EP2303628A2 - Electric traction chain for an automobile - Google Patents

Electric traction chain for an automobile

Info

Publication number
EP2303628A2
EP2303628A2 EP09784460A EP09784460A EP2303628A2 EP 2303628 A2 EP2303628 A2 EP 2303628A2 EP 09784460 A EP09784460 A EP 09784460A EP 09784460 A EP09784460 A EP 09784460A EP 2303628 A2 EP2303628 A2 EP 2303628A2
Authority
EP
European Patent Office
Prior art keywords
power source
phase
electric
traction chain
motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09784460A
Other languages
German (de)
French (fr)
Inventor
Philippe Dupuy
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SAS
Original Assignee
Renault SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault SAS filed Critical Renault SAS
Publication of EP2303628A2 publication Critical patent/EP2303628A2/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • 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
    • 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
    • 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
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • 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
    • 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
    • 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
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/54—Windings for different functions
    • 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
    • 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
    • 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
    • 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
    • Y02T90/12—Electric charging stations
    • 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 invention relates to the field of automobiles, and more particularly to vehicles including an electric power train.
  • the vehicles including an electric power train comprise a battery of accumulators sized to deliver the power necessary for the traction function.
  • This battery powers an electric motor via a static converter.
  • the role of these converters is to generate a system of alternating voltages, advantageously three-phase, which are directly applied to the motor.
  • This type of converter thus functions as an inverter, and thus delivers a system of voltages, whose amplitude and frequency are controlled to deliver the required torque.
  • a problem already identified with regard to electric traction chain vehicles concerns the recharging phase of the storage batteries. Compared with vehicles with a combustion engine, the energy charging phase is much longer. Indeed, with the techniques known to date, it is necessary to immobilize the vehicle for times of the order of the hour or more, in order to power the on-board battery via a network voltage source.
  • the batteries are recharged by connecting them to a charger that can be internal or external. With the type of on-board converters available today, these recharging operations can take several hours, so they are usually performed at night when the vehicle is stopped. There are also external chargers allowing faster recharging operations, but which are too expensive to allow for their large-scale deployment. In addition, these types of specific chargers are not always compatible with the wide variety of connection terminals found on the fleet of electric vehicles.
  • the regulation provides that the electrical system is equipped with a cut-off device ensuring that no traction is possible in this state.
  • This is not the case in the system described in EP-O 603 778, which advocates the immobilization of the vehicle by blocking the wheels of the vehicle by the braking system.
  • This solution is not at all satisfactory, because it does not meet the current regulation of ensuring an electrical power failure of the traction system when the vehicle stops.
  • it speculates only on the parking brake function as a bulwark at the start of the vehicle, which is not sufficient to immobilize a vehicle when the traction motor is activated.
  • the entire transmission between the output of the engine and the axles are the seat of mechanical stresses and vibrations, especially at the supply frequency of the external power source and its harmonics.
  • the problem to be solved by the invention is to enable the recharging of the storage battery in an improved manner and in particular by avoiding subjecting the mechanical transmission members to significant mechanical constraints and eliminating any risk of non-average torque. zero on the drive shaft when charging.
  • the invention therefore relates to a traction chain for motor vehicles, comprising in known manner: a rechargeable on-board power source; a static converter, capable of delivering a system of three-phase voltages, connected as input to said source of rechargeable energy; a three-phase electric motor powered by the three-phase voltage system delivered by the static converter; and wherein a source of external electrical power can be connected to the stator winding of the motor, to allow charging of the on-board power source through the static converter.
  • the traction chain is characterized in that the motor is of the synchronous type with separate excitation, for which the rotor supply is interrupted during the charging phases.
  • the motors employed have a rotor which includes a winding through which the rotor field is generated with which the rotating field generated by the stator windings is reacted.
  • This excitation can be canceled on command during a recharging phase, in order to cancel, or at least reduce very significantly, the torque generated by the current flowing through the stator windings during this same recharging phase.
  • each stator winding may comprise a pair of independent terminals, each winding having a terminal connected to the converter static, the other terminal being alternately connected either to a common point forming the neutral, during the rolling phases, or to a terminal block for connection to the external power source, during the charging phases.
  • a winding of the motor stator is chosen consisting of not directly connecting the neutral of the three phases in the motor, but to highlight the phase returns to the outside to be able to connect them to the external power source.
  • the traction chain may comprise a set of relaying members, electromechanical or electronic, for example, capable of ensuring the connection of the terminals of the stator windings ao common point, outside the charging phases.
  • the neutral connection can be made inside or outside the machine by closing a relay assembly ensuring the short circuit between the phase returns.
  • the traction chain may comprise a plug connector itself forming the common point, and adapted to ensure the connection of the phase return terminals of all the stator windings, outside the charging phases.
  • connection block to which the phase return terminals are connected can be connected to an external power source, either three - phase or single - phase. In the latter case, two of the stator windings are then connected together to the same terminal of the external power supply source.
  • connection terminal block can be connected to the external power source via a transformer, in particular a step-down transformer when it is necessary to use a mains voltage supply network.
  • FIG. 1 is a diagram illustrating the various elements constituting the traction chain, shown in running mode
  • - Figure 2 is a diagram similar to Figure 1, showing an alternative embodiment of the neutral of the motuur
  • FIGS. 3 to 6 are diagrams similar to FIG. 1, showing the traction chain in battery charging modes, according to different variants of this external power supply source.
  • the traction chain 1 consists mainly of a battery 2 whose output terminals 3,4 are connected to a static converter 5 providing the inverter function.
  • This inverter 5 comprises an input capacitor 6 and different arms 7 each having two static switches, between which are connected the output terminals S.
  • the voltages present between the output terminals 8 form a system of three-phase voltages.
  • This inverter 5 supplies a motor 10 comprising three stator windings 11, 12, 13.
  • the output terminals 8 of the inverter are connected to one of the terminals 14, 15, 16 of each stator winding 11, 12, 13.
  • the phase return terminals 17, 18, 19 of the stator windings 11, 12, 13 are in turn connected to a connection terminal block 25 to which the external source of connection will be connected.
  • the operation of the motor is ensured by the appropriate supply of the rotor winding 23 and the appropriate control of the inverter 5.
  • the different phase return terminals 17, 18, 19 are connected together by the presence of two relays 30 and 31.
  • the contacts of these relays 30, 31 are closed in rolling mode, to ensure at their level the short circuit of the phase returns.
  • the contacts of these relays are open on the contrary in charging mode.
  • These relays can be made according to different technologies, without affecting the principle of the invention.
  • the power train is configured as illustrated in FIG. 3, in which case an external power supply 35, preferably three-phase, is then connected to the connection terminal 25.
  • the mains voltage system 35 is applied via the stator windings acting as inductive elements to the output terminals 8 of the inverter.
  • the inverter 5 then operates as a voltage booster type converter, with the appropriate control of the static switches that compose it.
  • a step-down transformer 37 may be necessary to bring the voltage system applied to the motor stator to a level allowing the voltage-lift inverter to operate.
  • the architecture of the traction system according to the invention also makes it possible, as illustrated in FIG. 5, to recharge from a single-phase mains voltage source. This charging mode, although less rapid, can nevertheless be useful when the three-phase sector is not available.
  • the buzzer 25 is connected to the voltage source 40 so that two of these terminals 41, 42 are connected together, the third terminal 43 being connected to the other terminal of the power source 40. in this case, two of the stator windings 11, 13 are traversed by the same current.
  • step-down transformer 48 as shown in FIG. 6 may be necessary to enable the operation of the static converter 5 in voltage-booster mode.
  • the traction chain according to the invention has the advantage of being connected to a three-phase power source, without generating torque within the engine during the charging phase. This combines a speed of charge when connecting to a three-phase network with a security of use compared to prior art solutions. This architecture also allows charging via a single-phase network

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

The invention relates to an electric traction chain (1) for an automobile, including: - an onboard rechargeable power source (2); - a static converter (5) capable of generating a three-phase voltage system connected by input to said rechargeable power source (2); a three-phase electric motor (10) supplied with power by the three-phase voltage system generated by the static converter (5); and wherein an external electric power source (35) is connectable to the stator windings of the motor to enable recharging of the onboard power source across the static converter (5). The electric traction chain is characterized in that the motor (10) is synchronous with separate excitation, for which the power supply to the rotor (23) is cut off during the recharging phases.

Description

CHAINE ET TRACTION ELECTRIQUE POUR VEHICULE AUTOMOBILE ELECTRIC CHAIN AND TRACTION FOR MOTOR VEHICLE
DOMAINE DE L'INVENTION L'invention se rattache au domaine de l'automobile, et plus particulièrement des véhicules incluant une chaîne de traction électrique.FIELD OF THE INVENTION The invention relates to the field of automobiles, and more particularly to vehicles including an electric power train.
Elle vise plus spécifiquement des agencements particuliers permettant d'améliorer le temps de recharge de la batterie d'accumulateurs électriques délivrant la puissance de traction.It specifically seeks special arrangements for improving the charging time of the electric storage battery delivers pulling power.
TECHNIQUES ANTÉRIEURESPRIOR TECHNIQUES
De façon générale, les véhicules incluant une chaîne de traction électrique comportent une batterie d'accumulateurs dimensionnés pour délivrer la puissance nécessaire à la fonction de traction. Cette batterie alimente un moteur électrique par l'intermédiaire d'un convertisseur statique. Le rôle de ces convertisseurs est de générer un système de tensions alternatives, avantageusement triphasé, qui sont directement appliquées au moteur. Ce type de convertisseur fonctionne donc en tant qu'onduleur, et délivre donc un système de tensions, dont l'amplitude et la fréquence sont commandées pour délivrer le couple requis.In general, the vehicles including an electric power train comprise a battery of accumulators sized to deliver the power necessary for the traction function. This battery powers an electric motor via a static converter. The role of these converters is to generate a system of alternating voltages, advantageously three-phase, which are directly applied to the motor. This type of converter thus functions as an inverter, and thus delivers a system of voltages, whose amplitude and frequency are controlled to deliver the required torque.
Un problème d'ores et déjà identifié en ce qui concerne les véhicules à chaîne de traction électrique, concerne la phase de recharge des batteries d'accumulateurs. Par comparaison avec les véhicules à moteur thermique» la phase de recharge en énergie est beaucoup plus longue. En effet, avec les techniques connues à ce jour, il est nécessaire d'immobiliser le véhicule pendant des temps de l'ordre de l'heure ou plus, afin d'alimenter la batterie embarquée via une source de tension réseau. De manière générale, la recharge des batteries se fait par la connexion de ces dernières sur un chargeur qui peut être interne ou externe. Avec le type de convertisseurs embarqués disponibles à ce jour, ces opérations de recharge peuvent prendre plusieurs heures, elles sont donc généralement effectuées la nuit, lorsque le véhicule est à l'arrêt. II existe par ailleurs des chargeurs externes permettant des opérations de recharge plus rapides, mais qui sont d'un coût trop important pour permettre leur déploiement à grande échelle. De plus, ces types de chargeurs spécifiques ne sont pas toujours compatibles avec la très grande variété de borniers de connexion que l'on retrouve sur le parc de véhicules électriques.A problem already identified with regard to electric traction chain vehicles concerns the recharging phase of the storage batteries. Compared with vehicles with a combustion engine, the energy charging phase is much longer. Indeed, with the techniques known to date, it is necessary to immobilize the vehicle for times of the order of the hour or more, in order to power the on-board battery via a network voltage source. In general, the batteries are recharged by connecting them to a charger that can be internal or external. With the type of on-board converters available today, these recharging operations can take several hours, so they are usually performed at night when the vehicle is stopped. There are also external chargers allowing faster recharging operations, but which are too expensive to allow for their large-scale deployment. In addition, these types of specific chargers are not always compatible with the wide variety of connection terminals found on the fleet of electric vehicles.
Une solution a déjà été proposée par le document EP-O 603 778 pour assurer la recharge des batteries d'accumulateurs. Le principe consiste à connecter une source d'alimentation électrique extérieure aux bornes des enroulements statoriques du moteur. De la sorte, les enroulements du moteur jouent le rôle de composants inductifs, et l'onduleur auquel ils sont connectés assure la fonction de de convertisseur à découpage pour la recharge de la batterie.A solution has already been proposed by the document EP-O 603 778 for recharging the storage batteries. The principle is to connect an external power source to the terminals of the stator windings of the motor. In this way, the motor windings act as inductive components, and the inverter to which they are connected provides the function of a switching converter for recharging the battery.
Un problème rédhibitoire que présente cette solution réside dans la génération d'un couple moteur lors du passage du courant de recharge dans les enroulements statoriques, pendant les phases de recharge de la batterie. En effet, les moteurs synchrones à aimants ou les moteurs asynchrone utilisés dans cette solution présentent l'avantage de ne pas nécessiter d'alimentation en courant des pièces tournantes, mais ils présentent en revanche l'inconvénient de générer un couple dès lors que leurs enroulements statoriques sont traversés par un courant alternatif triphasé. L'existence de ce couple, même faible lorsque le rotor est immobilisé, constitue d'autant plus un inconvénient qu'en cas de choc, même léger, lors de la charge, ce couple moyen ramené aux roues par le moteur augmente de façon très significative et sera d'autant plus important que le courant de charge circulant dans les enroulements machines est élevé. En effet le moindre mouvement du rotor dans le sens du champ tournant statorique lié au passage du courant de charge aura pour conséquence d'engendrer un couple dans le même sens, du fait d'un emballement par accrochage des champs rotoriques et statoriques, avec la conséquence désastreuse du démarrage intempestif du véhicule. On conçoit donc que le risque existe de voir le véhicule se déplacer inopinément. Ce risque est d'autant plus dangereux que pour un véhicule électrique le ralenti n'existe pas, le véhicule étant parfaitement silencieux à vitesse nulle. En effet, il n'est pas possible de distinguer un véhicule arrêté au sens stoppé et un véhicule à vitesse nulle mais prêt à accélérer si on sollicite la pédale d'accélérateur. Aussi est-il absolument nécessaire de s'assurer par un moyen radical, qu'un véhicule en stationnement ne présente aucun risque de remise en route. Pour cela la réglementation prévoit que le système électrique soit muni d'un dispositif de coupure assurant qu'aucune traction ne soit possible dans cet état. Tel n'est pas le cas dans le système décrit dans le document EP-O 603 778, qui préconise l'immobilisation du véhicule en bloquant les roues du véhicule par le système de freinage. Cette solution n'est pas du tout satisfaisante, car elle ne satisfait pas la réglementation en vigueur consistant à assurer une coupure électrique du système de traction à l'arrêt du véhicule. Egalement, elle spécule uniquement sur la fonction frein de parking comme rempart au démarrage du véhicule, ce qui n'est pas suffisant pour immobiliser un véhicule lorsque le moteur de traction est activé. En outre, lorsque les roues sont bloquées, l'intégralité de la transmission entre la sortie du moteur et les essieux sont le siège de contraintes mécaniques et de vibrations, notamment à la fréquence d'alimentation de la source d'alimentation extérieure et à ses harmoniques.An unacceptable problem presented by this solution lies in the generation of a motor torque during the passage of the charging current in the stator windings, during the recharging phases of the battery. Indeed, synchronous magneto motors or asynchronous motors used in this solution have the advantage of not requiring power supply of rotating parts, but they have the disadvantage of generating a torque when their windings stator are crossed by a three-phase alternating current. The existence of this torque, even low when the rotor is immobilized, is all the more a disadvantage that in case of shock, even slight, during charging, the average torque brought to the wheels by the engine increases very significantly. significant and will be all the more important as the charging current flowing in the machine windings is high. Indeed the slightest movement of the rotor in the direction of the stator rotating field related to the passage of the charging current will result in generating a torque in the same direction, due to a runaway by attachment of the rotor and stator fields, with the disastrous consequence of the untimely start of the vehicle. It is therefore conceivable that there is a risk of the vehicle moving unexpectedly. This risk is even more dangerous for an electric vehicle idling does not exist, the vehicle is perfectly silent at zero speed. Indeed, it is not possible to distinguish a stop stopped vehicle and a zero speed vehicle but ready to accelerate if the accelerator pedal is applied. It is therefore absolutely necessary to ensure by a radical means that a parked vehicle does not present any risk of restarting. For this the regulation provides that the electrical system is equipped with a cut-off device ensuring that no traction is possible in this state. This is not the case in the system described in EP-O 603 778, which advocates the immobilization of the vehicle by blocking the wheels of the vehicle by the braking system. This solution is not at all satisfactory, because it does not meet the current regulation of ensuring an electrical power failure of the traction system when the vehicle stops. Also, it speculates only on the parking brake function as a bulwark at the start of the vehicle, which is not sufficient to immobilize a vehicle when the traction motor is activated. In addition, when the wheels are locked, the entire transmission between the output of the engine and the axles are the seat of mechanical stresses and vibrations, especially at the supply frequency of the external power source and its harmonics.
Le problème que se propose donc de résoudre l'invention est de permettre la recharge de la batterie d'accumulateurs de façon améliorée et notamment en évitant de soumettre les organes mécaniques de transmission à des contraintes mécaniques importantes et en supprimant tout risque de couple moyen non nul sur l'arbre de transmission lors de la charge.The problem to be solved by the invention is to enable the recharging of the storage battery in an improved manner and in particular by avoiding subjecting the mechanical transmission members to significant mechanical constraints and eliminating any risk of non-average torque. zero on the drive shaft when charging.
EXPOSE DE L'INVENTIONSUMMARY OF THE INVENTION
L'invention concerne donc une chaîne de traction pour véhicules automobiles, comprenant de façon connue : - une source d'énergie embarquée rechargeable ; un convertisseur statique, apte à délivrer un système de tensions triphasées, connecté en entrée à ladite source d'énergie rechargeable ; un moteur électrique triphasé alimenté par le système de tensions triphasées délivré par le convertisseur statique ; et dans lequel une source d'énergie électrique externe peut être connectée au bobinage statarique du moteur, pour permettre la recharge de la source d'énergie embarquée au travers du convertisseur statique.The invention therefore relates to a traction chain for motor vehicles, comprising in known manner: a rechargeable on-board power source; a static converter, capable of delivering a system of three-phase voltages, connected as input to said source of rechargeable energy; a three-phase electric motor powered by the three-phase voltage system delivered by the static converter; and wherein a source of external electrical power can be connected to the stator winding of the motor, to allow charging of the on-board power source through the static converter.
Conformément à l'invention, la chaîne de traction se caractérise en ce que le moteur est du type synchrone à excitation séparée, pour lequel l'alimentation du rotor est interrompue lors des phases de recharge.According to the invention, the traction chain is characterized in that the motor is of the synchronous type with separate excitation, for which the rotor supply is interrupted during the charging phases.
Autrement dit, les moteurs employés présentent un rotor qui inclut un enroulement par lequel est généré le champ rotorique avec lequel réagit le champ tournant généré par les enroulements statoriques. Cette excitation peut être annulée sur commande lors d'une phase de recharge, afin d'annuler, ou à tout le moins de réduire de manière très importante, le couple généré par le courant traversant les enroulements statoriques» pendant cette même phase de recharge. Ainsi, la contrainte de disposer d' un rotor devant être alimenté par des contacts tournants se trouve largement compensée par le fait que la recharge de la batterie peut se faire directement par la connexion à un réseau d'alimentation extérieur, triphasé en particulier, mais monophasé également, sans engendrer de contraintes mécaniques importantes ni présenter de risque d'appliquer un couple moyen non nul sur la transmission en sortie du moteur En pratique, chaque enroulement statorique peut comporter une paire de bornes indépendantes, chaque enroulement ayant une borne reliée au convertisseur statique, l'autre borne étant alternativement connectée soit à un point commun formant le neutre, pendant les phases de roulage, soit à un bornier de connexion à la source d'énergie extérieure, pendant les phases de charge. Autrement dit, on choisit un bobinage du stator du moteur consistant à ne pas relier directement le neutre des trois phases dans le moteur, mais à ressortir les retours de phase à l'extérieur pour pouvoir les connecter à la source d'alimentation extérieure. Avantageusement, en pratique, la chaîne de traction peut comporter un ensemble d'organes de relayage, électromécaniques ou électroniques par exemple, aptes à assurer la connexion des bornes des enroulements statoriques ao point commun, en dehors des phases de recharge. Autrement dit. la connexion de neutres peut être réalisée à l'intérieur ou à l'extérieur de la machine par la fermeture d'un ensemble de relais assurant le court circuit entre les retours de phase.In other words, the motors employed have a rotor which includes a winding through which the rotor field is generated with which the rotating field generated by the stator windings is reacted. This excitation can be canceled on command during a recharging phase, in order to cancel, or at least reduce very significantly, the torque generated by the current flowing through the stator windings during this same recharging phase. Thus, the stress of having a rotor to be fed by rotating contacts is largely offset by the fact that the battery charging can be done by connecting to an external power supply network, phase in particular, but also single-phase, without generating significant mechanical stresses or pose a risk of applying a non-zero average torque on the output transmission of the motor In practice, each stator winding may comprise a pair of independent terminals, each winding having a terminal connected to the converter static, the other terminal being alternately connected either to a common point forming the neutral, during the rolling phases, or to a terminal block for connection to the external power source, during the charging phases. In other words, a winding of the motor stator is chosen consisting of not directly connecting the neutral of the three phases in the motor, but to highlight the phase returns to the outside to be able to connect them to the external power source. Advantageously, in practice, the traction chain may comprise a set of relaying members, electromechanical or electronic, for example, capable of ensuring the connection of the terminals of the stator windings ao common point, outside the charging phases. In other words. the neutral connection can be made inside or outside the machine by closing a relay assembly ensuring the short circuit between the phase returns.
Dans une variante de réalisation, la chaîne de traction peut comporter un connecteur bouchon formant lui-même le point commun, et apte à assurer la connexion des bornes de retour de phase de tous les enroulements statoriques, en dehors des phases de recharge.In an alternative embodiment, the traction chain may comprise a plug connector itself forming the common point, and adapted to ensure the connection of the phase return terminals of all the stator windings, outside the charging phases.
A L' inverse, pendant les phases de recharge, le bomier de connexion auquel sont reliées les bornes de retour de phase, peut être relié à une source d'alimentation extérieure, soit triphasée, soit monophasée. Dans ce dernier cas, deux des enroulements statoriques sont alors connectés ensemble à la même borne de la source de tension d'alimentation extérieure.Conversely, during the recharging phases, the connection block to which the phase return terminals are connected can be connected to an external power source, either three - phase or single - phase. In the latter case, two of the stator windings are then connected together to the same terminal of the external power supply source.
Selon les cas de figures, le bornier de connexion peut être relié à la source d'alimentation extérieure par l'intermédiaire d'un transformateur, en particulier abaisseur lorsqu'il s'agit d'utiliser un réseau d'alimentation en tension secteur.Depending on the situation, the connection terminal block can be connected to the external power source via a transformer, in particular a step-down transformer when it is necessary to use a mains voltage supply network.
DESCRIPTION SOMMAIRE DES FIGURES La manière de réaliser l'invention, ainsi que les avantages qui en découlent, ressortiront bien de la description des modes de réalisation qui suivent, à l'appui des figures annexées dans lesquelles :SUMMARY DESCRIPTION OF THE FIGURES The manner of carrying out the invention, as well as the advantages which result therefrom, will emerge from the description of the embodiments which follow, in support of the appended figures in which:
- la figure 1 est un schéma illustrant les différents éléments constituant la chaîne de traction, montré en mode de roulage , - la figure 2 est un schéma analogue à la figure 1, montrant une variante de réalisation du neutre du motuur ; - les figures 3 à 6 sont des schémas analogues à la figure 1 , montrant la chaîne de traction dans des modes de recharge de la batterie, selon différentes variantes de cette source extérieure d'alimentation.- Figure 1 is a diagram illustrating the various elements constituting the traction chain, shown in running mode, - Figure 2 is a diagram similar to Figure 1, showing an alternative embodiment of the neutral of the motuur; FIGS. 3 to 6 are diagrams similar to FIG. 1, showing the traction chain in battery charging modes, according to different variants of this external power supply source.
DESCRIPTION DES MODES DE REALISATIONDESCRIPTION OF EMBODIMENTS
Comme illustré à la figure 1 , la chaîne de traction 1 se compose principalement d'une batterie 2 dont les bornes de sortie 3,4 sont reliées à un convertisseur statique 5 assurant la fonction d'onduleur. Cet onduleur 5 comporte une capacité d'entrée 6 et différents bras 7 comportant chacun deux interrupteurs statiques, entre lesquels sont connectées les bornes de sortie S. Lorsque l'onduleur est commandé de façon appropriée, les tensions présentes entre les bornes de sortie 8 forment un système de tensions triphasées. Cet onduleur 5 alimente un moteur 10 comportant trois enroulements statoriques 11,12,13. Les bornes de sortie 8 de l'onduleur sont reliées à une des bornes 14,15,16 de chaque enroulement statorique 11,12,13. Les bornes de retour de phase 17,18,19 des enroulements statoriques 11,12,13 sont quant à elles reliées à un bornier de connexion 25, auquel sera reliée la source d'aliaientation extérieure.As illustrated in FIG. 1, the traction chain 1 consists mainly of a battery 2 whose output terminals 3,4 are connected to a static converter 5 providing the inverter function. This inverter 5 comprises an input capacitor 6 and different arms 7 each having two static switches, between which are connected the output terminals S. When the inverter is appropriately controlled, the voltages present between the output terminals 8 form a system of three-phase voltages. This inverter 5 supplies a motor 10 comprising three stator windings 11, 12, 13. The output terminals 8 of the inverter are connected to one of the terminals 14, 15, 16 of each stator winding 11, 12, 13. The phase return terminals 17, 18, 19 of the stator windings 11, 12, 13 are in turn connected to a connection terminal block 25 to which the external source of connection will be connected.
Dans la forme illustrée à la figure 1, les trois bornes 17, 18,19 de retour de phase de chaque enroulement statorique sont connectées entre elles par l'intermédiaire d'un connecteur bouchon 27.In the form illustrated in FIG. 1, the three phase return terminals 17, 18, 19 of each stator winding are connected together by means of a plug connector 27.
Le fonctionnement du moteur est assuré par l'alimentation appropriée de l' enroulement rotorique 23 et la commande en adéquation de l'onduleur 5.The operation of the motor is ensured by the appropriate supply of the rotor winding 23 and the appropriate control of the inverter 5.
Dans la variante illustrée à la figure 2, les différentes bornes de retour de phase 17, 18, 19 soat connectées entre elles par la présence de deux relais 30 et 31. Les contacts de ces relais 30,31 sont fermés en mode de roulage, pour assurer à leur niveau le court circuit des retours de phase. Les contacts de ces relais sont ouverts au contraire en mode de recharge. Ces relais peuvent être réalisés selon différentes technologies, sans incidence sur le principe de l'invention. Lorsque la batterie du véhicule doit être rechargée, la chaîne de traction est configurée comme illustré à la figure 3, Dans ce cas, une source d'alimentation extérieure 35, triphasée de préférence, est alors reliée au bomier de connexion 25. De la sorte, l'alimentation du rotor étant coupée, le système de tensions secteur 35 est appliqué via les bobinages statoriques jouant le rôle d'éléments inductifs aux bornes de sortie 8 de l' onduleur. L'onduleur 5 fonctionne alors en convertisseur du type élévateur de tension, avec la commande appropriée des interrupteurs statiques qui le composent.In the variant illustrated in FIG. 2, the different phase return terminals 17, 18, 19 are connected together by the presence of two relays 30 and 31. The contacts of these relays 30, 31 are closed in rolling mode, to ensure at their level the short circuit of the phase returns. The contacts of these relays are open on the contrary in charging mode. These relays can be made according to different technologies, without affecting the principle of the invention. When the battery of the vehicle is to be recharged, the power train is configured as illustrated in FIG. 3, in which case an external power supply 35, preferably three-phase, is then connected to the connection terminal 25. In this way, , the rotor supply being cut off, the mains voltage system 35 is applied via the stator windings acting as inductive elements to the output terminals 8 of the inverter. The inverter 5 then operates as a voltage booster type converter, with the appropriate control of the static switches that compose it.
Le cas échéant, et comme illustré à la figure 4, un transformateur abaisseur 37 peut être nécessaire pour amener le système de tension appliqué au stator du moteur à un niveau autorisant le fonctionnement de l'onduleur en élévateur de tension.Where appropriate, and as illustrated in FIG. 4, a step-down transformer 37 may be necessary to bring the voltage system applied to the motor stator to a level allowing the voltage-lift inverter to operate.
L'architecture de la chaîne de traction selon l'invention permet également, comme illustré à Ja figure 5. la recharge à partir d'une source de tension secteur monophasé. Ce mode de recharge, bien que moins rapide, peut néanmoins être utile lorsque le secteur triphasé n'est pas disponible.The architecture of the traction system according to the invention also makes it possible, as illustrated in FIG. 5, to recharge from a single-phase mains voltage source. This charging mode, although less rapid, can nevertheless be useful when the three-phase sector is not available.
Dans ce cas, le bomier 25 est connecté à la source de tension 40 de telle sorte que deux de ces bornes 41,42 sont reliées ensemble, la troisième borne 43 étant connectée à l'autre borne de la source d'alimentation 40. Dans ce cas, deux des enroulements statoriques 11,13 sont parcourus par le même courant.In this case, the buzzer 25 is connected to the voltage source 40 so that two of these terminals 41, 42 are connected together, the third terminal 43 being connected to the other terminal of the power source 40. in this case, two of the stator windings 11, 13 are traversed by the same current.
Comme évoqué précédemment, l'utilisation d'un transformateur abaisseur 48 tel qu'illustré à la figure 6, peut être nécessaire pour permettre le fonctionnement du convertisseur statique 5 en mode élévateur de tension.As mentioned above, the use of a step-down transformer 48 as shown in FIG. 6 may be necessary to enable the operation of the static converter 5 in voltage-booster mode.
Ii ressort de ce qui précède que la chaîne de traction conforme à l'invention présente l'avantage de pouvoir être connectée à une source d'alimentation triphasée, sans engendrer de couple au sein du moteur pendant la phase de recharge. On combine ainsi une rapidité de charge lors de la liaison à un réseau triphasé avec une sécurité d'emploi par rapport aux solutions de Fart antérieur. Cette architecture permet également la recharge par l'intermédiaire d'un réseau monophasé It follows from the above that the traction chain according to the invention has the advantage of being connected to a three-phase power source, without generating torque within the engine during the charging phase. This combines a speed of charge when connecting to a three-phase network with a security of use compared to prior art solutions. This architecture also allows charging via a single-phase network

Claims

REVENDICATIONS
1. Chaîne de traction (1) électrique pour véhicule automobile, comprenant : une source d'énergie embarquée rechargeable (2) ; - un convertisseur statique (5), apte à délivrer un système de tensions triphasées connecté en entrée à ladite source d'énergie rechargeable (2) ; un moteur électrique triphasé (10) alimenté par le système de tensions triphasées délivré par le convertisseur statique (5) ; et dans lequel une source d'énergie électrique (35) externe peut être connectée aux bobinages statoriques du moteur, pour permettre la recharge de la source d'énergie embarquée au travers du convertisseur statique (5), caractérisée en ce que le moteurAn electric motor vehicle traction chain (1), comprising: a rechargeable on-board power source (2); a static converter (5) capable of delivering a system of three-phase voltages connected as input to said rechargeable energy source (2); a three-phase electric motor (10) powered by the three-phase voltage system delivered by the static converter (5); and wherein an external electrical power source (35) can be connected to the stator windings of the motor, to allow charging of the on-board power source through the static converter (5), characterized in that the motor
(10) est du type synchrone à excitation séparée, pour lequel F alimentation du rotor (23) est interrompue lors des phases de recharge,(10) is of the separately excited synchronous type, for which the rotor supply (23) is interrupted during the charging phases,
2. Chaîne de traction électrique selon la revendication 1, caractérisé en ce que chaque enroulement statorique (12, 13,14) comporte une paire de bornes Indépendantes, chaque enroulement ayant une borne (14,15,16) reliée au convertisseur statique, l'autre borne (17,18,19) étant alternativement connectée à un point commun formant neutre (27), ou à un bornïer de connexion (25) à la source d'énergie électrique extérieure (35).Electric traction chain according to Claim 1, characterized in that each stator winding (12, 13, 14) comprises a pair of independent terminals, each winding having a terminal (14, 15, 16) connected to the static converter, another terminal (17, 18, 19) being alternately connected to a neutral common point (27), or to a connection terminal (25) to the external electrical power source (35).
3. Chaîne de traction électrique selon la revendication 1, caractérisé en ce qu'elle comporte un ensemble d'organes de relayage (30,31) aptes à assurer la connexion des bornes des enroulements statoriques au point commun formant neutre, en dehors des phases de recharge.3. Electric traction chain according to claim 1, characterized in that it comprises a set of relaying members (30,31) adapted to ensure the connection of the terminals of the stator windings at the common point forming neutral, outside phases recharge.
4. Chaîne de traction électrique selon la revendication 2, caractérisé en ce qu'elle comporte un connecteur bouchon (27) formant le point commun, apte à assurer la connexion des bornes (17,18,19) de tous les enroulements statoriques (12,13,14), en dehors des phases de recharge. 4. Electric traction chain according to claim 2, characterized in that it comprises a plug connector (27) forming the common point, adapted to ensure the connection of the terminals (17,18,19) of all the stator windings (12). , 13,14), outside recharge phases.
5. Chaîne de traction électrique selon la revendication 4, caractérisée en ce que Ie bomier de connexion (25) est relié à une source d'alimentation extérieure triphasée (35),Electric power train according to claim 4, characterized in that the connecting block (25) is connected to a three-phase external power supply (35),
6. Chaîne de traction électrique selon la revendication 4, caractérisée en ce que le bomier de connexion (25) est relié à une source d'alimentation extérieure monophasée, deux des enroulements statoriques (41,42) étant connectés ensemble à la même borne de la source d'alimentation extérieure (40).Electric power train according to claim 4, characterized in that the connecting block (25) is connected to a single-phase external power source, two of the stator windings (41, 42) being connected together to the same terminal of the external power source (40).
7. Chaîne de traction électrique selon la revendication 4, caractérisée en ce que le bomier de comiexion (25) est relié à la source d'alimentation extérieure par l'intermédiaire d'un transformateur abaisseur (37). 7. Electrical traction system according to claim 4, characterized in that the terminal block of comiexion (25) is connected to the external power source through a step-down transformer (37).
EP09784460A 2008-07-28 2009-07-03 Electric traction chain for an automobile Withdrawn EP2303628A2 (en)

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FR0855175A FR2934217B1 (en) 2008-07-28 2008-07-28 ELECTRICAL DRIVE CHAIN FOR MOTOR VEHICLE.
PCT/FR2009/051299 WO2010012924A2 (en) 2008-07-28 2009-07-03 Electric traction chain for an automobile

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FR2934217A1 (en) 2010-01-29
BRPI0916751A2 (en) 2015-11-03
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WO2010012924A3 (en) 2010-05-14
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RU2011107310A (en) 2012-09-10
KR20110034030A (en) 2011-04-04

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