WO2010105869A1 - Véhicule électrique pourvu d'un appareil chargeur de batterie - Google Patents

Véhicule électrique pourvu d'un appareil chargeur de batterie Download PDF

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Publication number
WO2010105869A1
WO2010105869A1 PCT/EP2010/051086 EP2010051086W WO2010105869A1 WO 2010105869 A1 WO2010105869 A1 WO 2010105869A1 EP 2010051086 W EP2010051086 W EP 2010051086W WO 2010105869 A1 WO2010105869 A1 WO 2010105869A1
Authority
WO
WIPO (PCT)
Prior art keywords
voltage
generator
internal combustion
combustion engine
battery
Prior art date
Application number
PCT/EP2010/051086
Other languages
German (de)
English (en)
Inventor
Stefan Spannhake
Thorsten Raatz
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2010105869A1 publication Critical patent/WO2010105869A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • 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
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or 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
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • 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
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to an electric vehicle with a battery charger.
  • Electric vehicles especially electric cars, are already known.
  • the battery of the electric vehicle is still a bottleneck for achieving a significant market share. Due to the disadvantages in terms of cost and weight, which is not satisfactorily solved by newly developed batteries with lithium-ion technology can be, the range of battery-powered electric vehicles is still limited compared to gasoline-powered vehicles.
  • range extender is a serial hybrid drive, which in addition to an electric drive and an internal combustion engine and an electric generator The internal combustion engine drives the electric generator as needed to charge the battery of the electric car.
  • This concept makes it possible to dimension the capacity of the battery significantly smaller than is necessary in a purely battery-powered electric vehicle.
  • This has the advantage that the weight and also the cost of the electric car can be kept comparatively low. Furthermore, shorter journeys can be covered purely electrically. This will be local Pollutant emissions completely avoided. Furthermore, comparatively low consumption costs arise for the driver.
  • the generator In order to keep system costs low, the generator must be designed so that it can be electrically connected directly to a battery charger of the electric car.
  • the generator must provide a voltage at the nominal operating point which corresponds to the respective mains voltage with respect to its amplitude and frequency. As a result, an additional pulse inverter can be saved.
  • a motor vehicle which has a traction battery, a traction converter, an electric traction motor, an internal combustion engine and an internal combustion engine driven generator.
  • the traction battery, the traction converter and the electric traction motor are connected in such a way that, in operation, the electric traction motor is driven by the electric energy of the traction battery.
  • the internal combustion engine driven generator can be activated by an identification signal and / or deactivated. After activation of the internal combustion engine drive is started and it is done via a charger charging the traction battery. After deactivation, a shutdown of the internal combustion engine drive of the generator is made.
  • An electric vehicle with the features specified in claim 1 has the advantage over that it requires no additional components, in particular no starter and no additional pulse inverter, to a Start the internal combustion engine of the electric vehicle bring about. This saves space and leads to a cost reduction, since it requires no additional components to start the internal combustion engine.
  • the battery charger is thus a bi-directional device which is used in a first mode to convert an AC voltage provided by an external AC mains to a DC voltage by which the traction battery of the electric vehicle is charged and used in a second mode thereof to convert the DC voltage provided by the traction battery into an AC voltage required by the generator in its engine operation to start the internal combustion engine.
  • FIG. 1 shows a block diagram of an electric vehicle, in which the components of the electric vehicle necessary for understanding the invention are shown.
  • This electric vehicle is an electric car E.
  • This has a traction battery 1, a battery management system 2, a power electronics 3, an electric machine 4, DC consumers 5, a battery charger 6, a generator 7, an internal combustion engine 8 and an AC voltage terminal 9.
  • the AC voltage terminal 9 is connectable to an external AC power supply to charge the traction battery 1.
  • the external AC mains supply either an alternating voltage with a frequency of 50 Hz and aistsamplitdue of 230 V or an alternating voltage with a frequency of 50 Hz and a voltage amplitude of 400 V.
  • AC voltage supplied AC voltage is converted in the battery charger 6 in a DC voltage of, for example, 300 V and then supplied to the traction battery 1 via the power electronics 3, said DC voltage passes through the power electronics unchanged.
  • This charging of the traction battery 1 from the external AC power system takes place during a rest phase of the electric car, for example, overnight.
  • the electric machine 4 by means of which the main drive of the electric car takes place, supplied from the traction battery 1 with energy.
  • the traction battery 1 is taken DC voltage of, for example, 300 V in the power electronics 3, which has a pulse inverter, converted into an AC voltage whose amplitude is 300 volts.
  • This AC voltage is supplied to the electric machine 4.
  • the electric car E in the power electronics 3, which has a DC-DC converter for this purpose from the provided by the traction battery 1 DC voltage of 12 V generated, which is one or more DC loads 5 of the electric car E is supplied.
  • These DC consumers include, for example, control units of the electric car E.
  • charging or recharging of the traction battery 1 can be done using the generator 7 and the internal combustion engine 8.
  • the generator 7, which operates in generator mode is driven by the internal combustion engine 8.
  • the case provided by the generator 7 AC voltage is converted in the battery charger 6 in a DC voltage of, for example, 300 V and supplied to the traction battery 1 via the power electronics 3.
  • the necessity of recharging the traction battery 1 is detected by the battery management system 2 and reported to a control unit of the electric car E, which then controls the recharging of the traction battery 1.
  • the already existing battery charger 6 is used for the duration of the motor operation of the generator 7 for its control.
  • the battery charger 6 must be bidirectional.
  • Such a bidirectional design of the battery charger of an electric car has the further advantage that, if necessary, an external AC voltage network can be supported by the traction battery.
  • Such a bidirectional battery charger converts in one direction an AC voltage provided by an external power supply to a DC voltage by means of which the traction battery of the electric car is charged.
  • the battery charger 6 converts the DC voltage provided by the traction battery 1 into a three-phase AC voltage, so that power can be supplied to an external power grid.
  • DC voltage derived from the traction battery in the battery charger 6 is converted into a three-phase AC voltage, which is then provided to the generator 7 in its motor operation to allow the generator 7 to start the internal combustion engine 8.
  • a single-phase design is feasible.
  • a second phase can be generated by means of a capacitor. This does not create a circular rotating field, but an elliptical rotating field. As a result, the efficiency is reduced, but this is acceptable for the short-term start of the internal combustion engine. Since the internal combustion engine only has to be started when the battery charger is not connected to the external power grid, both functions can be realized by means of a single battery charger, namely charging the battery from an external power grid and driving the generator to start the internal combustion engine. This dual use of the battery charger can save additional costs for components for starting the internal combustion engine.
  • the invention described above can be used in particular in electric cars which use the concept of a "range extender", ie a serial hybrid drive which, in addition to an electric drive, also has an internal combustion engine and an electric generator motor operating generator, said generator from the battery charger, the required AC voltage is supplied and wherein the battery charger generates said AC voltage from the derived from the traction battery DC voltage.
  • a range extender ie a serial hybrid drive which, in addition to an electric drive, also has an internal combustion engine and an electric generator motor operating generator, said generator from the battery charger, the required AC voltage is supplied and wherein the battery charger generates said AC voltage from the derived from the traction battery DC voltage.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power 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)

Abstract

L'invention concerne un véhicule électrique (E) qui possède une batterie de traction (1), un moteur électrique (4), un appareil chargeur de batterie (6), une borne de raccordement à la tension alternative (9), un générateur (7) et un moteur à combustion interne (8). Le démarrage du moteur à combustion interne est assuré par le générateur (7) fonctionnant en mode moteur. La tension alternative nécessaire au générateur (7) pour le démarrage du moteur à combustion interne (8) est fournie par l'appareil chargeur de batterie (6) qui convertit une tension continue fournie par la batterie de traction (1) en tension alternative dont le générateur (7) a besoin pour démarrer le moteur à combustion interne (8).
PCT/EP2010/051086 2009-03-20 2010-01-29 Véhicule électrique pourvu d'un appareil chargeur de batterie WO2010105869A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009001705A DE102009001705A1 (de) 2009-03-20 2009-03-20 Elektrofahrzeug mit einem Batterieladegerät
DE102009001705.4 2009-03-20

Publications (1)

Publication Number Publication Date
WO2010105869A1 true WO2010105869A1 (fr) 2010-09-23

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ID=42199463

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2010/051086 WO2010105869A1 (fr) 2009-03-20 2010-01-29 Véhicule électrique pourvu d'un appareil chargeur de batterie

Country Status (2)

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DE (1) DE102009001705A1 (fr)
WO (1) WO2010105869A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013204912A1 (de) 2013-03-20 2014-09-25 Robert Bosch Gmbh Ladegerät, Kraftfahrzeug und Verfahren

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012213129A1 (de) * 2012-07-26 2014-01-30 Robert Bosch Gmbh Antriebssystem für ein Elektrofahrzeug und Verfahren zum Laden einer Batterie mit Verbrennungsmotor
DE102013216426A1 (de) 2013-08-20 2015-02-26 Bayerische Motoren Werke Aktiengesellschaft Autonomes Standladen

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19935873A1 (de) * 1999-07-30 2001-03-01 Zahnradfabrik Friedrichshafen Schaltungsanordnung für ein Hybridfahrzeug
EP1201485A1 (fr) * 2000-09-08 2002-05-02 Ford Motor Company Chargeur/générateur pour un véhicule hybride électrique
US20070068714A1 (en) * 2005-09-23 2007-03-29 Afs Trinity Power Corporation Method and apparatus for power electronics and control of plug-in hybrid propulsion with fast energy storage
DE102007004172A1 (de) 2007-01-27 2008-07-31 Volkswagen Ag Kraftfahrzeug

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19935873A1 (de) * 1999-07-30 2001-03-01 Zahnradfabrik Friedrichshafen Schaltungsanordnung für ein Hybridfahrzeug
EP1201485A1 (fr) * 2000-09-08 2002-05-02 Ford Motor Company Chargeur/générateur pour un véhicule hybride électrique
US20070068714A1 (en) * 2005-09-23 2007-03-29 Afs Trinity Power Corporation Method and apparatus for power electronics and control of plug-in hybrid propulsion with fast energy storage
DE102007004172A1 (de) 2007-01-27 2008-07-31 Volkswagen Ag Kraftfahrzeug

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013204912A1 (de) 2013-03-20 2014-09-25 Robert Bosch Gmbh Ladegerät, Kraftfahrzeug und Verfahren

Also Published As

Publication number Publication date
DE102009001705A1 (de) 2010-09-23

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