EP2663465A2 - Régulation de tension dans un véhicule hybride - Google Patents
Régulation de tension dans un véhicule hybrideInfo
- Publication number
- EP2663465A2 EP2663465A2 EP12702591.4A EP12702591A EP2663465A2 EP 2663465 A2 EP2663465 A2 EP 2663465A2 EP 12702591 A EP12702591 A EP 12702591A EP 2663465 A2 EP2663465 A2 EP 2663465A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- supercapacitor
- voltage
- vehicle
- bus
- current
- 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- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C5/00—Locomotives or motor railcars with IC engines or gas turbines
-
- 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
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
-
- 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
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
-
- 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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/16—Dynamic electric regenerative braking for vehicles comprising converters between the power source and the motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
- B61C17/06—Power storing devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C7/00—Other locomotives or motor railcars characterised by the type of motive power plant used; Locomotives or motor railcars with two or more different kinds or types of motive power
- B61C7/04—Locomotives or motor railcars with two or more different kinds or types of engines, e.g. steam and IC engines
-
- 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
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail 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
- Y02T10/70—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
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Definitions
- the present invention relates to a vehicle comprising a plurality of on-board electrical power sources and connected by a voltage bus. It also relates to a method of regulating the voltage of the voltage bus.
- the invention is particularly interested in the field of rail transport, particularly in the field of hybrid railway vehicles.
- the first architecture is based on electric locomotives and the second architecture is based on diesel locomotives.
- energy is distributed by sampling on a catenary through pantographs, transformers (in the case of alternative networks) and converters.
- energy is produced on site by a generator associated with a heat engine.
- 15 architectures have a common part consisting of traction motors and auxiliaries.
- a hybrid railway vehicle conventionally comprises a plurality of sources and consumers of electrical energy on board and connected by a voltage bus.
- the sources of electrical energy generally include
- the voltage bus connecting the sources of electrical energy is generally defined in a range of operating voltage.
- overvoltages and under-voltages may occur during the connection and / or disconnection of at least one consumer while the energy sources are supplying the voltage bus called transient operating of the machine. It is important to limit the occurrence of these overvoltages and undervoltage.
- a conventional solution for imitating surges is to connect a consumer to the bus. This consumer is often in the form of a resistive block loss Joule effect.
- the present invention aims to improve the situation.
- the invention firstly relates to a vehicle comprising a plurality of on-board electrical power sources and connected by a voltage bus, said vehicle further comprising means for regulating the bus voltage, characterized in that the regulating means comprise at
- At least one supercapacitor comprises at least one of said plurality of sources, said supercapacitor being one of the plurality of sources.
- the regulation means comprise a device for correcting the bus voltage.
- This correction device comprises a first integral proportional corrector. Such a corrector allows indeed a high accuracy of the regulation.
- the first integral proportional corrector makes it possible to impose a bus voltage satisfying the achievement of the equilibrium of the currents entering and leaving the bus since the sum of these currents must be zero (law of the nodes or law of Kirchhoff).
- the bus voltage setpoint thus determined is assigned to the supercapacitor.
- the regulation means also comprise means for controlling the charge level of the supercapacitor
- the level or charge rate of a supercapacitor is defined as the percentage of the current load relative to the maximum load expected in the supercapacitor. Control of this level of charge ensures that the supercapacitor can at any time supply or absorb current from the voltage bus.
- the charge level control means of the supercapacitor comprise a second integral proportional corrector, in particular distinct from the first integral proportional corrector.
- the second integral proportional corrector reacts slowly, its action being realized over durations ranging from one second to several tens of seconds.
- the plurality of on-board electrical energy sources comprises a generator.
- This generating set comprising an internal combustion engine, in particular diesel, produces the energy required for the traction and supply of the vehicle auxiliaries.
- the bus voltage is regulated to be between 520 and 600 V, preferably to be equal to 540 V.
- the invention also relates to a method for regulating the voltage of a voltage bus connecting a plurality of electrical energy sources 30 mounted on a vehicle, said plurality of sources comprising at least one supercapacitor and a generator. characterized in that it comprises the steps of: -definition of a current setpoint at the output of the generator;
- this process comprises the steps of:
- FIG. 1 is a diagram illustrating the structure of a vehicle according to one embodiment of the invention.
- FIG. 2 is a diagram illustrating the means for regulating the voltage of the vehicle voltage bus of FIG. 1 according to one embodiment of the invention
- FIG. 3 is a diagram illustrating the structure and operation of the voltage correction device according to one embodiment of the invention.
- FIG. 4 is a diagram illustrating the structure and operation of the charge level control means of the supercapacitor according to one embodiment of the invention.
- FIG. 1 illustrates a vehicle 2 of hybrid type, such a vehicle being advantageously a railway vehicle.
- the vehicle 2 is provided with traction motors 4 for driving the vehicle.
- These motors 4 consume electrical energy produced by a plurality of electrical sources on board the vehicle 2.
- These onboard sources produce energy on board the vehicle 2.
- these sources comprise a generator 6, a battery pack 8 and a block of supercapacitors 10.
- the generator 6 comprises in particular a diesel internal combustion engine providing a power equal to 230 kW, for example. It is the main source of electrical energy.
- this main source may comprise a fuel cell, or a combination of a generator with a fuel cell.
- the battery pack 8 preferably comprises Ni-Cd batteries (cadmium-nickel), which allows them to be charged quickly.
- the battery pack 8 comprises 12 modules of 48 battery cell elements.
- the supercapacitor block 10 includes a plurality of supercapacitors, for example 200 5000 F / 2.5V supercapacitors connected in series. The total capacitance of the block of supercapacitors is then equal, in this example to 25 F.
- the vehicle 2 also comprises a set of auxiliaries 12 which include, in particular, a tractio n 4, an air compressor for operating the vehicle brakes 2, and a charger of battery coupled to an electric accumulator supplying energy to a low voltage circuit (72 V) of the vehicle 2.
- auxiliaries 12 include, in particular, a tractio n 4, an air compressor for operating the vehicle brakes 2, and a charger of battery coupled to an electric accumulator supplying energy to a low voltage circuit (72 V) of the vehicle 2.
- the set of electric energy sources ie, the electric generator 6, the battery pack 8 and the supercapacitor block 10, and the consumers of electrical energy, that is, traction motors 4 and 12, are connected together via a high voltage bus 14, otherwise called power bus.
- the electric power sources 6, 8, 10 are further connected to a CAN bus 16, otherwise called a control bus, to which a calculator 18 is connected.
- the main function of the computer 18 is to distribute optimally the energy supplied from the available energy sources to the consumers and the energy supplied by the generator 6 to the battery pack 8 and the supercapacitor block 10.
- the computer 18 operates so that:
- the generator 6 supplies the energy corresponding to the average regime required for the mission, that is to say the continuous component of the energy;
- the battery pack 8 provides the energy relative to the solicitations whose duration is long in addition to the generator 6, that is to say the energy 15 at low frequencies;
- the block of supercapacitors 10 supplies the energy corresponding to the power demands of short durations and whose activation is very fast, that is to say the energy at high frequencies.
- the generator 6 In the vehicle 2, the generator 6 is not able to regulate its output current. The current delivered by the generator 6 is therefore directly dependent on the voltage of the voltage bus 14.
- the present invention aims to regulate the voltage of the voltage bus 14 and thereby control the current produced by the generator 6.
- FIG. 2 illustrates the use of the supercapacitor block 10 as a means of regulating the voltage bus 14 in accordance with the invention. This figure only shows the generator 6, the voltage bus 14 and the block of supercapacitors 10.
- ge means the current delivered by the generator 6, which is the current delivered or absorbed by the block of supercapacitors 10 and 1 x denotes the current delivered and / or consumed by the other energy sources and / or consumers connected to the voltage bus 14.
- the average current sca p delivered by the block of supercapacitors 10 must remain zero over a relatively long time, of the order of a few minutes, in order to avoid the complete charge of the supercapacitors or, conversely, their complete discharge.
- the objective is to maintain the charge of the supercapacitors at a constant average level, equal to 50% of the maximum load, for example, to allow them to absorb the energy of overvoltages or to restore energy during brownouts. .
- Generator 6 produces a voltage comparable to that of a three-phase alternating network industrial type 20. This voltage is supplied to the voltage bus 14 through a rectifier 22, in particular unmanned, simple to implement.
- the generator set 6 delivers an industrial-type AC voltage of 400 volts between phases so that the voltage of the bus 14 corresponds to the 400 V rectified double-wave voltage, ie 540 V DC at rated power, equal to 230kW in our example.
- the bus voltage 14 is regulated by the supercapacitor block
- 10 to be preferably between 520 V and 590 V and ideally equal to 540 V at rated power.
- the block of supercapacitors 1 0 is connected to the bus 1 4 through a static converter 24 for controlling the charging current 25 and discharging supercapacitors.
- This static converter 24 also makes it possible to impose, by its operation as a step-down or step-up chopper, the voltage on the bus 14 according to a set voltage U C ons assigned to it.
- the means for regulating the voltage of the bus 14 comprise a correction device implementing a first proportional integral corrector.
- the correction device 30 comprises means for comparing 32 a current setpoint ⁇ ⁇ 8 and the current I ge measured at the output of the generator 6, using a current sensor for example.
- the cons ig not currently informed of the output dug rou pe ns generating the CO 5 is previously set according to the desired current output from the generator 6 and needed to satisfy the needs of the m ission to perform, for traction, the supply auxiliaries and charging batteries, for example.
- the comparison means 32 output an error value En ge which is supplied to the first integral proportional corrector 34.
- the first integral proportional corrector 34 conducts the main source of electrical energy, that is to say the generator 6 in the described embodiment, to its desired operating point in a few seconds, especially in 10 seconds. maximum.
- the result obtained at the output of the first integral proportional corrector 34 is then limited in its amplitude through a clipper 36.
- the means for regulating the voltage of the bus 14 also comprise a device for controlling the charge level of the block of supercapacitors 10 in order to guarantee that the block of supercapacitors 10 can at any time supply or absorb current of the voltage bus 14.
- FIG. 4 illustrates this control device 40.
- the control device 40 comprises means 42 for comparing a charge level setpoint of the supercapacitor block SOC.sub.1 and the charge level of the supercapacitor block SOC 2 measured from a measurement of voltage across the terminal block.
- the charge level setpoint SOC1 supercapacitor block is previously defined so that the block of supercapacitors 10 can at any time supply or absorb current of the voltage bus 14. This charge level setpoint is for example set at 50% of the maximum load expected in the block of supercapacitors 10.
- the comparison means 42 output an Er S oc error value, which is supplied to a second integral proportional corrector 44.
- the second integral proportional corrector 44 is chosen very slowly in order to allow the load or the discharge of the supercapacitor block 10 to drift slowly without reaching the complete charge or the complete discharge and without causing sudden variations in the equilibrium of the voltage bus 14 under trouble creating unwanted surges.
- I the current that charges or discharges the supercapacitor
- t the duration of the charge or discharge.
- the result obtained at the output of the second integral proportional corrector 44 is then limited in amplitude through a limiter 46.
- the result then obtained at the output of the control device 40 is a current of imbalance of the -
- This equation is used by the computer 18 which controls the electric sources in order to have:
- the imbalance current I of s is neither consumed nor produced by any block since it is introduced only in calculations. This small imbalance of current has the effect of raising or lowering the bus voltage 14. Since the voltage of the bus 14 is regulated by the supercapacitors block 1 0 co mmed é critc i above, the supercapacitors block 10 supplies or absorbs this current imbalance l - Thus, the block Supercapacitors 10 will charge or discharge depending on the sign of the Ides unbalance current. The regulation of the bus voltage 14 using the block of supercapacitors 10 and the correction and control devices of FIGS. no return of energy absorbed during overvoltages during undervoltage. In addition, the use of supercapacitors 10 is very stabilizing because it generates very little ripple or resonance.
- the capacitor block described comprises 200 5000F / 2.5 V supercapacitors, the total resulting capacitance being 25F.
- the supercapacitor block comprises several modules connected in parallel with 200 5000F / 2.5V supercapacitors each.
- the total resulting capacity is then 100 F.
- supercapacitors of different capacity for example 2600F or 9000F.
- the object of the invention is a vehicle. More restrictively, such an object is a land vehicle, including a eng eng rail or automotive ve ve icule.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1150290A FR2970442B1 (fr) | 2011-01-13 | 2011-01-13 | Regulation de tension dans un engin ferroviaire hybride |
PCT/FR2012/050042 WO2012095595A2 (fr) | 2011-01-13 | 2012-01-06 | Régulation de tension dans un véhicule hybride |
Publications (1)
Publication Number | Publication Date |
---|---|
EP2663465A2 true EP2663465A2 (fr) | 2013-11-20 |
Family
ID=45563431
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP12702591.4A Withdrawn EP2663465A2 (fr) | 2011-01-13 | 2012-01-06 | Régulation de tension dans un véhicule hybride |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP2663465A2 (fr) |
FR (1) | FR2970442B1 (fr) |
WO (1) | WO2012095595A2 (fr) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5876939B2 (ja) * | 2012-11-07 | 2016-03-02 | ボルボトラックコーポレーション | 電源装置 |
CN104386070A (zh) * | 2014-11-26 | 2015-03-04 | 北京首钢国际工程技术有限公司 | 采用超级电容供电的钢卷运输车 |
CN106740916A (zh) * | 2017-01-05 | 2017-05-31 | 北京首钢国际工程技术有限公司 | 一种可主动转向的自行驶钢卷运输车 |
CN107618379B (zh) * | 2017-09-20 | 2021-04-02 | 株洲时代电子技术有限公司 | 一种铁路工程机械混合动力源切换控制方法 |
CN110363447B (zh) * | 2019-07-24 | 2022-03-29 | 南京南瑞继保工程技术有限公司 | 一种城市轨道交通线网级电力调度系统 |
CN112977162B (zh) * | 2021-04-25 | 2021-07-23 | 国网江苏综合能源服务有限公司 | 一种工矿企业电动轨道机车系统的控制方法 |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1810861A1 (fr) * | 2006-01-18 | 2007-07-25 | General Electric Company | Système de propulsion de véhicule |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH06113407A (ja) * | 1992-09-29 | 1994-04-22 | Isuzu Motors Ltd | 車両用エネルギー回生システムの電源装置 |
US6591758B2 (en) * | 2001-03-27 | 2003-07-15 | General Electric Company | Hybrid energy locomotive electrical power storage system |
JP2003199203A (ja) * | 2001-12-25 | 2003-07-11 | Toshiba Corp | 回生エネルギー蓄積装置の保護方法及び回生エネルギー蓄積装置 |
DE102007046275A1 (de) * | 2007-09-27 | 2009-04-16 | Siemens Ag | Elektrisches Antriebssystem |
-
2011
- 2011-01-13 FR FR1150290A patent/FR2970442B1/fr active Active
-
2012
- 2012-01-06 WO PCT/FR2012/050042 patent/WO2012095595A2/fr active Application Filing
- 2012-01-06 EP EP12702591.4A patent/EP2663465A2/fr not_active Withdrawn
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1810861A1 (fr) * | 2006-01-18 | 2007-07-25 | General Electric Company | Système de propulsion de véhicule |
Also Published As
Publication number | Publication date |
---|---|
FR2970442B1 (fr) | 2014-08-22 |
WO2012095595A3 (fr) | 2013-03-28 |
WO2012095595A2 (fr) | 2012-07-19 |
FR2970442A1 (fr) | 2012-07-20 |
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