WO2014118678A2 - Système énergétique pour véhicule électrique - Google Patents

Système énergétique pour véhicule électrique Download PDF

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Publication number
WO2014118678A2
WO2014118678A2 PCT/IB2014/058502 IB2014058502W WO2014118678A2 WO 2014118678 A2 WO2014118678 A2 WO 2014118678A2 IB 2014058502 W IB2014058502 W IB 2014058502W WO 2014118678 A2 WO2014118678 A2 WO 2014118678A2
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WO
WIPO (PCT)
Prior art keywords
energy
switch
capacitor
resistor
voltage
Prior art date
Application number
PCT/IB2014/058502
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English (en)
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WO2014118678A3 (fr
Inventor
Patrick BROOKING
Original Assignee
Protean Electric Limited
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Filing date
Publication date
Application filed by Protean Electric Limited filed Critical Protean Electric Limited
Publication of WO2014118678A2 publication Critical patent/WO2014118678A2/fr
Publication of WO2014118678A3 publication Critical patent/WO2014118678A3/fr

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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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of 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
    • B60L15/2009—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 for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/02—Dynamic electric resistor braking
    • B60L7/06—Dynamic electric resistor braking for vehicles propelled 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/20—Inrush current reduction, i.e. avoiding high currents when connecting the battery
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • 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 present invention relates to an energy system for an electric vehicle.
  • Electric motor systems typically include an electric motor and a control unit arranged to control the torque/speed of the electric motor.
  • Examples of known types of electric motor include the DC motor, induction motor, synchronous brushless permanent magnet motor, and switched reluctance motor .
  • a battery typically stores energy in electrochemical form, where different types of traction batteries used within electric vehicles include lead-acid, nickel-cadmium, nickel- metal-hydride, and lithium batteries.
  • the battery type now most commonly used within electric vehicles is lithium based batteries, which at ambient temperatures have a higher energy density in terms of Watts hours per Kilogramme (Wh/kg) compared to many other types of batteries.
  • one or more batteries are typically used to provide energy to an
  • electric motor for providing drive torque while also storing energy generated by an electric motor during regenerative braking.
  • Figure 1 illustrates an example of an electrical traction system for an electric vehicle, where an electric traction motor 101 is coupled to an electronic controller 102 for controlling the operation of the electric traction motor 101.
  • the electronic controller 102 is coupled to a DC voltage bus 106, which is connected to a battery 104.
  • the electronic controller uses the energy from the battery to control the torque and/or speed of the electric traction motor.
  • batteries due to the electrochemical nature of batteries, their performance at low temperatures, as encountered in the terrestrial automotive operating environment, can be adversely affected. For example, at lower temperatures batteries can exhibit a higher internal resistance, lower capacity, lower charge acceptance, and lower peak charge and discharge rates. Further, higher internal resistances resulting from lower temperatures can cause excessive voltage excursions at high peak battery currents, which can compromise the operation of power electronic motor
  • lithium-ion batteries are specified by some manufacturers as not being able to accept charge below a certain temperature threshold, for example 0°C.
  • super capacitors for example electric double-layer capacitors
  • traction batteries being used for providing the lower transient and continuous electrical energy needs of a vehicle's electric motor, for example supplying the energy requirements of an electric motor when maintaining a constant velocity.
  • super capacitors are a static electrical energy storage element whose stored energy is proportional to the square of the voltage across it.
  • the terminal voltage of the super capacitor will typically be allowed to fluctuate between a relatively low voltage value to near the maximum rated voltage value.
  • a DC/DC converter is connected between the super capacitor and the battery busbar .
  • the primary function of the DC/DC converter is to convert the voltage level of the DC current from the super capacitor to a level compatible with the voltage levels on the relatively stable DC traction battery bus, as defined by the battery voltage, thereby allowing the super capacitor to supply the high peak power demands associated with the vehicle speed transients.
  • the energy in the super capacitor can also be discharged into the DC voltage bus at lower power and over a longer timescale than during vehicle acceleration or deceleration. This allows the super capacitor to be 'reset' to a lower voltage level, thereby allowing the super capacitor to accept energy from the next regenerative braking cycle.
  • Bidirectional DC/DC converters are used to allow both the charging and discharging of a super capacitor to occur, where charging occurs when the vehicle is undergoing regenerative braking and discharging occurs when the vehicle is accelerating. Additionally, charging or discharging of a super capacitor can also occur at any time to set the voltage levels on the super capacitor, which is effectively decoupled from the DC voltage bus by the DC/DC converter.
  • FIG. 2 illustrates an example of an electrical traction system for an electric vehicle, where the electrical traction system includes an energy system having a super capacitor 202 coupled to a DC voltage bus via a DC/DC converter 201. As with the electrical traction system illustrated in Figure 1, the electrical traction system also includes an electric traction motor 101 coupled to an electronic controller 102 for controlling the
  • the electronic controller 102 is coupled to a DC voltage bus 106, which in addition to being connected to the DC/DC converter 201 is also connected to a battery 104. If the vehicle needs to accelerate, the super capacitor 202 supplies transient power into the DC bus via the DC/DC converter.
  • the capacitor to meet the power demands of the electric motor during vehicle speed changes require a correspondingly high power rating for the DC/DC converter.
  • the peak power levels can be in the regions of hundreds of kilowatts for the super capacitor to fully supply the transient power demands of the vehicle traction system.
  • DC/DC converters within an electric vehicle are typically sophisticated, complex and costly pieces of electronic equipment that typically have a low duty cycle of operation, being used for only a small percentage of the overall vehicle journey time.
  • the size of electrical inductors used in the power conversion stage of a DC/DC converter the size and weight of a DC/DC
  • the invention as claimed allows current to flow into a super capacitor, from a DC voltage bus, where the current flow is controlled by means of a braking resistor and a controllable switch. Some of the energy flow is dissipated as heat in the braking resistor, with the remaining energy stored on the super capacitor. As the braking resistor does not have to dissipate all of the energy taken from the DC bus, the invention as claimed provides the advantage of reducing the power rating of the braking resistor, while also allowing energy to be stored on a super capacitor.
  • capacitor can be dissipated resistively at a low rate using a separate energy dissipation circuit, or used to supply a low power DC/DC converter for powering vehicle accessories.
  • a bi-directional switch If a bi-directional switch is used, some of the energy in the super capacitor can be fed back on to the DC bus in order to assist powering the electric motors for generating drive torque.
  • the braking resistor inherently limits the current into and out of the super capacitor without the need for a high power DC/DC converter.
  • Figure 1 illustrates a prior art energy system for an electric vehicle
  • Figure 2 illustrates a prior art energy storage system having a super capacitor and a DC/DC converter
  • FIG. 3 illustrates a vehicle according to an embodiment of the present invention
  • Figure 4 illustrates an exploded view of an electric motor as used in an embodiment of the present invention
  • Figure 5 illustrates an exploded view of the electric motor shown in figure 4 from an alternative angle
  • Figure 6 illustrates an example arrangement of coil sets for an electric motor according to an embodiment of the present invention
  • Figure 7 illustrates an energy system according to a first embodiment of the present invention
  • Figure 8 illustrates a switch incorporated in an energy system according to an embodiment of the present invention
  • Figure 9 illustrates an energy system according to a second embodiment of the present invention
  • Figure 10 illustrates voltage variations associated with an energy system according to an embodiment of the present invention
  • Figure 11 illustrates a controller according to a first embodiment of the present invention
  • Figure 12 illustrates a controller according to a first embodiment of the present invention.
  • FIG. 3 illustrates an electric vehicle 100 having a plurality of in-wheel electric motors 101 arranged to provide drive torque to a respective wheel of the vehicle, an energy storage device 104 such as a battery and an energy system 105.
  • the plurality of in-wheel electric motors are coupled to the energy storage device 104 and the energy system 105 via a DC voltage bus 106.
  • the in-wheel electric motors 101 When placed in a motoring mode the in-wheel electric motors 101 are arranged to provide torque for driving the vehicle 100, as is well known to a person skilled in the art.
  • in-wheel electric motor 101 is arranged to provide a drive torque to the respective wheel for moving the vehicle.
  • in- wheel electric motors may be incorporated within all four of the wheels or within two of the wheels that are preferably located on the same axis.
  • the in-wheel electric motors 101 When placed in a generating mode the in-wheel electric motors 101 are arranged to provide a braking torque, as is well known to a person skilled in the art, with regenerative braking current being generated into the DC voltage bus 106 by the in-wheel electric motors 101.
  • the energy storage device 104 and the energy system 105 are arranged to provide energy to the plurality of in-wheel electric motors when the plurality of in-wheel electric motors are placed in the motoring mode and arranged to receive energy from the plurality of in-wheel electric motors when the plurality of in-wheel electric motors are placed in the generating mode.
  • the electric traction motor or motors is of the type of a DC motor, or an induction motor, or a permanent magnet motor, or a switched reluctance motor, or a hybrid combination of these.
  • the DC motor is controlled using a control device such as a power electronic system known as a voltage
  • control device which is arranged to control current flow in the electric motor, may be located anywhere within the vehicle, for the purposes of the present
  • control device is mounted on the electric motor .
  • an electric vehicle may use any form of electric motor arranged to generate drive torque, for example a single electric motor connected to a drive system that is arranged to transfer the drive torque generated by the electric motor to two or more of the wheels of the vehicle.
  • the in-wheel electric motor includes a stator 252 comprising a heat sink 253, multiple coils 254 and an electronics module 255 mounted in a rear portion of the stator for driving the coils.
  • the coils 254 are formed on stator tooth laminations to form coil
  • a stator cover 256 is mounted on the rear portion of the stator 252, enclosing the electronics module 255 to form the stator 252, which may then be fixed to a vehicle and does not rotate relative to the vehicle during use.
  • the electronics module 255 includes two control devices 400, where each control device 400 includes two inverters and control logic, which in the present embodiment includes a processor, for controlling the operation of the inverters.
  • a rotor 240 comprises a front portion 220 and a cylindrical portion 221 forming a cover, which substantially surrounds the stator 252.
  • the rotor includes a plurality of permanent magnets 242 arranged around the inside of the cylindrical portion 221.
  • 32 magnet pairs are mounted on the inside of the cylindrical portion 221.
  • the magnets are in close proximity to the coils windings 254 on the stator 252 so that magnetic fields generated by the coils interact with the magnets 242 arranged around the inside of the cylindrical portion 221 of the rotor 240 to cause the rotor 240 to rotate.
  • the permanent magnets 242 are utilized to generate a drive torque for driving the electric motor, the permanent magnets are typically called drive magnets.
  • the rotor 240 is attached to the stator 252 by a bearing block 223.
  • the bearing block 223 can be a standard bearing block as would be used in a vehicle to which this motor assembly is to be fitted.
  • the bearing block comprises two parts, a first part fixed to the stator and a second part fixed to the rotor.
  • the bearing block is fixed to a central portion of the wall of the stator 252 and also to a central portion 225 of the front portion 220 of the rotor 240.
  • the rotor 240 is thus rotationally fixed to the vehicle with which it is to be used via the bearing block 223 at the central portion 225 of the rotor 240.
  • FIG. 4 from the opposite side showing the stator 252 and rotor.
  • the rotor 240 comprises the outer rotor wall, which includes the front portion 220, and circumferential portion 221 within which magnets 242 are circumferentially arranged.
  • the stator 252 is connected to the rotor 240 via the bearing block at the central portions of the rotor and stator walls.
  • a V shaped seal is provided between the circumferential wall 221 of the rotor and the outer edge of the stator 252.
  • the rotor also includes a set of magnets 227 for position sensing, otherwise known as commutation magnets, which in conjunction with sensors mounted on the stator allows for a rotor flux angle to be estimated.
  • the rotor flux angle defines the positional relationship of the drive magnets to the coil windings.
  • the rotor may include a ring of magnetic material that has multiple poles that act as a set of separate magnets.
  • each drive magnet has an associated commutation magnet, where the rotor flux angle is derived from the flux angle associated with the set of commutation magnets by calibrating the measured commutation magnet flux angle.
  • the set of commutation magnets has the same number of magnet or magnet pole pairs as the set of drive magnet pairs, where the commutation magnets and associated drive magnets are approximately radially aligned with each other. Accordingly, for the purposes of the present
  • the set of commutation magnets has 32 magnet pairs, where each magnet pair is approximately radially aligned with a respective drive magnet pair.
  • a sensor which in this embodiment is a Hall sensor, is mounted on the stator.
  • the sensor is positioned so that as the rotor rotates each of the commutation magnets that form the commutation magnet ring respectively rotates past the sensor .
  • the commutation magnets correspondingly rotate past the sensor with the Hall sensor outputting an AC voltage signal, where the sensor outputs a complete voltage cycle of 360 electrical degrees for each magnet pair that pass the sensor.
  • the sensor may also have an associated second sensor placed 90 electrical degrees apart.
  • the motor in this embodiment includes eight coil sets 60 with each coil set 60 having three coil sub-sets 61, 62, 63 that are coupled in a wye configuration to form a three phase sub-motor, resulting in the motor having eight three phase sub-motors. Pairs of the coil sets 60 are connected in parallel with each pair of parallel coupled coil sets 60 being connected to a respective three phase inverter included on a control device 400.
  • a three phase inverter contains six switches, where a three phase alternating voltage may be generated by the controlled operation of the six switches.
  • the star points of the parallel coupled coil sets 60 are not electrically coupled.
  • each of the coil sets 60 may be connected to a separate inverter.
  • the electronics module 255 includes two control devices 400, with each control device 400 having two inverters that are coupled to a respective pair of parallel coupled coil sets 60. Additionally, each control device 400 includes an interface arrangement, where in a first
  • each control device 400 is arranged to allow communication between the
  • control devices 400 housed in the electronics module 255 with one control device 400 being arranged to communicate with a vehicle controller mounted external to the electric motor, where the processor on each control device 400 is arranged to handle communication over the interface arrangement.
  • the processors on the respective control devices 400 are arranged to control the inverters included on the respective control device 400 to allow each of the electric motor coil sets 60 to be supplied with a three phase voltage supply, thereby allowing the respective coil sub-sets 61, 62, 63 to generate a rotating magnetic field.
  • each coil set 60 describes each coil set 60 as having three coil sub-sets 61, 62, 63, the present invention is not limited by this and it would be appreciated that each coil set 60 could have two or more coil sub-sets.
  • the present embodiment describes an electric motor having eight coil sets 60 (i.e. eight sub motors) the motor could have one or more coil sets with an associated control device.
  • each three phase bridge inverter is arranged to provide P M voltage control across the respective coil sub-sets 61, 62, 63, thereby generating a current flow in the respective coil sub-sets to provide a required torque for the respective sub-motors .
  • the three phase bridge inverter switches are arranged to apply a single voltage phase across each of the coil sub-sets 61, 62, 63.
  • the inverter switches can include semiconductor devices such as MOSFETs or IGBTs.
  • the switches comprise IGBTs.
  • any suitable known switching circuit can be employed for controlling the current.
  • One well known example of such a switching circuit is the three phase bridge circuit having six switches configured to drive a three phase electric motor. The six switches are
  • each pair of switches is placed in series and from a leg of the three phase bridge circuit.
  • the plurality of switches are arranged to apply an
  • the plurality of switches are configured to form an n-phase bridge circuit. Accordingly, as is well known to a person skilled in the art, the number of switches will depend upon the number of voltage phases to be applied to the respective sub motors. Although the current design shows each sub motor having a three phase construction, the sub motors can be constructed to have any number of phases.
  • the wires (e.g. copper wires) of the coil sub-sets 61, 62, 63 may be connected directly to the switching devices that form part of the inverters, as appropriate.
  • one of the control devices 400 included in the electronics module 255 is arranged to receive torque demand requests over a communication line from an external vehicle controller, where the torque demand requests received at the control device 400 is transmitted by the control device 400 to the other control device 400 housed in the electronics module 255 over a different communication line.
  • status information may also be provided from the control devices 400 to the vehicle controller.
  • the energy requirements for the plurality of electric motors is provided by the energy storage device 104, for example a battery, and the energy system 105, where the energy storage device 104 and energy system 105 are coupled to the respective in-wheel electric motors via a DC voltage bus 106.
  • the energy system 105 Upon the occurrence of a predetermined condition during regenerative braking, the energy system 105 is arranged to receive the energy generated by the plurality of in-wheel electric motors, as described below. Examples of the
  • the energy system includes a resistor 801, a switch 802 and a capacitor 812 that are coupled in series.
  • the capacitor is preferably a super capacitor or an electric double-layer capacitor or a high energy density capacitor, however for the purposes of the present invention reference will be made to a super
  • One terminal of the resistor 801 is coupled to the positive DC voltage busbar with the other terminal of the resistor 801 being coupled to a terminal of the switch 802.
  • the other terminal of the switch 802 is coupled to a terminal of the super capacitor 812 with the other terminal of the super capacitor 812 being coupled to the negative DC voltage busbar .
  • an energy bleed device 803 and/or a low power DC/DC converter 820 are coupled in parallel with the super capacitor 812, as described below.
  • the operation of the switch 802 is controlled via a controller 807, as described below, where activation of the energy system 105 is controlled via operation of the switch 802.
  • the resistor 801 can be of watercooled or aircooled construction, with a large heat capacity to absorb the energy pulses dissipating into it when current flows through the resistor.
  • the braking resistor 801 is arranged to absorb some of the regenerative braking energy when used with a super capacitor, where the braking resistor 801 is configured to absorb a high peak power for a short time or low duty cycle.
  • a typical range of resistance for the braking resistor 801 is of the order of hundreds of milliohms to ohms.
  • a typical range of capacitance for the super capacitor 812 is of the order of several tenths of Farads to Farads of capacitance. The actual values of resistance and capacitance will depend upon the weight of the vehicle. For a battery voltage of several hundred volts, the peak current rating of the components is likely to be at least several hundred amps and the peak power rating of the braking resistor in the tens or hundreds of kilowatts.
  • the energy system is activated by closing the switch 802 to allow current to flow through the resistor 801.
  • the energy delivered to the DC voltage bus 106 from the electric motors during regenerative braking is partially dissipated by the braking resistor 801 with the remaining energy being stored on the super
  • the use of the resistor 801 ensures that the super capacitor 812 does not need to absorb all of the energy generated by the in-wheel electric motors, thereby allowing the capacity of the super capacitor to be reduced. Similarly, the energy absorbed by the super capacitor 812 during regenerative braking, for example during vehicle deceleration, reduces the required power rating of the braking resistor 801, which would otherwise have to absorb the kinetic energy of the vehicle if the battery 104 were unable to do so.
  • the braking resistor 801 limits the current flow into the super capacitor 812 by virtue of its
  • the braking resistor preferably kept within plus or minus 20 percent of the nominal or open circuit battery voltage, which would allow approximately 90 percent of the energy generated by the electric motors and placed on the DC voltage bus by the control devices to be stored on the super capacitor 812, with approximately 10 percent of the energy being dissipated in the braking resistor.
  • This efficiency level is similar to that of a high power DC/DC converter.
  • Other ranges of voltages may be placed across the super capacitor, however at low capacitor voltages there will less energy instantaneously being stored on the super capacitor and more energy being dissipated in the braking resistor 801, resulting in lower overall efficiency.
  • the energy extracted from the DC voltage bus 106 into the super capacitor can be controlled by modulating the on time of the switch 802. In turn this allows the peak voltage of the DC voltage bus 106 during regenerative braking to be controlled and limited to a maximum value, in addition to providing control of the amount of energy going into the battery 104 and into the super capacitor 812.
  • the operation of the energy system 105 is controlled via operation of a unidirectional switch, where upon activation of the unidirectional switch, the unidirectional switch allows current to flow in a single direction through the brake resistor into the super
  • a diode 810 is preferably placed in parallel with the braking resistor 801 to provide a
  • the amount of energy dissipated by the braking resistor 801 is determined based on the current generated by the electric motors into the DC voltage bus 106 and upon the operational duty cycle of the switch.
  • the duty cycle at a fixed frequency at which the switch is modulated on and off is selected based upon the required average current flow into the super capacitor 812.
  • preferred fixed frequency for modulating the switch would be in the region of 5 to 10 kHz, although higher frequencies may be used so operation produces no audible noise.
  • the controller 807 is arranged to control the operation of the switch. To allow the controller 807 to determine whether to activate the energy system 105 the controller 807 is arranged to measure the DC bus voltage, the super capacitor voltage, and, using a current
  • the controller 807 is arranged to communicate with a vehicle controller over a
  • Figure 8 illustrates a preferred embodiment of the vehicle controller
  • a power diode 901 is placed in series with a conventional IGBT having an integral inverse diode 902.
  • other switch devices may be used, for example MOSFETs.
  • the series diode 901 may be omitted if the flow of energy from the super capacitor 812 back into the DC bus 106 is allowable, however this will not be controllable but will occur whenever the DC bus voltage is less than the super capacitor voltage, for example under acceleration of the vehicle.
  • a bleed device 803 is connected in parallel across the super capacitor 812.
  • the bleed device 803 is arranged to slowly thermally dissipate the energy stored in the super capacitor.
  • the dissipation rate would correspond to a discharge rate of the super capacitor 812 to discharge the super capacitor 812 to a specified voltage level, for example 20 percent below the nominal battery voltage, in the expected interval between regenerative braking cycles of the vehicle.
  • the bleed device 803 includes a lower rated power bleed resistor 805, and an auxiliary bleed switch 804 placed in series.
  • the bleed resistor 805 resistance will be 5 to 10 times the value than the resistance value of the braking resistor 801, or greater.
  • auxiliary bleed switch 804 Upon activation of the auxiliary bleed switch 804, energy stored on the super capacitor 812 is dissipated through the bleed resistor 805, which causes the voltage across the super capacitor 812 to drop, thereby enabling the super capacitor 812 to store the next regenerative braking power surge delivered to the DC voltage bus 106 from the
  • a diode 811 is placed in parallel with the bleed resistor 805, thereby providing a freewheel path for any inductive energy in the bleed resistor 805, if required.
  • a low power DC/DC converter 820 for example a DC/DC converter having a power rating in the region of lkW, is connected in parallel across the super capacitor 812.
  • the low power DC/DC converter 820 is arranged to feed the energy stored on the super capacitor 812 to the vehicle low voltage DC supply, for example 12V, for use by the vehicle's electric accessories or to charge the 12V vehicle battery, thereby discharging the super capacitor voltage and enabling the super capacitor 812 to store the next regenerative braking power surge delivered to the DC voltage bus 106 from the respective electric motors 101.
  • the operation of the low power DC/DC converter is controlled via an enable line.
  • Using a lkW DC/DC converter 820 with a nominal 320V traction battery would typically be expected to provide several minutes of power at the designated power level when used with a super capacitor consisting of several Farads of capacitance and the super capacitor is being discharged from 20 percent above nominal battery voltage to 20 percent below nominal battery voltage.
  • the auxiliary bleed switch 804 may be implemented using any suitable switch, for example a standard IGBT with optional inverse diode or a MOSFET.
  • the operation of the auxiliary bleed switch 804 is controlled via the controller 807, as described below.
  • the activation of the energy system 105 is controlled via the operation of a bidirectional switch, where upon activation of the bidirectional switch, the bidirectional switch allows current to flow through the brake resistor 801 into the super capacitor 812 and for energy to be returned to the DC voltage bus 106 from the super capacitor 812.
  • Allowing energy to be returned to the DC voltage bus 106 from the super capacitor 812 helps to maintain the DC bus voltage and the battery voltage when the electric motor' s current requirements are increased, for example when the electric motors 101 are being used to accelerate the vehicle .
  • Figure 9 illustrates an energy system 105 having a
  • the bidirectional switch 1001 is implemented using two back-to-back IGBTs 1002, 1004 with inverse diodes 1003, 1005, respectively.
  • inverse diodes 1003, 1005 respectively.
  • other type of switch configurations may be used.
  • the current flow into the super capacitor 812 is controlled via the operation of IGBT 1002 and inverse diode 1005, whereas the current flow into the DC voltage bus 106 from the super capacitor 812 is controlled via the operation of IGBT 1004 and diode 1003.
  • the capacitor voltage VC 1101 corresponds to the voltage across the super capacitor 812
  • the battery voltage VB 1102 corresponds to the voltage across the battery 104
  • the nominal battery voltage VBnom 1103 is approximately the open circuit voltage appropriate to the battery's state of charge.
  • the super capacitor 812 is charged up to the nominal battery voltage VBnom 1103 by activating IGBT switch 1002. In the absence of any vehicle regenerative braking this charge would ordinarily be expected to come from the battery.
  • the capacitor voltage VC 1101 is maintained at VBnom 1103 by having the bidirectional switch 1001 turned off, that is to say both IGBT 1002 and IGBT 1004 are switched off.
  • Period 703 corresponds to the electric motors 101 being placed in generating mode, for example during regenerative braking of the vehicle. During period 703 the regenerative current generated by the electric motors 101 causes the battery voltage to rise. To allow the super capacitor 812 to absorb the excess energy on the DC voltage bus, IGBT switch 1002 is switched on, thereby allowing the voltage across the super capacitor 812 to increase to the peak level. Once the voltage across the super capacitor 812 has reached the peak level, to allow the energy to be stored on the super
  • Period 705 corresponds to the electric motors 101 being placed in a motoring mode for accelerating the vehicle.
  • IGBT switch 1004 is turned on upon detection that the battery voltage has dropped, which results from the battery 104 providing energy to the
  • the super capacitor 812 discharges energy into the DC voltage bus 106, thereby meeting some of the energy
  • Figure 11 illustrates a first embodiment of a preferred controller 807 for
  • the controller includes a first comparator 1201, a second comparator 1202, exclusive logic 1203, a current control modulator 1204 and IGBT drivers 1205.
  • the first comparator 1201 is arranged to identify whether a charge cycle of the capacitor should occur by comparing the capacitor voltage to the battery voltage, where the inputs to the first comparator 1201 are provided the capacitor voltage VC 1101 and the battery voltage VB 1102.
  • the second comparator 1202 is arranged to identify if a capacitor discharge cycle should occur by comparing the nominal battery voltage to the actual battery voltage, where the inputs to the second comparator 1202 are provided the nominal battery voltage VBnom 1103 and the battery voltage VB 1102.
  • the exclusive logic 1203 is arranged to compare the output from the first comparator 1201 and the second comparator 1202 to prevent a charge or a discharge cycle occurring at the same time.
  • the current control modulator 1204 determines the modulation depth of the IGBT switches 1002 and 1004 based on the absolute value of voltage error between the battery voltage and its nominal value, and the braking or acceleration demand scaling as set by the vehicle controller.
  • determining the modulation depth of the IGBT switches 1002 and 1004 it is possible to control the IGBT drivers 1205 for setting the average current levels through the braking resistor and super capacitor by selecting an appropriate modulation depth for the IGBT switches 1002 and 1004, thereby allowing the energy stored on the super capacitor 812 to be kept within predetermined values.
  • Figure 12 illustrates a second embodiment of a preferred controller 807 for
  • the controller 807 includes a first comparator 901, a second comparator 910, a first AND gate 902, a second AND gate 903, a third AND gate 911, a first IGBT driver 904, a second IGBT driver 912, a brake enable line 905, a brake demand line 906, a modulator 907, an inverter 908 and a scaler 909.
  • the first comparator 901 compares the battery voltage 1102 with the nominal battery voltage VBnom 1103. If the battery voltage VB 1102 is greater than the nominal battery voltage VBnom 1103 and the regenerative brake is enabled as
  • switch 802 is turned on according to the output of the duty cycle modulator 907.
  • the first AND gate 902 provides a positive output signal when the output

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un système énergétique d'un véhicule, le système énergétique comprenant une machine électrique conçue pour fournir un couple d'entraînement lorsqu'elle se trouve en mode de fonctionnement entraînement, et conçue pour produire un courant lorsqu'elle se trouve en mode de fonctionnement freinage. La machine comprend également une résistance montée en série avec un commutateur et un condensateur, le commutateur étant conçu pour commander la circulation de courant produite par la machine électrique à travers la résistance pour permettre à l'énergie d'être stockée sur le condensateur et pour que l'énergie se dissipe dans la résistance.
PCT/IB2014/058502 2013-01-29 2014-01-23 Système énergétique pour véhicule électrique WO2014118678A2 (fr)

Applications Claiming Priority (2)

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GB1301545.8 2013-01-29
GB1301545.8A GB2510186B (en) 2013-01-29 2013-01-29 An energy system for an electric vehicle

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WO2014118678A3 WO2014118678A3 (fr) 2015-02-26

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Cited By (5)

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Publication number Priority date Publication date Assignee Title
CN107487192A (zh) * 2016-06-13 2017-12-19 杜凤伟 一种法拉电容过跨车
CN109421545A (zh) * 2017-08-29 2019-03-05 郑州宇通客车股份有限公司 一种电动车辆制动系统
WO2020066113A1 (fr) * 2018-09-28 2020-04-02 株式会社日立製作所 Système d'alimentation électrique
WO2021003881A1 (fr) * 2019-07-05 2021-01-14 株洲中车时代电气股份有限公司 Procédé et appareil pour distribuer une puissance de freinage électrique d'un tramway électrique hybride, et support
US11277082B2 (en) 2019-11-05 2022-03-15 Hamilton Sundstrand Corporation Multipurpose brake

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015006416A1 (de) 2015-05-19 2016-11-24 Man Truck & Bus Ag Schaltungsanordnung zum Entladen eines Energiespeichers eines Kraftfahrzeugs
CN106274509A (zh) * 2016-10-14 2017-01-04 四川赛尔雷新能源科技有限公司 一种基于聚合物锂电池和超级电容的电动汽车电源

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US20080087479A1 (en) * 2006-10-11 2008-04-17 Hyundai Motor Company Power system of hybrid fuel cell bus and control method thereof
US20080136359A1 (en) * 2006-11-15 2008-06-12 Sung Jin Chung Regenerative braking system of fuel cell vehicle using super capacitor
US20100133025A1 (en) * 2009-11-05 2010-06-03 Ise Corporation Expandable Energy Storage Control System Architecture
WO2012128132A1 (fr) * 2011-03-22 2012-09-27 日立建機株式会社 Machinerie de construction hybride et dispositif de commande auxiliaire utilisé dans ladite machinerie

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Publication number Priority date Publication date Assignee Title
US20080087479A1 (en) * 2006-10-11 2008-04-17 Hyundai Motor Company Power system of hybrid fuel cell bus and control method thereof
US20080136359A1 (en) * 2006-11-15 2008-06-12 Sung Jin Chung Regenerative braking system of fuel cell vehicle using super capacitor
US20100133025A1 (en) * 2009-11-05 2010-06-03 Ise Corporation Expandable Energy Storage Control System Architecture
WO2012128132A1 (fr) * 2011-03-22 2012-09-27 日立建機株式会社 Machinerie de construction hybride et dispositif de commande auxiliaire utilisé dans ladite machinerie

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107487192A (zh) * 2016-06-13 2017-12-19 杜凤伟 一种法拉电容过跨车
CN109421545A (zh) * 2017-08-29 2019-03-05 郑州宇通客车股份有限公司 一种电动车辆制动系统
WO2020066113A1 (fr) * 2018-09-28 2020-04-02 株式会社日立製作所 Système d'alimentation électrique
WO2021003881A1 (fr) * 2019-07-05 2021-01-14 株洲中车时代电气股份有限公司 Procédé et appareil pour distribuer une puissance de freinage électrique d'un tramway électrique hybride, et support
US11277082B2 (en) 2019-11-05 2022-03-15 Hamilton Sundstrand Corporation Multipurpose brake

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WO2014118678A3 (fr) 2015-02-26
GB2510186B (en) 2015-07-15
GB2510186A (en) 2014-07-30
GB201301545D0 (en) 2013-03-13

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