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
  • 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
  • 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
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for 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
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
  • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
• • 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
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
  • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
  • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
• • 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
  • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
  • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
  • H02M3/00—Conversion of dc power input into dc power output
  • H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
  • H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
  • H02M3/28—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
  • H02M3/325—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal
  • H02M3/335—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
  • H02M3/33569—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements
  • H02M3/33576—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements having at least one active switching element at the secondary side of an isolation transformer
  • H02M3/33584—Bidirectional converters
• • 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
  • B60L2210/00—Converter types
  • B60L2210/10—DC to DC converters
• • 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
  • B60L2210/00—Converter types
  • B60L2210/30—AC to DC converters
• • 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
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/54—Drive Train control parameters related to batteries
  • B60L2240/547—Voltage
• • 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
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/54—Drive Train control parameters related to batteries
  • B60L2240/549—Current
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N2011/0881—Components of the circuit not provided for by previous groups
  • F02N2011/0888—DC/DC converters
• • 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
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/72—Electric energy management 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
  • 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 present invention relates to a power supply system with dual electric energy storage of an electric or hybrid motor vehicle.
• Motor vehicles with a combustion engine conventionally comprise an on-board electrical network comprising a battery, generally 12 V, intended to supply electrical energy to various equipment, in particular a starter, which is essential for starting the engine. After starting, an alternator coupled to the engine ensures the charging of the battery.
• this machine known as the alternator-starter, was primarily intended to perform the functions formerly dedicated to the alternator and the starter, and, secondarily, to recover the energy when braking, or d 'bring extra power and torque to the engine.
• This architecture therefore consists of an electrical power network connecting the alternator-starter to an electrical energy storage element operating at a voltage greater than 14 V, up to 48 V, and a service electrical network connecting all the others. equipment.
• the adaptation of the voltage levels between the two networks is ensured by a reversible DC / DC converter.
• Such powers could not be obtained while maintaining compact electrical machines that by raising the voltage of the power grid to a voltage, of the order of 60 V, well above the nominal voltage of conventional lead-acid batteries. .
• power networks with voltages up to 120 V can be implemented in an architecture that allows the vehicle to be driven at full speed by the electric motor (so-called “full-hybrid” architecture in English terminology , compared to the previous architecture called “mild-hybrid”).
• Lithium-ion batteries are usually non-optimally used which are subject to severe constraints limiting their reliability and lifetime.
• a bidirectional continuous - DC converter manages the charge / discharge of the two types of storage according to the operating conditions of the vehicle (acceleration, overshoot, regenerative braking ).
• This converter comprises a half-bridge power semiconductor and a self respectively connected to ZnBr batteries and ultracapacities so as to constitute a booster / elevator assembly.
• the present invention aims to overcome this drawback, and to limit the costs of components of a dual-storage power system of an electric or hybrid motor vehicle.
• This system which is intended to be connected to an electrical power network of the vehicle, is of the type of those known per se comprising a first electrical energy store, having a first mass energy, a first mass power and a first voltage. operation, and a second storer of electrical energy, having a second mass energy lower than the first mass energy, a second mass power greater than the first mass power, and a second operating voltage greater than the first operating voltage.
• the first and second electrical energy storage units are electrically coupled by a bidirectional DC / DC converter controlled according to the operating states of the vehicle.
• the dual storage power system of an electric or hybrid motor vehicle according to the invention is remarkable in that the DC / DC converter comprises a floating capacitor connected in series between the first and second electrical energy storage devices.
• the DC-DC converter further advantageously comprises a first H-bridge formed by first semiconductor switching elements. conductor connected in parallel to the floating capacitor via first filter elements and coupled by a transformer to a second H-bridge formed by second semiconductor switching elements connected in parallel with the first electrical energy store via second filter element.
• This DC-DC converter is, on the one hand, able to transfer first charges from the first electrical energy store to the second electric energy store when the first H bridge operates as a rectifier and the second H bridge. operates in an inverter, and, secondly, able to transfer second charges from the second storer of electrical energy to the first storer of electrical energy when the first H-bridge operates inverter and the second H-bridge operates in rectifier.
• the dual electrical energy storage power supply system of an electric or hybrid motor vehicle further comprises a charger adapted to be connected to an electrical distribution network.
• This charger comprises a third H-bridge formed by third semiconductor switching elements operating as an inverter and constituting, being coupled by the transformer of the DC-DC converter to the second H-bridge operating as a rectifier, a switching power supply capable of to charge the first storer of electrical energy from the electrical distribution network.
• This charger advantageously comprises a power factor correction element.
• the first, second and third H-bridges operate in a zero voltage switching regime or in a regime zero-current switching.
• the second semiconductor switching elements are advantageously of the IGBT type.
• the first and third semiconductor switching elements are preferably of the MOSFET type, as well as alternatively to the IGBT type, the second semiconductor switching elements.
• the first semiconductor switching elements have a first operating voltage of the order of a maximum voltage difference between the first operating voltage of the first electrical energy store and the second operating voltage of the second storage of electrical energy.
• the first filter elements are also advantageously constituted by a choke and a capacitor having a second operating voltage of the order of this maximum voltage difference.
• an electric or hybrid motor vehicle will therefore be very advantageously provided with the electric dual energy storage power supply system described above.
• Figure 1 is a circuit diagram of a dual power storage system of electrical energy of an electric or hybrid motor vehicle known from the state of the art.
• Figure 2 is a circuit diagram of a dual power storage system of electrical energy of an electric or hybrid motor vehicle according to the invention.
• Figure 3 is a circuit diagram of a variant of a power supply system with dual energy storage of an electric or hybrid motor vehicle according to the invention comprising a charger. DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION
• Figure 1 shows schematically a first energy store electrical connector 2 electrically coupled to a second electric energy store 3 by a bidirectional DC - DC converter 4.
• the assembly 1 is intended to be connected to a power network 5 of the vehicle, but that of the first and second storage units 2, 3 capable of supplying the power network 5 with the highest instantaneous power is generally directly connected to this network 5.
• the first storer 2 is considered to be one capable of supplying a lot of energy, but having only a low power
• This first storer 2 is for example composed of several ZnBr cells, as described in the article cited above, or more commonly by Li-lon cells.
• ZnBr batteries have a mass energy of between 30 and 50 W / kg, while Li-lon batteries have a better mass energy of 75 to 200 W / kg, but are more expensive for large capacities.
• Li-Ion batteries between 150 and 315 W / kg, is most often insufficient for electric or hybrid vehicle applications.
• an electric city car, a compact car with "REX" (Range EXtender) autonomy, a van with REX or a light utility have in common the fact of have an energy of 15 to 20 kW.h thanks to a relatively small battery.
• this battery is completely unable to provide, or absorb, a power of 150 kW that intervenes in a phase of acceleration, regenerative braking or fast charge.
• This power level is provided by the second electrical energy store 3, usually consisting of a set of ultracapacities of EDLC type (acronym for "Electric Double Layer Capacitor", that is to say “capacity electrical double layer ”) grouped in series and in parallel.
• EDLC Electronic Double Layer Capacitor
• the mass energy of an ultracapacity is low, between 2.5 and 15 W.h / kg, but its mass power can reach 5 kW / kg.
• the bidirectional continuous-DC converter 4 by managing the transfer of charges between the first storer 2 and the second storer 3, makes it possible to respond to all the requirements of the power network 5 according to the operating states of the vehicle, as is clearly indicated in FIG. 1 for an electric vehicle:
• the electrical energy 6 supplying the electric motor is supplied to the power network 5 from the first storer 2 by means of the DC-DC converter 4;
• the power 8 is absorbed by the second electric energy store 3 and the recovered energy 9 is transferred to the first electric energy store 2 by means of the DC-DC converter 4.
• This DC-DC converter 4 comprises a half semiconductor bridge of power 10 in parallel on a capacitor 1 1, and an inductor 12 connected respectively to the first storer 2 and the second storer 3 so as to constitute a booster / deflator assembly of a classic type.
• the active and passive electronic components 10, 11, 12, of this DC / DC converter 4 are subjected to a first voltage Ue of the first storage device or to a second voltage Up of the second storage unit 3.
• first and second voltages Ue, Up can reach several hundred volts, while the intensities that circulate can reach several hundred amperes; As a result, the switched powers may require the implementation of expensive semiconductors.
• the DC-DC converter 4 is not subjected to all of the second voltage Up, which is assumed to be the highest, but only to the difference Ucc between the second voltage Up and the first voltage. voltage Ue, or, at most, at the first voltage Ue.
• the DC-DC converter 4 comprises a floating capacitor 14 connected in turn. series between the first electric energy store 2 and the second electric energy store 3.
• a first H-bridge 15, formed by first semiconductor switching elements 16, is connected in parallel to the floating capacitor 14 via first filtering elements 17. It is coupled by a transformer 18 to a second H-bridge 19, formed by second semiconductor switching elements 20, which is connected in parallel with the first electrical energy store 2 via second filter element 21.
• the DC-DC converter 4 transfers first charges 6 from the first electrical energy store 2 to the second electrical energy store. 3 and on the power grid 5.
• This first mode of operation corresponds to a first state of operation of the vehicle where the electric motor of the vehicle is powered by the power supply system for rolling at a constant speed.
• the DC-DC converter 4 transfers second charges 8 from the second electrical energy store 3 and the power grid 5 to the first storer of electrical energy 2.
• This second mode of operation corresponds to a second state of operation of the vehicle, during a regenerative braking phase, during which the power supplied by the power network 5 is absorbed by the second electric energy store 3 and the recovered energy transferred to the first storer of electrical energy 2.
• the electric power storage system with dual electric energy storage devices 1 of an electric or hybrid motor vehicle further comprises a charger 22 able to be connected to a network.
• This charger comprises a third H-bridge 24 formed by third semiconductor switching elements 25 operating inverter and constituting, being coupled by the transformer of the DC-DC converter 4 to the second H-bridge 19 operating as a rectifier, a switching power supply 19, 24 able to charge the first storer of electrical energy 2 from the electrical distribution network 23.
• This switched-mode power supply 19, 24 is entirely static and implements the modern techniques of operation in zero voltage switching mode (ZVS, acronym for "Zero Voltage Switching” in English terminology) on the side of the distribution network 23 and in zero current regime (ZCS, acronym for "Zero Current Switching” in English terminology) on the side of the first electrical energy store 2.
• ZVS Zero voltage switching mode
• ZCS Zero Current Switching
• This charger 22 also advantageously comprises a power factor correction element 26, preferably single-phase, taking into account the intended target of users.
• the second semiconductor switching elements 20 are advantageously of the IGBT type (acronym for "Insolated Gate Bipolar Transistor” in English terminology, that is to say “transistor This type is preferred to semiconductors of the MOSFET type (acronym for "Metal Oxide Semiconductor Field Effect Transistor” in English terminology, ie “Semiconductor Field Effect Transistor”). Because it has a lower input capacitance than that of a MOSFET
• the first and third semiconductor switching elements 16, 25 are preferably of the MOSFET type, as well as alternatively to the type IGBT, the second semiconductor switching elements 20.
• the operating voltage of the first semiconductor switching elements 16 need not satisfy the constraints imposed by the high voltages of the first semiconductor switching elements.
• the first electrical energy store 2 and the second electric energy store 3 are alternately of the same technology, for example Li-Ion.
• the first electrical energy store 2 works at first operating points allowing charging / discharging cycles. ranging from 5 to 95% of the nominal capacity, while the second storer 3 works at second operating points favoring the peak current but at the expense of a load reduced to 40 - 60% of the nominal capacity.
• first, second and third semiconductor switching elements 16, 20, 25 mentioned are also not limiting. Those skilled in the art will implement other types as necessary, especially in view of the power and the required operating voltages.

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• 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)

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• 2012
  • 2012-10-31 FR FR1260411A patent/FR2997583B1/fr not_active Expired - Fee Related
• 2013
  • 2013-10-29 CN CN201380048887.5A patent/CN104641544A/zh active Pending
  • 2013-10-29 EP EP13801622.5A patent/EP2915242A2/fr not_active Withdrawn
  • 2013-10-29 JP JP2015538547A patent/JP2015534446A/ja active Pending
  • 2013-10-29 US US14/438,048 patent/US9718376B2/en active Active
  • 2013-10-29 KR KR1020157011514A patent/KR20150080917A/ko not_active Application Discontinuation
  • 2013-10-29 WO PCT/FR2013/052587 patent/WO2014068245A2/fr active Application Filing

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