motor and low voltage, if necessary, via the DC / DC converter, the onboard electrical network.
• the electric traction motor if it is interposed in the transmission is implemented by coupling, without transmission.
• the reversible alternator 1 plays this role. If the clutch is engaged, the engine is driven from speed 0 to speed X, while under the same conditions alternator 1 would be driven from speed 0 to speed
• the alternator 1 drives, with a large torque and via the coupling member 3, the engine for start it up; it is the motor mode of the alternator 1.
• the supply voltage of the alternator 1, provided by the high voltage battery is then significantly greater than its nominal voltage.
• the supply voltage is 40.5 volts.
• the gear ratio of the mechanical speed variator 2 is fixed to a low value.
• the low value is equal to 1.
• the transition speed for starting the heat engine is 4.5 km / h.
• the heat engine is slender from the speed 0 at the beginning of the second step, to a second particular speed Y, called the tilting speed, at the end of the second step.
• the speed of the electric motor passes at the same time from the speed X to the speed Y.
• the speed of the alternator 1 grows like that of the engine (with the slippage of the belt 10). If the ratio r is not set to 1, the speed of the alternator 1 increases from 0 to Y / r. If in this second phase, the clutch was engaged, the speeds of the engine and the alternator 1 go from X to Y, and from X / r to Y / r respectively. It is also possible to change the ratio r during this second step, r1 to r2.
• a third step the vehicle reaches and exceeds the second particular speed Y.
• the tilt speed Y is 5 km / h.
• the traction of the vehicle then switches from the electric motor to the engine.
• the clutch is engaged if it was not already.
• the electric motor is freewheeling, the operation of the alternator 1 is reversed so that it switches to electric power generator mode.
• the vehicle continues to accelerate to a speed Z corresponding to a cruising speed in the city or road of the vehicle. Essentially Z is larger than Y.
• the alternator 1 is driven in acceleration by the engine, because of the increase in the speed of the vehicle.
• the alternator 1 rotates much slower than the engine to limit the temperature of the engine.
• Alternator 1. Typically, the gear ratio varies in a controlled manner between 1 and 5.
• the engine changes from the second tilt speed Y to the cruise speed Z.
• the speed of the alternator 1 goes from Y / r2 to Z / r3.
• the speed of the electric motor, set freewheeling, is indifferent.
• the alternator 1 then supplies the high-voltage battery which has discharged in the first and second stages, and at low voltage the on-board electrical network via the DC / DC converter.
• the vehicle maintains the cruise speed Z.
• the high voltage battery ends up being fully recharged; it therefore no longer needs to be powered by the alternator 1.
• the supply voltage of the alternator 1 and the gear ratio of the mechanical speed variator 2 are adapted to be able to disconnect the circuit HT and thus directly supply the on-board electrical network at low voltage.
• the alternator 1 therefore passes from the generation of electrical energy at high voltage to the generation of electrical energy at low voltage.
• the adaptation of the supply voltage results in a switchover to the nominal voltage of the alternator 1.
• the adaptation of the gear ratio results in an increase thereof.
• the increase corresponds to a gear ratio locked at 5.
• the engine remains at the third cruising speed Z.
• the speed of alternator 1 goes from Z / r3 (with variable r3) to Z / 5.
• the speed of the electric motor, set freewheeling, is indifferent.
• the disconnection of the circuit HT eliminates, in this phase of operation, the efficiency of the DC / DC converter. The overall efficiency of the installation is thus significantly improved.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• General Engineering & Computer Science (AREA)
• Automation & Control Theory (AREA)
• Control Of Eletrric Generators (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Hybrid Electric Vehicles (AREA)

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• 2008
  • 2008-03-11 FR FR0851542A patent/FR2928792B1/fr active Active
• 2009
  • 2009-03-02 WO PCT/FR2009/050336 patent/WO2009115719A2/fr active Application Filing
  • 2009-03-02 EP EP09723230A patent/EP2253063A2/de not_active Withdrawn

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