FR2967840A1 - Electric circuit for use in motor vehicle, has battery and onboard system connected between positive terminal and negative terminal, and connection units connecting onboard system on positive terminal through winding - Google Patents

Electric circuit for use in motor vehicle, has battery and onboard system connected between positive terminal and negative terminal, and connection units connecting onboard system on positive terminal through winding Download PDF

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Publication number
FR2967840A1
FR2967840A1 FR1059503A FR1059503A FR2967840A1 FR 2967840 A1 FR2967840 A1 FR 2967840A1 FR 1059503 A FR1059503 A FR 1059503A FR 1059503 A FR1059503 A FR 1059503A FR 2967840 A1 FR2967840 A1 FR 2967840A1
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FR
France
Prior art keywords
positive terminal
winding
onboard
battery
terminal
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Withdrawn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
FR1059503A
Other languages
French (fr)
Inventor
Stephane Carubelli
Erwan Monnier
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.)
PSA Automobiles SA
Original Assignee
Peugeot Citroen Automobiles SA
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 Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Priority to FR1059503A priority Critical patent/FR2967840A1/en
Publication of FR2967840A1 publication Critical patent/FR2967840A1/en
Withdrawn legal-status Critical Current

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Classifications

    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1469Regulation of the charging current or voltage otherwise than by variation of field
    • H02J7/1492Regulation of the charging current or voltage otherwise than by variation of field by means of controlling devices between the generator output and the battery
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02NSTARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00Starting of engines by means of electric motors
    • F02N11/08Circuits or control means specially adapted for starting of engines
    • F02N11/0814Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L2220/00Electrical machine types; Structures or applications thereof
    • B60L2220/50Structural details of electrical machines
    • B60L2220/54Windings for different functions
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02NSTARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00Starting of engines by means of electric motors
    • F02N11/08Circuits or control means specially adapted for starting of engines
    • F02N11/0814Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0833Vehicle conditions
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies in electromobility
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage systems for electromobility, e.g. batteries

Abstract

The circuit has a polyphase electric machine (11) i.e. alternator, delivering polyphase systems (15-17) and including windings (12-14) in which current is induced. A converter (20) delivers continuous potential difference between a positive terminal (21) and a negative terminal (22) from the polyphase system. A battery (24) and an onboard system (25) are connected between the positive terminal and the negative terminal. Connection units (K7, K8) connect the onboard system on the positive terminal through the winding. The connection units are integrated into the converter. An independent claim is also included for a method for implementing an electric circuit.

Description

The invention relates to an electric circuit for equipping a motor vehicle and a method using the device. Conventionally, the electrical circuit of a motor vehicle comprises an alternator, a battery, a starter and an onboard network. The alternator ensures the production of electrical energy by transforming mechanical energy into electrical energy. The alternator is for example formed by a polyphase rotary synchronous type electrical machine. The battery ensures the storage of a portion of the electrical energy produced by the alternator. In addition to the alternator, the electrical circuit comprises a rectifier for converting the alternating current produced by the alternator into direct current used by the onboard network and storable by the battery. The starter converts electrical energy that it takes into the battery mechanical energy for starting a thermal engine of the vehicle. The onboard network includes all the consumers of electrical energy of the vehicle such as, in particular, the vehicle lighting, an air conditioning unit of the vehicle cabin and an on-board computer for managing the engine. Some motor vehicles are equipped with a function well known in the English literature under the name of STOP and START thanks to which the engine stops as soon as the vehicle is stopped and restart for example soon that the driver accelerates again. More precisely, on these vehicles, the STOP and START function can be broken down into three phases: The initial start-up phase of the thermal engine still called the first start phase. - The driving phase of the vehicle with the engine running, generating zero vehicle acceleration (maintaining speed), positive or negative (deceleration). During deceleration situations, the STOP and START system can be designed to transform part of the kinetic energy of the vehicle into electrical energy that can be used by all the consumer devices of the vehicle's onboard network or stored for example at way of the battery. In addition, the STOP and START system cuts power to the engine as soon as the vehicle is stopped, or even when a stop is anticipated, for example as soon as the speed of the vehicle falls below a certain low threshold speed, which reduces fuel consumption and thus limits pollutant emissions. - The restart phase of the engine, controlled by the will of the driver, marked for example by depressing the accelerator pedal. [000si The starter, allowing the engine to start, requires a large amount of energy for its operation. During the first start, most of the vehicle's electrical consumers are normally at a standstill. On the other hand, during a restart, the equipment of the on-board network such as, for example, the air conditioning unit, the lighting system, the audio-visual system of the vehicle, can be active, and must remain so for the comfort and convenience of the vehicle. safety of the occupants of the vehicle. However, the high current consumption of the starter can generate significant voltage drops in the onboard network and degrade certain services requiring electrical energy. This creates a perception of non-quality of the entire vehicle, with a defect felt as random because the vehicle user does not necessarily associate the restart of the vehicle engine with this defect, especially since the driver has not not expressly ordered the engine stop. [000si To overcome this problem, different solutions have already been proposed. A first solution, already implemented on vehicles with the STOP and START function, is to increase the available power by combining the main battery a second battery. The main battery is used to provide the necessary electrical power during the first start and restart phases. During this restart, the electrical network functions, sensitive to voltage variations, are powered by the second battery which then becomes the sole source of energy for these functions during this phase. Outside this restart phase, whose duration is typically less than one second, these sensitive functions are powered by the alternator. This solution has several disadvantages such as a high cost, a large additional space and an additional onboard weight that goes against the search for a lower fuel consumption and a reduction of polluting emissions. Another solution is to supplement the main battery by another type of energy storage means, such as a capacitor. The battery then provides the electrical power necessary to start the engine (first start phase) of the vehicle and is used to power the electrical functions of the onboard network connected to it. The second storage means is mainly used during reboots. However, since the reference voltage of this second storage means is variable, for example between one to three times the value of the reference voltage of the vehicle, this second storage means can only be connected to the onboard network if provides a DC-DC converter or the like. Again, this solution entails significant additional cost, problems of implantation and increase of the total mass of the vehicle. [000si More recently, some vehicles have been provided with a device for maintaining the voltage of the on-board power supply network, also known by the abbreviation DMTR, mounted in series with the battery. The DMTR is in fact a DC-DC voltage converter through which the undervoltage sensitive devices are powered at least during the restart phases. The DMTR then takes its energy from the battery. This solution poses in fact problems similar to the solution of splitting the battery, including an increase in the mass of the vehicle, a loss of volume due to the size of the DMTR. The invention aims to improve the device for maintaining the voltage of the onboard network by grouping it with the alternator. More precisely, the functions performed by these two elements are never used simultaneously. As a result it is possible to use some components of the alternator to fulfill the function of voltage maintaining device, which allows a saving in weight and bulk compared to existing solutions. [Oolo] For this purpose, the invention relates to an electrical circuit for equipping a motor vehicle, the circuit comprising: an electric machine for delivering a polyphase system, the electric machine comprising at least one winding in which a current is induced; a converter making it possible to deliver a continuous potential difference between a positive terminal and a negative terminal from the polyphase system; a battery and an on-board network connected between the positive terminal and the negative terminal; characterized in that it further comprises means for connecting the on-board network to the positive terminal through the winding. Advantageously, the means for connecting the on-board network to the positive terminal through the winding are integrated in the converter which can be implanted in the electrical machine. According to a particular embodiment, the converter comprises first controlled switches connected between the winding and the positive terminal and second controlled switches connected between the winding and the negative terminal. In addition, the means for connecting the on-board network to the positive terminal through the winding include: a third controlled switch for disconnecting the edge network from the positive terminal and a fourth controlled switch for connecting the winding up to the onboard network. The invention also relates to a method implementing the electrical circuit according to the invention, characterized in that it consists in using the means for connecting the on-board network to the positive terminal through the winding. to raise the potential of the onboard network relative to that of the positive terminal. In the particular embodiment, the method consists in opening the third switch, closing at least one of the first switches and alternately switching the fourth switch and at least one of the second switches having no common terminal with the at least one one of the first closed switches. The invention will be better understood and other advantages will appear on reading the detailed description of an embodiment given by way of example, a description illustrated by the accompanying drawing in which: - Figure 1 shows schematically. an example of an electrical circuit intended to equip a motor vehicle and according to the invention; FIGS. 2 and 3 show the device of FIG. 1 in an operating mode of restarting an engine of the motor vehicle; FIG. 4 represents the device of FIG. 1 in a running mode of operation of the motor vehicle. Figure 1 shows an electric circuit 10 for equipping a motor vehicle. The electrical circuit 10 comprises a polyphase electric machine 11, for example an alternator. In FIG. 1, the electric machine 11 is three-phase and three windings 12, 13 and 14 are shown forming the armature of the electric machine 11. These windings are generally part of the stator of the electric machine 11, including a rotor, not shown. and forming the inductor, is intended to be driven by a motor, for example thermal motor vehicle. In FIG. 1, the windings 12, 13 and 14 are star-connected whose free ends 15, 16 and 17 form the three output phases of the electric machine 11. A connection of the three windings 12, 13 and 14 in a triangle is also possible to implement the invention. In addition, the electrical circuit comprises a converter 20 for rectifying the voltage of the three phases 15, 16 and 17 to provide a continuous potential difference between a positive terminal 21 and a negative terminal 22 forming the ground of the electrical circuit 10 It is common to implant the converter 20 in the electric machine 11. [0018] A conventional rectifier comprises a bridge of 6 diodes or two components per phase for a three-phase rectification. The diodes used in conventional automotive alternators are passive components whose losses due to their voltage drops are important at certain points of operation and reduce the overall efficiency of the electric machine. A better efficiency of the electrical machine can be obtained by replacing the diodes by controlled switches intended to be connected to the different phases 16 and 17. For example, transistors of the MOSFET type are used which, when they are on, the source drain voltage drop is much lower than those of the diodes. It is nevertheless useful to keep a diode in parallel with each controlled switch to avoid a source drain voltage reversal although this diode exists intrinsically in each MOSFET transistor. In the example shown, on the one hand a switch, respectively K1, K2, K3, and a diode, respectively D1, D2, D3, connect each of the phases 15, 16 and 17 to the positive terminal 21. On the other hand , a switch, respectively K4, K5, K6, and a diode, respectively D4, D5, D6, connect each of the phases 15, 16 and 17 to the negative terminal 22. [0020] The electric circuit further comprises a starter 23 and a battery 24 directly connected between the two terminals 21 and 22. It is possible to combine the functions of the starter and the electric machine used as an alternator within a single machine commonly called alternator-starter. An onboard network 25 includes all the electrical consumers of the vehicle. There are elements belonging to the vehicle itself such as a lighting system, an air conditioning unit, on-board computers. There are also optional elements that can be connected by the occupants of the vehicle, such as audiovisual devices. The on-board network 25 receives electrical energy supplied by the electric machine 11 through the converter 20 or supplied by the battery 24 when the electric machine 11 is at a standstill. If necessary, especially when the starter 23 is in operation, in order to maintain a sufficient voltage on the onboard network 25, it does not connect directly to the edge network 25 to the positive terminal 21 but through at least one of the windings 12, 13 or 14 of the electric machine 11. This winding contributes to raising the voltage at the terminals of the battery 24 to supply the edge network 25. [0023] For this purpose, the electric circuit 10 comprises a controlled switch K7 for disconnecting the edge network 25 from the positive terminal 21 and a controlled switch K8 for connecting the selected winding to the edge network 25. As for the converter it is possible to implement transistors of the type MOSFET to make switches K7 and K8. A diode, respectively D7 and D8 may be implanted in parallel with each of transistors K7 and K8. In the example shown, the switch K8 makes it possible to connect the edge network 25 to the phase 15 forming one end of the winding 14. The components K1 to K8, and possibly D1 to D8, being of the same nature, it is advantageous to arrange the two additional switches K7, K8, accompanied by their respective diodes D7, D8 in the converter 20 which can itself be implanted in the electric machine 11. In phase of use of the starter 23, large consumer of energy, the voltage of the battery 24 drops. It is then necessary to raise the voltage available to the positive terminal 21 to supply the on-board network 25. This operation is described with reference to FIGS. 2 and 3. In this operating mode, the electric machine 11 no longer supplies of AC voltage, the converter 20 is no longer used as a rectifier. In Figure 2 all the components shown above are shown with the exception of diodes D1 to D8 to not weigh down this figure. The switches K1 and K2 are closed and the switches K3, K4, K5 and K7 are open. The opening of the switch K7 makes it possible to disconnect the direct connection between the positive terminal 21 and the edge network 25. [0026] FIG. 3 makes it possible to better understand this mode of operation by omitting the open switches K3, K4, K5. and K7. The voltage rise between the positive terminal 21 and the on-board network 25 is obtained by alternately switching the switches K6 and K8. More precisely, only one of the two switches K7 and K8 are closed at a time. When the switch K6 is closed, the windings 12, 13 and 14 are connected between the positive terminal 21 and the ground 22 which makes it possible to increase the current flowing in the windings. Then, K6 is opened and K8 is closed so as to supply the on-board network 25 with the current previously generated. A capacitor C smooths the voltage present on the on-board network to limit the influence of the alternative commutations of the switches K6 and K8. The opening and closing control of the switches K6 and K8 is performed as a function of the voltage present at the terminal 21 and of the desired voltage for supplying the on-board network 25. [0027] FIG. 4 makes it possible to understand the operation of the electrical circuit when the electric machine 11 delivers electrical energy. In this mode of operation, called rolling, the switch K1 is closed to directly connect the terminal 21 to the onboard network 25. The switch K8 is open. It is used only for the operating mode described with reference to FIGS. 2 and 3. The switches K1 to K6 are used as a rectifier diode bridge. They have therefore been represented only by the diode D1 to D6 associated with each.

Claims (6)

  1. REVENDICATIONS1. Electrical circuit for equipping a motor vehicle, the circuit comprising: - an electric machine (11) for delivering a polyphase system (15, 16, 17), the electric machine (11) comprising at least one winding (12, 13, 14) in which a current is induced; - a converter (20) for delivering a DC potential difference between a positive terminal (21) and a negative terminal (22) from the polyphase system (15, 16, 17); a battery (24) and an edge network (25) connected between the positive terminal (21) and the negative terminal (22); characterized in that it further comprises means (K7, K8) for connecting the edge network (25) to the positive terminal (21) through the winding (12, 13, 14).
  2. Electrical circuit according to Claim 1, characterized in that the means (K7, K8) for connecting the edge network (25) to the positive terminal (21) through the winding (12, 13, 14) are integrated in the converter (20).
  3. Electrical circuit according to one of the preceding claims, characterized in that the converter (20) is implanted in the electric machine (11).
  4. Electrical circuit according to one of the preceding claims, characterized in that the converter (20) comprises first controlled switches (K1, K2, K3) connected between the winding (12, 13, 14) and the positive terminal ( 21) and second controlled switches (K4, K5, K6) connected between the winding (12, 13, 14) and the negative terminal (22) and that means for connecting the edge network (25) to the positive terminal (21) through the winding (12, 13, 14) comprise: - a third controlled switch (K7) for disconnecting the edge network (25) from the positive terminal (21) and - a fourth controlled switch (K8) for connecting the winding (12, 13, 14) to the onboard network (25).
  5. 5. Method implementing the electrical circuit (10) according to one of the preceding claims, characterized in that it consists in using the means (K7, K8) for connecting the edge network (25) to the positive terminal ( 21) through the winding (12, 13, 14) to raise the potential of the edge network (25) relative to that of the positive terminal (21).
  6. 6. Method according to claim 5 implementing an electrical circuit (10) according to claim 3, characterized in that it consists in opening the third switch (K7), close at least one of the first switches (K1, K2) and alternately switch the fourth switch (K8) and at least one of the second switches (K6) having no common terminal with the at least one of the first closed switches (K1, K2).
FR1059503A 2010-11-19 2010-11-19 Electric circuit for use in motor vehicle, has battery and onboard system connected between positive terminal and negative terminal, and connection units connecting onboard system on positive terminal through winding Withdrawn FR2967840A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
FR1059503A FR2967840A1 (en) 2010-11-19 2010-11-19 Electric circuit for use in motor vehicle, has battery and onboard system connected between positive terminal and negative terminal, and connection units connecting onboard system on positive terminal through winding

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1059503A FR2967840A1 (en) 2010-11-19 2010-11-19 Electric circuit for use in motor vehicle, has battery and onboard system connected between positive terminal and negative terminal, and connection units connecting onboard system on positive terminal through winding

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FR2967840A1 true FR2967840A1 (en) 2012-05-25

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4107391A1 (en) * 1991-03-08 1992-09-10 Abb Patent Gmbh Electric road vehicle with rechargeable battery - has DC=AC converter acting as DC regulator during battery recharging
EP1034968A1 (en) * 1999-03-11 2000-09-13 Toyota Jidosha Kabushiki Kaisha Multiple power source system and apparatus, motor driving apparatus, and hybrid vehicle with said system mounted thereon
EP1331716A1 (en) * 2002-01-24 2003-07-30 Peugeot Citroen Automobiles SA Power supply system for a motor vehicle
EP1748530A2 (en) * 2005-07-27 2007-01-31 Hitachi, Ltd. Motor drive device with combined charge controller
EP2062801A1 (en) * 2007-11-22 2009-05-27 Denso Corporation Power supply system with multiphase motor and multiphase inverter

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4107391A1 (en) * 1991-03-08 1992-09-10 Abb Patent Gmbh Electric road vehicle with rechargeable battery - has DC=AC converter acting as DC regulator during battery recharging
EP1034968A1 (en) * 1999-03-11 2000-09-13 Toyota Jidosha Kabushiki Kaisha Multiple power source system and apparatus, motor driving apparatus, and hybrid vehicle with said system mounted thereon
EP1331716A1 (en) * 2002-01-24 2003-07-30 Peugeot Citroen Automobiles SA Power supply system for a motor vehicle
EP1748530A2 (en) * 2005-07-27 2007-01-31 Hitachi, Ltd. Motor drive device with combined charge controller
EP2062801A1 (en) * 2007-11-22 2009-05-27 Denso Corporation Power supply system with multiphase motor and multiphase inverter

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