EP2365919A1 - Agencement de propulsion pour véhicule à propulsion électrique - Google Patents

Agencement de propulsion pour véhicule à propulsion électrique

Info

Publication number
EP2365919A1
EP2365919A1 EP09804016A EP09804016A EP2365919A1 EP 2365919 A1 EP2365919 A1 EP 2365919A1 EP 09804016 A EP09804016 A EP 09804016A EP 09804016 A EP09804016 A EP 09804016A EP 2365919 A1 EP2365919 A1 EP 2365919A1
Authority
EP
European Patent Office
Prior art keywords
battery
converter
converter circuit
operated
voltage
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Withdrawn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
EP09804016A
Other languages
German (de)
English (en)
Inventor
Thomas Komma
Kai Kriegel
Jürgen RACKLES
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.)
Siemens AG
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Publication of EP2365919A1 publication Critical patent/EP2365919A1/fr
Withdrawn legal-status Critical Current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
    • 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
    • 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
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/54—Windings for different functions
    • 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 an operating arrangement, comprising a battery, converter and electric motor, for an electrically operated vehicle and an operating method for such an arrangement.
  • a rechargeable battery is provided as an extended car battery, which stores the electrical energy for the drive.
  • the battery is connected to an inverter, which converts the single-phase battery voltage into a three-phase voltage for the connected electric motor (s).
  • the battery of an electrically powered vehicle must be connected to an external power grid, usually the normal power grid, for recharging. It is desirable to enable the simplest possible and flexible connection and at the same time to be able to use the highest possible power for charging the battery.
  • the object of the present invention is to provide an operating arrangement for an electrically operated vehicle, which has a simplified structure, in particular for charging the battery from an external power grid.
  • a further object of the invention is to specify an operating method for such an operating arrangement.
  • the operating arrangement according to the invention for an electrically operated vehicle has a battery for storing electrical energy, for example with Li-ion elements. Furthermore, a converter circuit is provided with an intermediate circuit capacitor. The converter circuit is connected to the side of the link capacitor with the battery. Furthermore, a preferably three-phase electric motor is provided. The electric motor is connected to the three-phase output side of the inverter. Finally, there is a control device for controlling the converter circuit.
  • the operating arrangement is configured to operate the converter so that the voltage across the intermediate circuit capacitor is at least 650V.
  • the inverter is operated in an engine operating state as an inverter for feeding the electric motor from the battery. Furthermore, it is operated in a charging mode as a rectifier for charging the battery from an external 3-phase supply network.
  • the inverter is operated in such a way that the voltage in its DC link is at least 650 V.
  • the converter is preferably operated in a regenerative operating state as a rectifier for charging the battery.
  • the inverter which primarily serves the operation of the electric motor or the electric motors from the battery as energy storage, is also used as a charging rectifier.
  • the vehicle can be connected to any three-phase external supply, without the need for a special charger for the connection. Due to the intermediate circuit voltage set to at least 650 V, safe operation is possible on a three-phase external power supply, that is to say in particular on the general power supply. network, for example, allows home care. In particular, uncontrolled charging of the DC link via the freewheeling diodes of the converter, which would lead to a triggering of upstream fuses, is avoided.
  • connection to the three-phase network advantageously also enables an improved regenerative capacity from the battery into the connected supply network.
  • the number of active vehicles can then be, for example, in Germany in the order of 60 million, the vehicles then of course contain a corresponding number of batteries. These batteries must be recharged regularly for a longer period of time in the hour. With sufficient regenerative capability, the batteries would be able to compensate for peak electrical loads.
  • the invention is applicable to purely electrically powered vehicles such as cars and trucks or buses, but also to hybrid vehicles with additional internal combustion engine.
  • the electric motor may be an asynchronous machine or a synchronous machine, in particular a permanent-magnet synchronous machine, for example in field weakening operation.
  • the inverter is operated as a buck converter. It is advantageous, however, if the inverter is operated as a boost converter. It is particularly advantageous if the converter is operated so that it has a sinusoidal current consumption, ie with power factor correction (PFC).
  • PFC power factor correction
  • a switching device is preferably provided.
  • the switching device allows a connection of the external power supply to the motor windings. The switching device ensures separation of the star point.
  • the external power supply may be between the motor and the inverter.
  • a switching device is provided which switch the phase lines between the engine and the external power supply, i. In charging mode, the electric motor is decoupled from the inverter.
  • the switching device allows for example for the operation of the electric motor as a synchronous machine in the field weakening operation in case of failure, a separation of the electric motor and inverter.
  • a protective measure is provided which would otherwise have to be provided additionally - for example in the form of a VPM (Voltage Protection Module).
  • the semiconductor components used in the converter have a dielectric strength of at least 1200V.
  • the semiconductor components In today's electrically operated vehicles with an intermediate circuit voltage of only 400 V, the semiconductor components have a dielectric strength of, for example, about 600 V.
  • the battery is usually designed for a DC link voltage of substantially less than 650 V.
  • a DC / DC converter for example a step-down converter or step-up converter, can be provided between converter and battery.
  • FIG. 3 shows a third arrangement of synchronous motor, converter, DC / DC converter and battery
  • Figures 1 to 3 show structures according to a first to third embodiment of the invention.
  • the bodies are some elements in common.
  • a battery 1 is connected via two electrical lines directly in the case of Figures 1 and 2 or indirectly in Figure 3 with an inverter 2.
  • the converter 2 comprises, on the side of the battery 1, an intermediate circuit capacitor (not shown in FIGS. 1 to 3).
  • the converter 2 is connected via its three output lines with a permanent-magnet synchronous machine 3.
  • a switching device 6, 7 is provided between the inverter 2 and the permanent-magnet synchronous machine 3.
  • the switching devices each comprise three switches, one for each of the three phase lines.
  • the switching device 6 can separate the connection between the inverter 2 and the permanent-magnet synchronous machine 3 for each of the phases. If the connection is disconnected, a connection from the converter 2 to a three-phase mains connection 5 is simultaneously established. The permanent-magnet synchronous machine 3 then has no electrical connection to the parts considered here.
  • an inductance 9 is provided, which is used for a power factor correction. As a result, a sinusoidal current drain is made from the supply network connected to the mains connection 5.
  • the inductance can thereby be be provided, but also outside the vehicle as part of a charging station.
  • the first embodiment allows operation in three different states.
  • the first state the engine operating state
  • the permanent-magnet synchronous machine 3 is operated in a known manner from the battery 1, wherein the inverter for converting the single-phase DC voltage from the battery 1 into a three-phase AC voltage for the permanent-magnet synchronous machine 3 provides.
  • the switching device 6 is suitably set so that the connection to the power supply 5 is disconnected and a connection between the inverter 2 and the permanent-magnet synchronous machine 3 is made.
  • a second operating state the regenerative operation, electrical energy from the permanent-magnet synchronous machine 3 is fed back into the battery in a known manner, which usually happens during braking of the vehicle.
  • the switching device 6 is set as well as in the first operating state, i. there is no connection to the network connection 5.
  • a third operating state is in the charging mode.
  • the battery 1 is charged from an external supply network, usually the household network.
  • This state has a changed state of the switching device 6, in which the connection between inverter 2 and permanent-magnet synchronous machine 3 is disconnected. Instead, the inverter 2 is connected to the mains connection 5.
  • the inverter 2 acts as a boost converter. He is controlled so that he is in his DC, i. on the side of the battery 1, a DC voltage of 680 V generated.
  • This DC voltage is advantageous because it is safely above the peak voltage in any power network that has a three-phase has phase voltage of 400V +/- 15%. In such a network, the peak voltage can reach up to
  • the switching device 6 can be used to separate the connection between the permanently excited synchronous machine 3 and the converter 2 if a malfunction occurs, for example, in the converter 2. Such a malfunction is especially problematic when the permanent-magnet synchronous machine 3 is in motion. Since this is usually only to be expected if the vehicle is not simultaneously connected to an external supply network, switching of the switching device 6 usually no connection of the inverter 2 is made with the supply network, the switch then corresponds only to a separation of the connection between the permanent magnet synchronous machine 3 and inverter 2.
  • FIG. 2 shows a second embodiment of the invention.
  • the switching device 7 used here corresponds in structure to the switching device 6, but is arranged differently.
  • the switching device 7 is arranged so that it can now connect the motor windings 4 to the neutral point 8, for example for the engine operating state or the regenerative operating state.
  • the connection of the motor windings 4 to the star point 8 can be separated.
  • the switching device 7 then establishes instead a connection of the three phase lines to the mains connection 5.
  • the motor windings 4 are used for the line factor correction.
  • additional used inductors 9 are omitted or at least smaller inductances can be used.
  • the permanent-magnet synchronous machine 3 is expediently held by a brake, which is not shown in FIG. 2, in order to prevent unintentional movements.
  • the converter 2 is configured to maintain an intermediate circuit voltage of at least 650 V, for example 700 V, and to operate as a step-up adjuster with sinusoidal current consumption.
  • the third embodiment according to the figure 3 corresponds to the structure of the switching device 6 again the first embodiment.
  • a difference from the first embodiment is that in the third embodiment between the inverter 2 and the battery 1 now a DC / DC converter 10 is provided.
  • the converter 2 is configured to maintain an intermediate circuit voltage of at least 650 V, for example 720 V, and to operate as a step-up converter with a sinusoidal current consumption.
  • the intermediate circuit voltage only extends to the DC / DC converter 10. This converts the intermediate circuit voltage into another DC voltage, in the third exemplary embodiment 400 V. This makes it possible to use a battery 1 which has a 400 V DC link voltage is designed.
  • the DC / DC converter 10 thus makes the battery 1 independent of the DC link voltage.
  • the use of the DC / DC converter 10 and the positioning of the switching devices 6, 7, ie the choice of whether the motor windings 4 are to be shared or not, are independent of each other.
  • a DC / DC converter 10 can be used.
  • the structure of the converter 2 corresponds to the interconnection of the elements of a known converter 2, especially a converter 2 for electrically powered vehicles.
  • the semiconductor devices conventionally used for an inverter 2 in an electric vehicle can not withstand voltages of up to 600 V at DC link voltages of up to 400 V. Instead, the semiconductor devices here have a dielectric strength of 1200 V.

Abstract

L’invention concerne un véhicule à propulsion électrique (voiture électrique, mais également véhicule hybride) équipé d’une batterie, d’un circuit convertisseur et d’un moteur électrique, utilisant le circuit convertisseur pour la charge de la batterie à partir du secteur. Le circuit convertisseur est exploité de telle sorte que la tension s’élève à au moins 650 V dans le circuit intermédiaire et de manière à garantir une absorption de courant sinusoïdale.
EP09804016A 2008-12-17 2009-12-09 Agencement de propulsion pour véhicule à propulsion électrique Withdrawn EP2365919A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008063465A DE102008063465A1 (de) 2008-12-17 2008-12-17 Betriebsanordnung für ein elektrisch betriebenes Fahrzeug
PCT/EP2009/066688 WO2010069830A1 (fr) 2008-12-17 2009-12-09 Agencement de propulsion pour véhicule à propulsion électrique

Publications (1)

Publication Number Publication Date
EP2365919A1 true EP2365919A1 (fr) 2011-09-21

Family

ID=41786175

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09804016A Withdrawn EP2365919A1 (fr) 2008-12-17 2009-12-09 Agencement de propulsion pour véhicule à propulsion électrique

Country Status (5)

Country Link
US (1) US20110248563A1 (fr)
EP (1) EP2365919A1 (fr)
CN (1) CN102245423A (fr)
DE (1) DE102008063465A1 (fr)
WO (1) WO2010069830A1 (fr)

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Also Published As

Publication number Publication date
CN102245423A (zh) 2011-11-16
WO2010069830A1 (fr) 2010-06-24
DE102008063465A1 (de) 2010-06-24
US20110248563A1 (en) 2011-10-13

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