EP2988968A2 - Architecture electronique pour la commande d'un convertisseur de tension continu/alternatif - Google Patents

Architecture electronique pour la commande d'un convertisseur de tension continu/alternatif

Info

Publication number
EP2988968A2
EP2988968A2 EP14729390.6A EP14729390A EP2988968A2 EP 2988968 A2 EP2988968 A2 EP 2988968A2 EP 14729390 A EP14729390 A EP 14729390A EP 2988968 A2 EP2988968 A2 EP 2988968A2
Authority
EP
European Patent Office
Prior art keywords
control unit
bridge
main control
architecture
switching cells
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Withdrawn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
EP14729390.6A
Other languages
German (de)
English (en)
French (fr)
Inventor
Guillaume Caubert
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.)
Valeo Systemes de Controle Moteur SAS
Original Assignee
Valeo Systemes de Controle Moteur 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 Valeo Systemes de Controle Moteur SAS filed Critical Valeo Systemes de Controle Moteur SAS
Publication of EP2988968A2 publication Critical patent/EP2988968A2/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Withdrawn legal-status Critical Current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
    • B60L53/10—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
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • 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
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    • 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
    • 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
    • B60L58/21—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 the same nominal 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
    • 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
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F1/00—Details not covered by groups G06F3/00 - G06F13/00 and G06F21/00
    • G06F1/26—Power supply means, e.g. regulation thereof
    • G06F1/28—Supervision thereof, e.g. detecting power-supply failure by out of limits supervision
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F1/00—Details not covered by groups G06F3/00 - G06F13/00 and G06F21/00
    • G06F1/26—Power supply means, e.g. regulation thereof
    • G06F1/30—Means for acting in the event of power-supply failure or interruption, e.g. power-supply fluctuations
    • 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
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • H02M7/53871—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current
    • H02M7/53873—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current with digital control
    • 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
    • B60L2210/40—DC to AC 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
    • B60L2210/40—DC to AC converters
    • B60L2210/42—Voltage source inverters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • 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
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/525—Temperature of converter or components thereof
    • 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
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0003—Details of control, feedback or regulation circuits
    • H02M1/0012—Control circuits using digital or numerical techniques
    • 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
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
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    • 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
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    • 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
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    • 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
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    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to an electronic architecture for controlling a DC / AC voltage converter.
  • a DC / AC voltage converter is called an "inverter” when it is controlled to transform a DC voltage into an AC voltage and “rectifier” when it is controlled to transform an AC voltage into a DC voltage.
  • This architecture can be embedded in an electric or hybrid vehicle, and be used to control the conversion of the supply voltage supplied by an electrical network into a DC voltage supplying an electrical energy storage unit in order to charge the latter.
  • the architecture can be used to control the conversion of the DC voltage supplied by this electrical energy storage unit into an alternating voltage supplying the stator of an electric machine for propelling the vehicle or an alternating voltage transferred to the vehicle. electrical network.
  • the invention meets this need according to one of its aspects, using an electronic architecture for controlling a DC / AC voltage converter, said
  • each arm comprising two controllable switching cells, in series and separated by a midpoint, the arms being paired according to H-bridges,
  • the architecture comprising:
  • a main control unit configured to communicate through a potential barrier with a remote control unit
  • each secondary control unit being dedicated to the control of a respective H-bridge, and comprising: a unit for processing the information received from the main control unit, and
  • control unit for controllable switching cells of said H bridge, said control unit being configured to modify the state of all or part of said switching cells of said H bridge at least on the basis of information received from the corresponding processing unit.
  • an anomaly affecting the main control unit does not prevent the control of the switching cells of the H bridges since secondary control units are provided for each bridge in H.
  • an anomaly affecting a secondary control unit does not prevent the control of at least the H-bridge switching cells to which the other secondary control units are dedicated. The latter can thus control their H-bridge, for example on the basis of information transmitted from the main control unit.
  • Each of the above units forms a separate physical component, i.e., all the secondary control units can be physically separate from each other and also separate from the main control unit.
  • control units are commonly called "drivers”.
  • the main control unit may be configured to transmit to each secondary control unit information from the remote control unit.
  • the main control unit is then interposed between the secondary control units and the remote control unit.
  • the remote control unit, the main control unit and the processing units of the secondary control units comprise integrated circuits.
  • These integrated circuits may be digital or analog integrated circuits.
  • the remote control unit comprises at least one microcontroller
  • the main control unit is a first programmable logic circuit (FPGA) and each processing unit of a secondary control unit is a second programmable logic circuit.
  • FPGA programmable logic circuit
  • Each secondary control unit may include a dedicated power source and a dedicated clock.
  • Each secondary control unit may moreover comprise a management module for the reset of the power supply ("power on reset"). This module can guarantee the end of the reset when the secondary control unit is properly powered. In this way, each secondary control unit can operate independently, without being affected by any anomaly intervening on another clock or on another source of electrical power from another secondary control unit or the main control unit, for example.
  • the architecture may further include a power source and a clock dedicated to the main control unit.
  • the power supply can also be dedicated to the main control unit. In this way, the main control unit can operate autonomously, similar to what has been indicated above.
  • Each processing unit of a secondary control unit and the main control unit can be connected by a link configured to allow:
  • the data passing through this link can be directly cyclic report values generated by the main control unit.
  • these data passing through said link enable the processing unit to generate the duty cycle values which will then be applied by the control unit to the controllable switching cells of the respective H bridge.
  • the processing by the data processing unit transiting through this link can detect an anomaly affecting the main control unit, for example an anomaly affecting the power supply of this main control unit or an anomaly affecting the unit master control itself.
  • Each secondary control unit may comprise a link configured to allow communication between the processing unit and the control unit of said secondary control unit.
  • the set values to be applied to control the switching cells of each H bridge can thus be conveyed by this link from the processing unit to the control unit in order to modify the state of all or part of the switching cells. of the respective H-bridge.
  • a switching signal of the power supply of the control unit can also be routed to the control unit by this link.
  • Each control unit and the main control unit can be connected by a link configured to allow each control unit to send to the main control unit values representative of the command applied by said control unit to all or part of the switching cells of the respective H-bridge. Thanks to this connection, the control unit The principal can monitor the command applied by each secondary control unit and detect an anomaly affecting one or more secondary control units.
  • These representative values may or may not be the duty cycle values applied by the control unit to the switching cells of the respective H-bridge.
  • the architecture may include a device for acquiring at least one electrical or thermal quantity in the DC / AC voltage converter. This is for example the voltage on the continuous interface of the DC / AC voltage converter or each current flowing in an arm of the DC / AC voltage converter. It may be an alternative or a combination of the temperature measured in the middle of each bridge in H.
  • the device When the DC / AC voltage converter is electrically connected to a stator or rotor electric winding of an electric machine, the device
  • the acquisition method can also perform measurements of at least one mechanical quantity associated with the electrical machine, for example the speed of the rotor of the machine or the torque applied to the rotor.
  • the architecture may then include a link enabling the measurement acquisition device to send the one or more quantities to the main control unit.
  • the main control unit can process these measurements and use them to develop the command that will be applied by the secondary control units to all or part of the switching cells of their respective H-bridge. Alternatively, the main control unit may transmit these measurements to the remote control unit which will develop said control and transmit it to the main control unit.
  • low voltage means voltages less than or equal to 12 V and “high voltage” means voltages greater than or equal to 60 V.
  • the architecture may include the remote control unit.
  • the remote control unit is preferably in a low-voltage environment while the main control unit and the secondary control units are preferably in a high-voltage environment, these two environments being separated by the potential barrier.
  • the latter is for example made using a galvanic isolation, for example via a transformer or one or more opto-couplers.
  • an anomaly in the high-voltage environment that would affect the main control unit or any of the secondary control units does not preclude an auxiliary control from being applied to all or some of the H. bridges.
  • the main control unit In its communication with the remote control unit, the main control unit is preferably master, the remote control unit then being slave.
  • Master control unit is master means that it initiates the initiation of communication with the remote control unit via the link crossing the potential barrier.
  • the main control unit and the secondary control units may continue to operate and control the voltage converter switch cells
  • the link allowing communication between the remote control unit and the main control unit may be a synchronous full duplex serial link. It can be a Serial Peripheral Interface (SPI) type link.
  • SPI Serial Peripheral Interface
  • Each switching cell can be realized using a bidirectional current switch, for example a field effect transistor or an IGBT type transistor with an antiparallel mounted diode. It may alternatively be bipolar transistors.
  • the architecture can be configured to allow only the control of the DC / AC voltage converter.
  • the latter can be part of an electrical circuit comprising an electrical energy storage unit and a stator or rotor electric winding of an electric machine.
  • This electrical circuit may be devoid of a DC / DC voltage converter interposed between the electrical energy storage unit and the DC / AC voltage converter, the DC interface of the DC / AC voltage converter can then be connected to the terminals. of the electrical energy storage unit.
  • the architecture may be configured to further control a DC / DC voltage converter electrically connected to the DC / AC voltage converter.
  • a DC / DC voltage converter can make it possible to adapt the value of the voltage on the DC interface of the DC / AC voltage converter to the value of the voltage at the terminals of the electrical energy storage unit.
  • the DC / DC voltage converter may comprise a plurality of interleaved branches, each branch comprising: an arm extending between two terminals defining the low-voltage interface and comprising two controllable switching cells, in series and separated by a mid-point,
  • the number of branches being even and the branches being matched, the coil of one branch of a pair being in magnetic coupling with the coil of the other branch of said pair,
  • the architecture comprising for each pair of branches a control unit configured to modify the state of all or part of said controllable switching cells of said pair of branches.
  • This embodiment in several branches interleaved DC / DC voltage converter can better distribute the power between the different branches, and thus extend the life of the switching cells of this converter.
  • the switching cells of the DC / DC voltage converter can be obtained or not by means of bidirectional current switches. These switching cells are for example structurally identical to those of the DC / AC voltage converter.
  • the main control unit may be configured for, in addition to communicating with the secondary control units to control the H bridges of the DC / AC voltage converter, communicating with each driving unit associated with a respective pair of branches for control the DC / DC voltage converter.
  • a second main control unit for example similarly to the other main control unit, may be provided and dedicated to the control of the DC / DC voltage converter.
  • This second main control unit can be configured to communicate with the remote control unit through another potential barrier, for example via another synchronous full duplex serial link such as a SPI® type link.
  • This second main control unit can then communicate with each control unit associated with a pair of branches to control the DC / DC voltage converter.
  • the subject of the invention is also a set comprising: the architecture defined above, and
  • the DC / AC voltage converter may be part of an electrical circuit comprising an electrical energy storage unit and an electric machine stator electric winding.
  • the electrical machine is for example a synchronous machine, in particular with permanent magnets.
  • the electric winding of the stator can be polyphase, in particular three-phase. Each phase of the stator electrical winding can extend between the two midpoints of an H bridge of the DC / AC voltage converter, as disclosed, for example, in the application WO 2010/057893, the content of which is incorporated in the present invention. this request.
  • the DC / AC voltage converter can be used to convert the voltage across the power storage unit into an AC voltage supplying the stator electrical winding.
  • an anomaly affecting the control of a phase of the electric stator winding of the electrical machine that is to say an anomaly affecting the H bridge dedicated to said phase or the secondary control unit dedicated to said respective H-bridge does not prevent the continuation of the propulsion by the engine of the vehicle or the continuation of the charge of the electrical energy storage unit, when this charging operation reuses the electric stator winding of the electric machine.
  • a DC / DC voltage converter can be interposed between the power storage unit and the DC / AC voltage converter.
  • the electrical circuit may comprise a power supply line capable of being connected via a connector to an external electrical network, the supply line comprising a number of conductors equal to the number of phases of the stator electrical winding and each conductor having a end connected to an intermediate point of a phase of the electric stator winding.
  • the intermediate point of said phase may be a midpoint.
  • the electricity grid can be an industrial grid managed by an operator. This is for example an electrical network providing a voltage at a frequency of 50 Hz or 60 Hz.
  • It may be a single-phase network providing a voltage of between 120 V and 240 V or a polyphase network, for example three-phase, especially a three-phase network providing a voltage between 208 V and 416 V.
  • the invention further relates, in another of its aspects, to a method for controlling a DC / AC voltage converter using an architecture as defined above, in which:
  • each secondary control unit applies, via its control unit, reference values to all or some of the switching cells of the respective H-bridge, these setpoint values being developed on the basis of routed information. to the processing unit from the remote control unit and / or from the main control unit, and
  • all or part of the secondary control units apply via their control unit set values to all or part of the control cells. switching their respective H-bridge so as to short-circuit the two mid-points of said H-bridge.
  • the architecture interacts, for example, with the above electrical circuit comprising an electric stator winding, each phase of which extends between the two middle points of an H-bridge.
  • the auxiliary control can then make it possible to short-circuit each phase of the stator electrical winding or at least the majority of said phases. In the case where the electric winding of the stator is three-phase, at least two phases of this winding can then be short-circuited when the auxiliary control is applied.
  • This auxiliary command can be applied in case of anomaly affecting the architecture or in the circuit and avoid a motor packaging or inadvertent braking of the electric machine and a too high elevation of the electromotive forces induced in the phases of the electric stator winding.
  • the transition from the normal operating mode to the auxiliary operating mode can be carried out when an anomaly is detected affecting the main control unit and / or the remote control unit, each secondary control unit then imposing on all or part of the switching cells of the H-bridge respective setpoints for shorting the two midpoints of said bridge H.
  • each phase of the electric winding of the stator can be put in short. circuit to avoid the dangers mentioned above.
  • the transition from the normal operating mode to the auxiliary operating mode can take place when an anomaly affecting at least one secondary control unit is detected, the main control unit then imposing at least on the other control units secondary to apply, via their control unit, set values to all or part of the switching cells of their respective H bridge, so as to short-circuit the two midpoints of said bridge in H.
  • the secondary control unit affected by the anomaly may also apply the auxiliary command.
  • each phase of the stator winding associated with a secondary control unit unaffected by the anomaly is short-circuited.
  • each phase of the stator winding is short-circuited.
  • auxiliary control mode can be generic, same instructions being applied whenever an anomaly is detected in the architecture or the circuit, regardless of the nature of this anomaly.
  • the auxiliary control mode can be adapted to the detected anomaly, that is to say that the instructions applied may differ depending on the nature of the anomaly detected and / or according to their number.
  • FIG. 1 schematically represents an assembly according to a first exemplary implementation of the invention comprising a DC / AC voltage converter and the electronic architecture for controlling the latter,
  • FIG. 2 schematically represents an assembly according to a second exemplary implementation of the invention comprising a DC / AC voltage converter, a DC / DC voltage converter and the electronic architecture for controlling these, and
  • FIG. 3 represents in detail the electronic architecture of the assembly of FIG. 2.
  • FIG. 1 shows a 1 according to a first exemplary implementation of the invention.
  • This set 1 comprises a DC / AC voltage converter 2 and an electronic architecture 3 for controlling the converter 2.
  • the DC / AC voltage converter 2 belongs to an electric circuit 4 further comprising:
  • the DC / AC voltage converter 2 is in this example disposed between the electrical energy storage unit 5 and the electric winding 6 so as to allow an exchange of electrical energy between the latter.
  • the electric machine is in the example considered used to drive a hybrid or electric vehicle. This is for example a synchronous motor with permanent magnets.
  • the electric machine has for example a nominal power between 10W and 10 MW, being in particular between 100W and 200kW.
  • the stator electrical winding 6 is three-phase.
  • the electrical energy storage unit 5 may be a battery, a super-capacitor or any assembly of batteries or supercapacitors. This is for example several parallel branches of batteries in series.
  • the electrical energy storage unit 5 may have a nominal voltage of between 60 V and 800 V, in particular between 200 V and 450 V or between 600 V and 800 V.
  • a capacitor 7 can be connected in parallel with the electrical energy storage unit 5.
  • the electrical circuit 4 may comprise a connector 8 capable of being connected to an industrial electrical network delivering a voltage at 50 Hz or 60 Hz.
  • This connector 8 is for example connected, via a filter 10 configured to eliminate electromagnetic interference, at an intermediate point 11 of each phase 12 of the electric winding 6 of the stator. This is for example a midpoint 11 for the phases, as taught in the application WO 2010/057893.
  • the converter 2 converts the DC voltage across the electrical energy storage unit 5 into a three-phase alternating voltage supplying the stator electrical winding 6 to allow the vehicle to be propelled.
  • the converter 2 can convert the AC voltage supplied by the network and passing through the stator electrical winding 6 into a DC voltage supplying the electrical energy storage unit 5, to allow charging thereof.
  • the connector 8 is then connected to a terminal of the electrical network.
  • the converter 2 here comprises three H-bridges 20, each H-bridge being formed by two arms connected in parallel between the terminals of the electrical energy storage unit 5. Each arm has in this example two controllable switching cells 21 reversible and mounted in series.
  • a switching cell 21 is for example formed by the antiparallel assembly of a transistor and a diode, the latter being optionally the intrinsic diode of the transistor.
  • the transistor can be field effect, IGBT or bipolar type.
  • the circuit 4 is devoid of a voltage converter
  • the switching cells 21 are controlled by the architecture 3, as will be described later.
  • FIG. 2 represents an assembly 1 according to a second exemplary implementation of the invention.
  • This set 1 differs from that which has just been described with reference to FIG. 1 in that the electric circuit 4 further comprises a DC / DC voltage converter 25 interposed between the capacitor 7 and the storage unit of FIG. electrical energy 5, that is to say that the converter 25 is also disposed between said unit 5 and the DC / AC voltage converter 2.
  • the DC / DC voltage converter 25 makes it possible to adapt the value of the voltage at the terminals of the electrical energy storage unit 5 to the value of the voltage able to supply the stator electrical winding 6, and vice versa.
  • This converter 25 is here interlaced, comprising several branches. Each branch includes in this example:
  • a coil 29 having one end connected to the midpoint 28 of the arm and the other end connected to the positive high voltage terminal of the electrical energy storage unit 5.
  • the number of branches of the converter 25 is equal to the number of arms of the converter 2, that is to say six, and the branches are matched, the coil 29 of a branch of a pair 30 being in magnetic coupling with the coil 29 of the other branch of said pair 30.
  • the switching cells 21 of the voltage converter are identical to the switching cells 21 of the voltage converter.
  • this architecture 3 aims to control the DC / AC voltage converter 2 as well as the DC / DC voltage converter 25.
  • the control of the DC / AC voltage converter 2 implements a remote control unit 35, a main control unit 36 and a plurality of secondary control units 37.
  • Each secondary control unit 37 is dedicated to an H bridge. 20 of the converter 3 and includes in this example:
  • control unit 41 of the switching cells 21 of the bridge 20 to which it is dedicated This control unit makes it possible to modify the state of all or part of the switching cells 20 on the basis of information received from the processing unit 40.
  • This control unit 41 is commonly called "driver”.
  • each secondary control unit 37 comprises, in this example, a source of clean electric power 42 allowing the power supply of the various components of the secondary control unit 37 and / or switching 21 of the H bridge 20.
  • Each secondary control unit 37 also includes in this example a clean clock 43 and a management module of the reset of the power supply ("power on reset" in English).
  • Each secondary control unit 37 also comprises in this example a link 45 allowing information to be exchanged between the processing unit 40 and the control unit 41. This information makes it possible, for example, to control the switching cells 21 of the bridge in H 20 including control signals and power supply signals for changing the state of all or part of these switching cells 21.
  • each processing unit 40 of a secondary control unit 37 can be connected by a link 48 to the main control unit 36.
  • This link 48 allows:
  • Each control unit 41 can also be directly connected to the main control unit 36 via a link 49, without transit through the processing unit 40.
  • This link 49 can enable each control unit 41 to transmit the values of the control unit 40. cyclic report that it applies to the switching cells 21 of the H bridge 20 to which it is dedicated.
  • this link 49 avoids the processing unit 40 ensures that an anomaly affecting the processing unit 40 associated with a control unit 41 within a secondary control unit 37 will not prevent the sending these duty cycle values to the main control unit.
  • the architecture 3 further comprises a clock 50, an electric power source 51 and a power reset management module, which are dedicated to the main control unit 36.
  • the architecture 3 may also include a device 55 for acquiring measurements in the electrical circuit 4.
  • This acquisition device may, for example, make it possible to acquire at least one of:
  • the link 58 is for example a synchronous series full duplex link, for example SPI.
  • the latter can itself process this information and use it to develop the control of the converter 3, for example in the context of a servo.
  • the main control unit 36 can send this information to the remote control unit 35 to which it is connected by a link 60.
  • the link 60 is for example a full duplex synchronous serial link, for example SPI.
  • the data exchange between the main control unit 36 and the remote control unit 35 is in the example of FIG. 3 through a potential barrier 61 crossed by the link 60.
  • This potential barrier 61 provides for example a galvanic isolation 62, implementing in particular a transformer or opto-coupler. This barrier 61 separates
  • the main control unit 36 can be master in its communication with the remote control unit 35, which is then slave.
  • the remote control unit 35 can comprise one or more processing systems, for example one or more microcontrollers 65.
  • This microcontroller 65 can communicate with a supervisor 67 via a CAN link 66.
  • the supervisor can be the engine control unit (ECU) of the vehicle.
  • ECU engine control unit
  • the remote control unit 35 has a source of clean electrical energy 68.
  • the remote control unit 35 can be in charge of developing the setpoint values for the current in each arm of the DC / AC voltage converter 2 and for the voltage across the arms of the converter 2.
  • the remote control unit 35 may be associated with measuring devices making it possible to measure the temperature in the stator of the electrical machine and with measuring devices making it possible to determine the position of the rotor of the electric machine.
  • the architecture 3 is in the example considered configured to also control the DC / DC voltage converter 25.
  • it may comprise a second main control unit 70, being for example made using a component similar to that forming the main control unit 36, and a plurality of control units 80, each of these control units 80 being dedicated to the control of the switching cells 27 of a pair of branches .
  • the second main control unit 70 can communicate via a link 71 with each control unit 80. Similar to what has been described above, the second main control unit 70 can be associated with a source of clean electrical energy. a clean clock 74, a power reset management module, and an acquisition device 78 for obtaining measurements associated with electrical quantities in the DC / DC voltage converter 25.
  • a link 79 similar to the link 60 allows communication between the second main control unit 70 and the remote control unit 35.
  • the architecture 3 does not include the elements numbered 70 to 79.
  • each secondary control unit 37 applies via its control unit. driving setpoints 41 to all or part of the switching cells 21 of the respective H bridge, these setpoints being developed on the basis of information conveyed to the processing unit 40 from the remote control unit 35 and / or from the main control unit 36.
  • the measurements acquired by the acquisition device 55 are for example transferred to the remote control unit 35 via the main control unit 36. Instructions are then produced by the remote control unit 35 and then converted by the unit. 36.
  • the secondary control units 37 then recover the instructions to be applied to their respective H-bridge 20, process them via the processing unit 40 and apply them via their control unit 41 to all or some of the control cells. switching 21 of said bridge 20.
  • the information sent via the link 49 may enable the main control unit 36 to ensure that the correct instructions are applied by each control unit 41 and that there is therefore no anomaly affecting the control units. secondary control.
  • the information sent via the link 48 may further enable each secondary control unit 37 to ensure the proper functioning of the main control unit 36.
  • a command according to an auxiliary mode of operation can be applied.
  • all or part of the secondary control units 37 apply via their control unit 41 set values to all or part of the switching cells 21 of their respective H bridge, so as to put in short -circuit the two midpoints of said H bridge 20. This avoids inadvertent braking of the vehicle or degradation of the electrical circuit for example.
  • the transition from the normal operating mode to the auxiliary operating mode can be done when at least one of the secondary control units 37 detects an anomaly affecting the main control unit 36.
  • Each secondary control unit 37 can then impose on all or part of the switching cells 21 of the H bridge respective setpoints for shorting the two midpoints of said H bridge 20.
  • This auxiliary control is thus intended to close all the switching cells arranged At the top of each H-bridge or to close all the switching cells arranged at the bottom of each H-bridge. This leads to the short-circuiting of each phase 12 of the stator electric winding.
  • the transition from the normal operating mode to the auxiliary operating mode can be carried out when the main control unit 36 detects, notably by observing the data transmitted via the link 49, an anomaly affecting at least one unit of operation.
  • Secondary control 37 The main control unit 36 can then force all the secondary control units 37 to apply via their control unit 41 setpoints to all or part of the switching cells 21 of their H-bridge. 20, so as to short-circuit the two middle points of said bridge H 20.
  • the invention makes it possible to guarantee that at least two of the phases 12 of this winding 6 will be short-circuited.
  • the invention thus makes it possible to implement the method disclosed in the application filed in France on April 11, 2012 by the Applicant under the number 12 53337.
  • the invention thus makes it possible to switch to an auxiliary operating mode in the case of an anomaly in the low-voltage environment because the main control unit 36 is master in its communication with the remote control unit 35 and in the case of anomaly in the high voltage environment, as just explained.

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  • Electric Propulsion And Braking For Vehicles (AREA)
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EP14729390.6A 2013-04-26 2014-04-24 Architecture electronique pour la commande d'un convertisseur de tension continu/alternatif Withdrawn EP2988968A2 (fr)

Applications Claiming Priority (2)

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FR1353871A FR3005222B1 (fr) 2013-04-26 2013-04-26 Architecture electronique pour la commande d'un convertisseur de tension continu/alternatif
PCT/FR2014/050998 WO2014174221A2 (fr) 2013-04-26 2014-04-24 Architecture electronique pour la commande d'un convertisseur de tension continu/alternatif

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EP (1) EP2988968A2 (zh)
JP (2) JP2016518101A (zh)
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CN105283344A (zh) 2016-01-27
US10126800B2 (en) 2018-11-13
FR3005222B1 (fr) 2015-04-17
WO2014174221A3 (fr) 2015-04-09
JP2016518101A (ja) 2016-06-20
FR3005222A1 (fr) 2014-10-31
US20160077566A1 (en) 2016-03-17
JP2020061936A (ja) 2020-04-16
CN105283344B (zh) 2018-09-25
WO2014174221A2 (fr) 2014-10-30
KR20160002967A (ko) 2016-01-08
KR102202514B1 (ko) 2021-01-12

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