WO2019101421A1 - Dispositif d'alimentation en énergie d'une machine électrique, système d'entraînement électrique et procédé de commande d'un onduleur à multiples niveaux - Google Patents

Dispositif d'alimentation en énergie d'une machine électrique, système d'entraînement électrique et procédé de commande d'un onduleur à multiples niveaux Download PDF

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Publication number
WO2019101421A1
WO2019101421A1 PCT/EP2018/077606 EP2018077606W WO2019101421A1 WO 2019101421 A1 WO2019101421 A1 WO 2019101421A1 EP 2018077606 W EP2018077606 W EP 2018077606W WO 2019101421 A1 WO2019101421 A1 WO 2019101421A1
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WO
WIPO (PCT)
Prior art keywords
input terminal
electrical energy
fuel cell
electrical
electric
Prior art date
Application number
PCT/EP2018/077606
Other languages
German (de)
English (en)
Inventor
Jochen Fassnacht
Klaus Beulich
Jannis Hoppe
Original Assignee
Robert Bosch Gmbh
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Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2019101421A1 publication Critical patent/WO2019101421A1/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
    • 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
    • B60L15/2045—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 optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • 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
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
    • H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit 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
    • H02J7/1423—Circuit 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 with multiple batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/483—Converters with outputs that each can have more than two voltages levels
    • H02M7/487—Neutral point clamped inverters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
    • H02P27/14—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation with three or more levels of 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B60L2210/44—Current source inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/529—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/20—Energy converters
    • B60Y2400/202—Fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/61—Arrangements of controllers for electric machines, e.g. inverters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2300/00—Systems for supplying or distributing electric power characterised by decentralized, dispersed, or local generation
    • H02J2300/30—The power source being a fuel cell
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for 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
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    • Y02T90/14—Plug-in electric 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to a device for powering an electrical machine and to a method for driving a multilevel inverter.
  • the present invention relates to the control of an electric machine by means of energy from a fuel cell.
  • Document WO 2011/004487 A1 discloses a fuel cell system having an inverter connected to a motor, a first converter between a fuel cell and the inverter, a second converter between a power storage device and the inverter, and a controller including the first and the second Converter controls.
  • the electrical energy for the drive can, for example, by means of an electrical energy storage device, such.
  • Traction batteries are provided.
  • fuel cells by oxidation of hydrogen electrical energy, which also to operate a
  • the present invention discloses a device for powering an electric machine with the features of claim 1, a Electric drive system with the features of claim 4 and a method for driving a multilevel inverter with the features of claim 9.
  • a device for powering an electrical machine with a multilevel inverter includes a first input terminal. This first input port is configured to be electrically connected to the fuel cell. Furthermore, the multilevel inverter comprises a second input terminal, which is set up to be electrically connected to the electrical energy store. Further, the multilevel inverter includes an output terminal configured to be connected to an electric machine.
  • a method for controlling a multilevel inverter having a first input terminal for the electrical connection of a fuel cell, a second input terminal for the electrical coupling of a
  • the method includes the steps of setting a first mode of operation in which only electrical energy is transmitted from the second input terminal to the output terminal, setting a second mode of operation in which only electrical energy is transmitted from the first input terminal to the output terminal, or alternatively adjusting a third mode of operation in which alternately both electrical energy from the first
  • Input terminal is transmitted from the second input terminal to the output terminal.
  • the present invention is based on the finding that a control of a fuel cell generally via the terminal voltage of the fuel cell or the electric current is controlled by the fuel cell to an electrical consumer.
  • an additional is preferably
  • DC converter used, which regulates the electric current from the fuel cell to the consumer.
  • a regulation of the fuel cell via supply and discharge of the media of a fuel cell is not desirable and could possibly damage the
  • Terminal voltage or the withdrawn electrical current is usually a complex electrical circuit with additional modules
  • the present invention is therefore based on the idea to take this knowledge into account and to provide an efficient circuit arrangement which enables the operation of a fuel cell in an electric drive system.
  • the invention provides a multilevel inverter, in particular a three-level inverter, which can be fed on the input side from an input from the fuel cell and at a further input from a further electrical energy store. On the output side, such a multilevel inverter can feed an electrical machine.
  • both the fuel cell and the further electrical energy storage can each provide an output voltage, which in itself is sufficient for the operation of the connected electrical machine.
  • the connected electric machine can be operated either solely by the electrical energy storage, alone by the fuel cell or optionally by jointly feeding electrical energy from the fuel cell and the electrical energy storage.
  • Fuel cell can always be operated in an optimal working range.
  • both the fuel cell and the further electrical energy storage can be connected directly to the multilevel inverter, eliminating additional components and assemblies, such as additional DC-DC converter, as would be required for controlling a fuel cell in a conventional operating concept. In this way simplify the circuitry and the associated
  • At least one electrical load is connected to the first input terminal to which the fuel cell can be connected and / or to the second input terminal to which the electrical energy store can be connected.
  • These electrical consumers may be, for example, electrical consumers, which are usually connected directly to the high-voltage network of an electric or hybrid vehicle.
  • electrical consumers can be a heater, an air conditioner or a
  • the connected consumers can also be a DC-DC converter, which couples the high-voltage network of the electric or hybrid vehicle with a low-voltage vehicle electrical system of a vehicle or supplies it.
  • the multilevel inverter comprises a three-level inverter.
  • Three-level inverters typically have two input terminals, each of which can be connected to an electrical power source.
  • the two connected energy sources each have a nearly equal output voltage, this is in the
  • Device according to the invention is not mandatory. Rather, you can the output voltage of the fuel cell and the terminal voltage of the electrical energy storage also differ from each other.
  • the device is designed to transmit electrical energy exclusively from the second input terminal of the multilevel inverter to the output terminal in a first operating mode. In this operating mode, one connected
  • Operating mode can only use electrical energy from the first one
  • Input terminal of the multilevel inverter are transmitted to the output terminal.
  • no electrical energy is taken from a connected electrical energy store, so that the electric drive system can be fed by a connected fuel cell alone.
  • electrical energy may be alternately transmitted from either the second input terminal or the first input terminal of the multilevel inverter to the output terminal. In this way, an operation of the electric drive system can be ensured even if a single of the two energy sources, in particular the fuel cell alone could not provide sufficient amount of electrical energy to realize the desired target specifications for the electric drive system.
  • electrical energy is transferred from the first input terminal of the multilevel inverter to the second input terminal.
  • an electrical energy store can be charged at the second input terminal of the fuel cell at the first input terminal, so that the electrical energy provided by the fuel cell can be made available to the electric drive system at the output terminal at a later time again.
  • electrical energy can be transmitted from the first input connection to the second input connection without torque being set in an electrical machine connected to the output connection.
  • electrical energy can be transmitted from the first input connection to the second input connection.
  • Output terminal connected electrical machine to set a predetermined torque and electrical energy from the first
  • electrical energy may be simultaneously transferred from the second input terminal and from the first input terminal to the output terminal.
  • a terminal voltage which is greater than that can be set on the electrical machine at the output terminal
  • Performance can be achieved for a particularly high speed or high acceleration at high speed.
  • the operating mode can be set as a function of an electrical voltage at the first input terminal, in particular an output voltage of a connected fuel cell and / or an electrical voltage at the second input terminal, in particular a terminal voltage of a connected electrical energy store.
  • the electric current delivered by the fuel cell or the electrical energy store or the respective voltage across the fuel cell and / or the electrical energy store can be determined by means of suitable sensors.
  • the values for control and selection of the operating mode can also be calculated. On the basis of these determined values, an optimum operating point for both an electric drive system with an electric machine and for a fuel cell can be set.
  • the method may include electrical energy from the first input port to the second
  • Transfer input terminal can also be transmitted from the second input terminal to the first input terminal. In both cases, the transmission of electrical energy can take place without a torque being set here at an electrical machine connected to the output connection. Alternatively, it is also possible to transmit the electric power between the first input terminal and the second input terminal while adjusting a torque in an electric machine connected to the output terminal.
  • the method may transmit electrical energy from both the first input port and the second input port to the output port.
  • Output terminal be greater than the electrical voltage at the first and second input terminal.
  • the method comprises a step for
  • FIG. 1 shows a schematic representation of an electric drive system according to an embodiment
  • FIG. 2 shows a schematic representation of an electric drive system according to a further embodiment
  • FIG. 3 shows a schematic representation of an electric drive system according to yet another embodiment
  • Figure 4 is a schematic representation of a space vector diagram, as it is the control of an electric drive system according to an embodiment with equal voltages of battery and fuel cell based;
  • FIG. 5 is a schematic representation of a flowchart, such as FIG
  • Method for controlling a multilevel inverter is based.
  • the electric drive system comprises a
  • Fuel cell 1 an electric energy storage 2, a multilevel inverter 3 and an electric machine 4.
  • the fuel cell. 1 it can be any fuel cell, which can generate electrical energy, for example by oxidation of hydrogen.
  • the fuel cell 1 can provide an electrical voltage which is sufficient to drive the electric machine 4. Furthermore, the output power of the fuel cell 1 can also be matched to the power requirement of the electric machine 4.
  • the electrical energy store 2 may be any desired electrical energy store which is suitable for providing electrical energy for driving the electric machine 4.
  • the output voltage of the energy storage device 2 correspond to a voltage which is sufficient to drive the electric machine 4.
  • the electrical energy storage 2 can also be designed to temporarily store externally supplied electrical energy and to dispense it again when needed.
  • the electrical energy store 2 may be a traction battery of an electric or hybrid vehicle.
  • any other electrical energy storage such as Supercap, flywheel storage or the like, are possible.
  • the electric machine 4 may be any electrical machine.
  • the electric machine 4 may be a polyphase asynchronous machine. But also multi-phase synchronous machines are also possible. The number of three phases shown here is only for better understanding and does not provide any
  • any of three different number of electrical phases of the electric machine 4 is possible.
  • the number of electrical phases of the electric machine 4 and the number of electrical phases at the output of the multilevel inverter 3 should be matched, that is, the number of phases at the output of the multilevel inverter 3, the number of phases of the electric machine correspond.
  • the multilevel inverter 3 may be any multilevel inverter having at least two input terminals 31, 32 and an output terminal 34.
  • the multilevel Inverter 3 to act a three-level inverter, as shown here.
  • a multilevel inverter is usually fed by several identical or at least similar voltage sources, the multilevel inverter 3 according to the embodiment shown here of two different
  • a first input terminal 31 of the multilevel inverter 3 can be connected to a fuel cell 1.
  • a second input terminal 32 of the multilevel inverter 3 can be connected to the electrical energy storage device 2. The can
  • Fuel cell 1 and the electrical energy storage 2 different electrical parameters such as output voltage, maximum
  • the fuel cell 1 and the electrical energy storage 2 are dimensioned in the rule so that both the fuel cell 1 and the electrical energy storage 2 each can provide electrical energy, which is an operation of the electric machine 4 by sole food from the fuel cell 1 or the electric Energy storage 2 allows.
  • the multilevel inverter 3 may be any, possibly conventional or novel multilevel inverter.
  • the multilevel inverter 3 may be a three-level inverter, as shown in FIG.
  • Such a three-level inverter for example, on the input side, a series circuit of two DC link capacitors CI and C2 include.
  • connection points of the first input terminal 31 arranged and a second DC link capacitor C2 is disposed between the two connection points of the second input terminal 32. Further, the inverter 3 for each phase LI, L2, L3 of the output terminal 34 each one
  • Each bridge circuit comprises between an upper voltage potential + U1 and a middle voltage potential 0, a circuit arrangement of two semiconductor switching elements MIA, M1B;
  • M3A, M3B or M5A, M5B Analog is for each bridge between the middle Voltage potential 0 and a lower voltage potential -U2 an analog circuit arrangement of the two switching elements M2A, M2B; M4A, M4B or M6A, M6B provided. Further, a freewheeling diode is provided in parallel with each switching element. In addition, a further diode is provided between the middle potential 0 and in each case a center connection of the two switching elements.
  • a protective element for example a semiconductor diode or the like, can be provided between the fuel cell 1 and the input terminal 31 of the multilevel inverter 3 his. In this way it can be ensured that no electrical energy is supplied by the multilevel inverter 3 in the direction of the fuel cell 1, which could possibly lead to damage of the fuel cell 1.
  • the fuel cell 1 is active and can thus provide sufficient electrical energy that is required for the operation of the electric machine 4, then in a further operating mode, an operation of the electric drive system is possible in which only the fuel cell 1, the electrical energy for the drive the electric machine 4 provides. In In this case, if necessary, no further electrical energy must be removed.
  • a power surplus of the fuel cell it is also possible, in particular in the case of a power surplus of the fuel cell 1, to draw electrical energy from the fuel cell 1 in order to charge the electrical energy store 2.
  • two cases can be distinguished.
  • electrical energy can be transmitted from the fuel cell 1 into the electrical energy store 2, without a torque being set in the electric machine 4.
  • the electric flux in the connected electric machine 4 by driving the switching elements M2A, M2B; M4A, M4B; M6A, M6B and MIA, M3A and M5A initially increased, without thereby setting a significant torque in the electric machine 4.
  • the switching elements MIA, M1B; M3A, M3B; M5A and M5B and M2A, M4A and M6A are controlled such that they compensate for the increased flow in the electric machine 4 and thereby remove electric power from the electric machine 4 in order to charge the electric energy storage device 2. Since in this case only the electrical flux in the electric machine 4 is increased without setting a significant torque in the electric machine 4, the electrical energy can be transferred from the fuel cell 1 to the electric energy storage 2 even when the electric drive system is at a standstill. Optionally, in this way, electrical energy from the fuel cell to a Consumers are connected to the second input terminal 32 of the multilevel inverter 3, as will be described in more detail below.
  • the electric machine 4 can also be driven at the same time and thereby electrical energy from the fuel cell 1 to the electric power source
  • Switching elements M2A, M2B; M4A, M4B; M6A, M6B and M1A.M3A and M5A on the one hand set the desired torque in the electric machine 4 while also storing energy in the electric machine 4. Further, by driving the switching elements MIA, M1B; M3A, M3B and M5A, M5B and M2A, M4A and M6A the electric machine 4 electrical energy taken, which can be used to charge the electrical energy storage device 2.
  • additional electrical consumers can also be supplied by the fuel cell 1 and / or the electrical energy store 2.
  • the additional electrical consumers can be connected, for example, to the electrical energy source 2, as shown in FIG.
  • the electric power source 2 feeds the additional consumers 5-i in parallel. In this way it can be ensured that the electrical loads 5-i as permanently as possible from the electrical
  • Power source 2 are fed.
  • the electrical consumers 5-i can be any electrical consumers which can be operated directly with an electrical voltage in the region of the output voltage of the electrical energy store 2.
  • an electrical load can be operated with a higher or lower electrical voltage.
  • a DC-DC converter 51 of the Output of the electrical energy storage device 2 are coupled to a low-voltage electrical system of a motor vehicle.
  • Figure 3 shows an alternative embodiment of an electrical
  • the electrical loads 5-i are connected to the output of the fuel cell 1.
  • the fuel cell 1 feeds in parallel the additional electrical loads 5-i and the first input terminal 31 of the
  • the electrical energy provided by the fuel cell 1 can be supplied directly to the electrical loads 5-i without having to be additionally converted by the multilevel inverter 3 from the first input terminal in the direction of the second input terminal 32 ,
  • electrical consumers can also be provided both at the first DC voltage connection 31 and at the second DC voltage connection 32.
  • Figure 4 shows a space vector diagram, as it may be based on the control of a multilevel inverter 3 by means of space vector modulation.
  • fuel cells are 1 and electric
  • the space vector diagram of FIG. 4 includes an inner hexagon with bold lines, and an outer hexagon with thin lines.
  • the space vector of the inner hexagon can be adjusted by exclusively electrical energy from the fuel cell 1 or alternatively exclusive electrical energy is obtained from the electrical energy storage 2.
  • Positive numbers (“1") represent the control of the multilevel inverter 3, wherein electrical energy from the electric
  • Energy storage 2 is based or in the electrical energy storage. 2 is fed. Negative digits ("-1") alternatively represent a control of the multilevel inverter 3, wherein electrical energy from the
  • Fuel cell 1 is removed - with a feed of electrical energy should be avoided in the fuel cell 1. Like in the
  • Fuel cell 1 or the electrical energy storage 2 can be adjusted.
  • both energy sources can be alternately charged.
  • Fuel cell 1 and the electric power source 2 are superimposed to adjust to the electric machine 4, a higher electrical voltage. This can be done by driving the multilevel inverter 3 according to the outer hexagon. In this way, a boost operation can be set. This boost operation is not a normal operating state, since here the
  • Distribution of power extraction from battery and fuel cell is only limited controllable.
  • FIG. 5 shows a schematic representation of a flow diagram on which a method for controlling a multilevel inverter is based, which is used to control an electrical machine 4 at a first input connection 31 of a fuel cell 1 and a second input connection 31
  • Input terminal 32 can be powered by an electrical energy storage device 2.
  • the method comprises a first operating mode Sl, in which only electrical energy is transmitted from the electrical energy store 2 at the second input terminal 32 to the electric machine 4 at the output terminal 34.
  • the selection of the corresponding operating mode can in particular
  • a target torque to be set Dependent on the power requirement of the connected electric machine 4, for example, a target torque to be set.
  • the electrical voltage provided by the fuel cell 1 and / or an electric current output by the fuel cell 1 can be detected metrologically or calculated based on further parameters. These values can also be used to select and set the respectively suitable operating mode. Additionally or alternatively, a detection or calculation of the values of the electrical
  • Output voltage of the electric energy storage device 2 and / or an electric current from the electrical energy storage device 2 or in the electrical energy storage device 2 are determined.
  • the present invention relates to an electrical
  • a multilevel inverter which can be electrically coupled to a fuel cell at a first input and which can be coupled to a further input with an electrical energy store, such as a battery or the like.
  • the multilevel inverter can be controlled very variable, so that the energy from the fuel cell and the electrical energy storage variable to the current
  • Operating conditions can be adjusted.
  • an energy transfer from the fuel cell to the electrical energy storage is possible.

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Abstract

La présente invention concerne un système d'entraînement électrique qui peut être alimenté par une pile à combustible servant de source d'énergie électrique. Le système selon la présente invention comprend un onduleur à plusieurs niveaux dont une entrée peut être couplée à la pile à combustible et dont une autre entrée peut être couplée à un accumulateur d'énergie électrique, tel que, par exemple, une batterie ou un dispositif similaire. Avec une telle configuration, l'onduleur à multiples niveaux peut être commandé d'une manière très variable de sorte que la prise d'énergie depuis la pile à combustible et depuis l'accumulateur d'énergie électrique peut être adaptée de manière variable aux conditions actuelles de fonctionnement. En particulier, une transmission d'énergie de la pile à combustible à l'accumulateur d'énergie électrique est également possible.
PCT/EP2018/077606 2017-11-22 2018-10-10 Dispositif d'alimentation en énergie d'une machine électrique, système d'entraînement électrique et procédé de commande d'un onduleur à multiples niveaux WO2019101421A1 (fr)

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DE102017220848.1 2017-11-22
DE102017220848.1A DE102017220848A1 (de) 2017-11-22 2017-11-22 Vorrichtung zur Energieversorgung einer elektrischen Maschine, elektrisches Antriebssystem und Verfahren zum Ansteuern eines Multilevel-Wechselrichters

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DE102021117252A1 (de) 2021-07-05 2023-01-05 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Gleichspannungswandler für ein Kraftfahrzeug

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JP2010119174A (ja) * 2008-11-11 2010-05-27 Toyota Central R&D Labs Inc 電力変換回路
WO2011004487A1 (fr) 2009-07-09 2011-01-13 トヨタ自動車株式会社 Système de pile à combustible et procédé d'entraînement de moteur
DE102015225574A1 (de) * 2015-12-17 2017-06-22 Robert Bosch Gmbh Verfahren und Vorrichtung zum Laden einer Batterie
DE102016200668A1 (de) * 2016-01-20 2017-07-20 Robert Bosch Gmbh Fortbewegungsmittel und Schaltungsanordnung für einen Betrieb einer elektrischen Maschine mittels zweier Energiespeicher
US20170232862A1 (en) * 2014-10-15 2017-08-17 Robert Bosch Gmbh Electric drive system and method for operating an electric machine for an electric vehicle
EP3224075A1 (fr) * 2014-11-28 2017-10-04 Robert Bosch GmbH Système de batterie ayant une batterie hybride et onduleur npc relié à la batterie coté entrée et procédé pour faire fonctionner un onduleur npc relié à la batterie coté entrée

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010119174A (ja) * 2008-11-11 2010-05-27 Toyota Central R&D Labs Inc 電力変換回路
WO2011004487A1 (fr) 2009-07-09 2011-01-13 トヨタ自動車株式会社 Système de pile à combustible et procédé d'entraînement de moteur
US20170232862A1 (en) * 2014-10-15 2017-08-17 Robert Bosch Gmbh Electric drive system and method for operating an electric machine for an electric vehicle
EP3224075A1 (fr) * 2014-11-28 2017-10-04 Robert Bosch GmbH Système de batterie ayant une batterie hybride et onduleur npc relié à la batterie coté entrée et procédé pour faire fonctionner un onduleur npc relié à la batterie coté entrée
DE102015225574A1 (de) * 2015-12-17 2017-06-22 Robert Bosch Gmbh Verfahren und Vorrichtung zum Laden einer Batterie
DE102016200668A1 (de) * 2016-01-20 2017-07-20 Robert Bosch Gmbh Fortbewegungsmittel und Schaltungsanordnung für einen Betrieb einer elektrischen Maschine mittels zweier Energiespeicher

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