Classifications

• • 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
  • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
  • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
  • H02P3/08—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a DC motor
  • H02P3/12—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a DC motor by short-circuit or resistive 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
  • B60L7/00—Electrodynamic brake systems for vehicles in general
  • B60L7/003—Dynamic electric braking by short circuiting the motor
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/04—Introducing corrections for particular operating conditions
  • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits specially adapted for starting of engines
  • F02N11/0859—Circuits specially adapted for starting of engines specially adapted to the type of the starter motor or integrated into it
• • 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
  • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
  • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
  • H02P3/18—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an AC motor
  • H02P3/22—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an AC motor by short-circuit or resistive braking
• • 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
  • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
  • H02P9/14—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field
  • H02P9/26—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices
  • H02P9/30—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices
• • 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
  • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
  • H02P9/48—Arrangements for obtaining a constant output value at varying speed of the generator, e.g. on vehicle
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
  • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits specially adapted for starting of engines
  • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/003—Starters comprising a brake mechanism
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits specially adapted for starting of engines
  • F02N2011/0881—Components of the circuit not provided for by previous groups
  • F02N2011/0896—Inverters for electric machines, e.g. starter-generators
• • 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

Definitions

• the present invention relates to a method and a rotating electrical machine for braking a thermal engine of a motor vehicle during the stopping phase thereof.
• a motor vehicle is equipped with rotating electrical machines, in particular an alternator or an alternator / starter.
• rotating electrical machines in particular an alternator or an alternator / starter.
• Figure 1 there is shown schematically a rotating electrical machine in the form of a reversible alternator of the polyphase type for a motor vehicle with a heat engine.
• alternator-starter Such a reversible alternator is called alternator-starter.
• this reversible alternator transforms mechanical energy into electrical energy, in particular for recharging the battery of the motor vehicle and / or electrically powering the vehicle accessories.
• the reversible alternator operates in alternator mode, that is to say as a current generator.
• the reversible alternator transforms electrical energy into mechanical energy, in particular for starting the engine of the motor vehicle. It is said that in this case the reversible alternator works in starter mode, that is to say in electric motor.
• alternator-starter can stop the engine of the vehicle, for example at a red light or in traffic jams, and restart it for example according to a determined or predetermined strategy.
• This strategy takes into account, for example, the state of the gearbox and the clutch pedal; the engine is stopped when the gearbox is in neutral and the action on the release pedal released and vice versa to restart.
• This function is called "Stop-Start" in the English language.
• alternator-starter performs this function in starter mode to save fuel especially when driving in the city.
• the alternator-starter can also, depending on its power, perform other functions in starter mode that is to say when it operates as an electric motor.
• WO 02/060711 it may be used to drive an accessory, such as an air-conditioning compressor, when the vehicle is stationary at the red lights, or to assist with the start of operation.
• an accessory such as a turbo compressor.
• This alternator-starter 1 is mounted here in place of a conventional alternator and comprises a drive member in the form of a pulley 20 integral with a shaft.
• This alternator-starter 1 is connected to the crankshaft of the engine of the motor vehicle here via its drive member 20 belonging to a motion transmission device intervening between the alternator-starter and the heat engine.
• This pulley 20 is connected to a pulley 21 of the crankshaft of the heat engine via at least one belt 40.
• This alternator-starter 1 comprises, as best seen in FIG. 2, which is a simplified sectional view of the alternator. starter, a housing 10 carrying a stator 16 surrounding a rotor 4 integral with a shaft 14, of axis X, carrying at its front end the pulley 20.
• the stator 16 comprises a ring-shaped body 18 in the form of a packet of notched plates forming grooves for mounting armature windings 5 having buns extending on either side of the ends 24, 26 of the body 18.
• the body 18 is therefore made of ferromagnetic material.
• the alternator of Figure 1 has three phases. As a variant, it comprises more than three phases, for example five, six or seven phases.
• Each phase comprises at least one armature coil 5.
• These coils 5 are angularly offset and connected in a star or a triangle as can be seen in FIG. 1. They are connected at their output to a current rectifier 8 reciprocating current continuous described below.
• the coils or windings 5 may be made with conductive wire wound in the notches of the stator body, for example undulating or in the form of coils wound around a tooth of the stator body, or with shaped conductor elements. bars mounted in the notches and interconnected for example by welding to form networks.
• each phase comprises at least two windings connected in series or in parallel with the presence in this case of two rectifier bridges connected in parallel and star-star or star-delta or delta-triangle connections of three-phase windings of the phases.
• One or more windings 5 are mounted in each notch of the stator body.
• the shaft 14 of the rotor 4 is centrally rotatably mounted in the housing, in the case here of non-referenced ball bearings.
• the rotor 4 shown in FIG. 2 is, as described in document EP A 0515259, a claw rotor comprising polar wheels 50, made of ferromagnetic material, provided with flanges having teeth at their outer periphery.
• An excitation coil 41 is mounted between the flanges. Permanent magnets can be inserted between the teeth of the pole wheels, as described, for example, in document FR A
• the rotor is salient poles, an excitation coil being mounted around each salient pole belonging to the body of the rotor, for example in the form of a pack of sheets.
• this salient pole rotor also comprises permanent magnets alternating circumferentially with the excitation windings as described in the WO document.
• the housing has at least two perforated parts for air circulation. One of these parts is called front bearing, the other part is called rear bearing.
• the bearings are metallic and connected to the mass of the vehicle.
• the rotor then carries at at least one of its axial ends an internal fan, not referenced in FIG. 2, to cool the alternator as visible in the two WO documents.
• the rear bearing carries a brush holder represented by a dashed rectangle in FIG. 2, whose brushes 42, 43 (FIG. 1) cooperate with slip rings 44, 45 carried by the rear end of the shaft 14. rings are electrically connected to the ends of the excitation winding (s) 41.
• the pulley 20 the shaft 14 and the rotor 4 are rotated and the winding or windings 41 are electrically powered from the brushes.
• the inductor rotor 4 is then magnetized, a magnetic field is created and the coils 5 of the induced stator generate an alternating induced current.
• the current rectifying device 8 of FIG. 1 synchronously transforms this AC direct current to charge the battery and / or supply the electrical consumers of the vehicle's on-board electrical system.
• This recovery device 8 belongs here to an electronic control and power unit 2, which also comprises a management module 9, which receives information for determining the position and the rotation speed of the rotor 4 of the alternator-starter 1.
• This information is for example information provided by sensors 11, such as Hall effect sensors. These sensors are mounted for example on an angularly adjustable sensor holder as described in the document WO 01/697 (see for example FIGS. 7 and 9). In a variant, the sensors 11 are replaced by a resolver.
• the unit 2 is here offset with respect to the alternator-starter, a cable and connectors providing the connection between the rear bearing of the alternator-starter 1 and the unit 2.
• the rectifying device 8 comprises controllable current rectifying elements, such as transistors 7-7 'connected in parallel on diodes 6-6' as described, for example, in document FR-A-2 745445.
• the transistors are advantageously Power transistors of the MOSFET type and constitute switches of the static type, which can be controlled, in starter mode, by acting on the gates of these transistors. These transistors 7-7 'integrate the diodes 6-6' by construction.
• the current rectifying device 8 belongs to a power stage of the unit 2. It constitutes a reversible power converter which provides control in operation in starter mode and synchronous rectification in alternator mode.
• the voltage regulator of the alternator-starter 1 belongs here also to the module 9.
• the voltage regulator controls the excitation winding 41 or the rotor 4 via the brushes 42, 43, the slip rings 44 , 45, a collector with blades and wired links as described for example in the document FR 2710199.
• the electrical line EXC connects the voltage regulator of the module 9 to the brush 43, itself connected to one end of the coil 43, whose other end is connected is connected to the track 44 and the brush 42 connected to ground.
• the module 9 thus manages the voltage regulation when the machine operates in alternator mode, as well as the power in starter mode and alternator mode.
• This module 9 can also manage safety functions and monitor the state of the battery and the state of the battery charge and / or perform other functions, especially when braking or decelerating the vehicle as described. in the aforementioned WO02 / 080334
• This module 9 comprises driving devices, called drivers in English, for driving the gates of transistors 7-7 '.
• the module 9 is configured to output, via the drivers, signals A, B, C and A ', B', C to the gates of the transistors 7.
• This module 9 may be equipped with a device for protecting against overvoltages as described in WO 2005/025025 to which reference will be made.
• each phase winding output two transistors 7-7 'of the integrated diode MOSFET type 6-6'.
• the number of arms or branch 81 depends on the applications and in particular the number of phases of the alternator-starter.
• Transistors 7-7 ', constituting controlled power switches, are therefore grouped in pairs of transistors connected to the same output of a phase winding.
• the transistor 7 ', 6' of power connected to the positive line 83 is called a "high side” transistor, while the power transistor 7.6 connected to the negative line 84 is called a "low side” transistor.
• the control devices are able to act on the gates of the transistors 7-7 'to make them pass (closed transistor) or blocked (open transistor). These control devices receive information provided by the resolver or the position sensors 1 1 of the rotor 4, as well as information of the logic type of validation of the alternator mode and validation of the starter mode. For more details, see WO 2005/025025 cited above.
• the management module 9, in the aforementioned manner, is configured to control the transistors 7-7 'and to send on the gate thereof the signals A, B ... to make these transistors passing or open; each driver or driver here being associated with two signals A, A'-B, B'-C, C.
• the device 8 is an inverter, which supplies the windings 5 of the phases of the stator 1 6; transistors 7-7 'being then driven.
• a DC current which is advantageously maximum, is imposed in the excitation winding or windings of the rotor, constituting the inductor of the alternator, and on the windings of the stator phases are provided phase-shifted signals which are ideally sinusoidal and, in a variant, trapezoidal. or squares.
• the device 8 is a current rectifier bridge for rectifying the alternating current of the coils 5 of the phases in a direct current.
• Transistors 7-7 ' are not controlled in this alternator mode; the diodes 6-6 'are then active.
• the module 9 can also receive information on the temperature of the alternator-starter and / or the recovery device 8 or receive information from the engine control unit "ECU" in English language.
• ECU engine control unit
• This module 9 therefore comprises hardware resources, including a microprocessor and memory, a multi-channel connector, and possibly software resources, including one or more stop / restart algorithms to perform these various functions. These functions can also be realized from circuits of the ASIC type or generally by wired logic.
• the module 9 is powered by the battery B of the vehicle to which it is electrically connected via a switch 12 controlled for example by the ignition key of the vehicle.
• the module 9 optionally comprises means for recognizing a coded signal authorizing the starting of the vehicle engine and driving the MOSFET transistors 7-7 'only if it receives the coded signal.
• alternator is not reversible as described for example in EP A 0515259.
• the current rectifier is a diode bridge.
• the invention aims to take advantage of the alternator or the alternator-starter of the motor vehicle to brake the engine of the motor vehicle during the stopping phase thereof.
• a method of braking a thermal engine of a motor vehicle using a polyphase rotating electrical machine connected to the heat engine and comprising a stator, a rotor comprising at least one excitation winding is characterized in that during the stopping phase of the heat engine at least one phase of the rotating electrical machine is short-circuited.
• a polyphase rotary electric machine intended to be connected to the engine of a motor vehicle, of the type comprising a stator, a rotor comprising at least one excitation coil is characterized in that it is intended for braking the engine of a motor vehicle during the stopping phase thereof by being equipped with short-circuit means for short-circuiting during the stopping phase of the engine at least one of its phases.
• the engine is assisted to stop and the engine thermal engine downtime is reduced because a resistive torque is generated on the rotor shaft of the rotating electrical machine during the engine stopping phase. because at least one phase of the machine is short-circuited.
• the rotor and the rotor shaft connected to the crankshaft of the engine are thus idle.
• the crankshaft is also slowing down.
• the rotor windings are electrically energized, that is to say energized, so that the rotor can be rotated. magnetized and generates an induced current in the closed circuit comprising at least one phase winding, connections, wiring, or static switches. This current gives rise to the appearance of losses by Joule effect and the appearance of a resisting torque on the rotor shaft.
• the current induced in the closed circuit comprises a reactive part linked to the induction of the rotor and an active part related to the resistance of the closed circuit.
• the rotating electrical machine behaves as an electromagnetic retarder during the stopping phase of the engine. In one embodiment, all the phases are bypassed to obtain a better result and a better performance.
• the invention takes advantage of the windings of the phases and of the stator body, which is preferably made of ferromagnetic material.
• the excitation winding or coils of the rotor of the machine are piloted during the stopping phase of the heat engine. Thanks to this characteristic it is possible to adjust and vary the current in the closed circuit to obtain a better slowdown and braking of the rotor and therefore of the rotor shaft of the machine. This braking can therefore be controlled and is thus optimum. It is therefore possible to filter, reduce or eliminate the vibrations due to the acyclisms of the engine during the stopping phase thereof.
• the machine is provided with means for supplying the rotor excitation winding or windings.
• These means are in a different embodiment of the voltage regulator that comprises an alternator or alternator-starter of a motor vehicle.
• These supply means can be controlled by the engine control unit (ECU).
• ECU engine control unit
• means are constituted by the voltage regulator so that one derives part of it.
• excitation of the excitation winding and the short circuit of at least one phase are prolonged after stopping the heat engine.
• the current rectification device which comprises an alternator or an alternator-starter, is used.
• At least one current rectification element of the current rectification device is replaced by a controllable switch, such as a MOSFET-type controllable transistor. Therefore, at least one controllable switch is mounted instead of a current rectifying element, such as a diode connected to a power supply line. of the current rectifier device and this switch is turned on during the stopping phase of the thermal engine in order to short-circuit at least one phase of the machine.
• a controllable switch such as a MOSFET-type controllable transistor. Therefore, at least one controllable switch is mounted instead of a current rectifying element, such as a diode connected to a power supply line. of the current rectifier device and this switch is turned on during the stopping phase of the thermal engine in order to short-circuit at least one phase of the machine.
• This alternator is associated with a starter configured to perform the "Stop-Start" function.
• the current rectifying device belongs to an electronic command and control unit comprising a management module configured to control the piloted switches and the starter.
• the switches are taken advantage of. controlled by the rectifier device of the alternator-starter. These switches are therefore controllable. More precisely, at least one of these controllable switches connected to a supply line of the current rectification device is used and this switch is turned on during the stopping phase of the heat engine in order to short-circuit at least one phase of the machine. .
• At least two current rectification elements of an alternator belonging to the same supply line of the rectifying device may be replaced by two controllable switches or at least two of the controllable switches of a starter-alternator belonging to one to a same power line of the recovery device
• the management module which comprises in the aforementioned manner, the alternator-starter to configure said module to perform the control of the switch or switches during the stopping phase of the engine.
• controllable switch or switches are controllable transistors of the MOSFET type. In another embodiment these controllable switches are thyristors. In general, any other controllable component is possible, in particular bipolar transistors, IGTB, relays.
• FIG. 1 is a diagrammatic view of a starter-alternator for a motor vehicle with a thermal engine of the prior art, whose management module is configured, according to a first embodiment of the invention, to manage a short-circuit circuit of at least one phase of the alternator-starter during the stopping phase of the engine;
• FIG. 2 is a simplified sectional view of the casing carrying the stator and the rotor of the alternator-starter of FIG. 1;
• FIG. 3 is a comparative diagram between the prior art and the present invention; coordinating the rotational speed of the rotor of the rotating electrical machine during the braking phase and the abscissa the time;
• FIG. 4 is a diagram with the ordinate rate of the duty cycle ratio of the excitation winding or windings of the rotor of the rotating electrical machine and in abscissa the time;
• FIGS. 5 to 7 are views similar to FIG. 1 respectively for a second, a third and a fourth embodiment of the invention.
• Curve G of FIG. 3 is representative of what happens during the stopping phase of a motor vehicle heat engine.
• the ordinate shows the speed of rotation V in revolutions per minute (rpm) of the shaft 14 of the rotor 4 of the alternator-starter 1 and the abscissa time t.
• the rotational speed of the shaft 14 is representative of that of the engine of the vehicle, more precisely that of its crankshaft.
• the belt transmission device 20, 21, 40 has a transmission ratio of about 2.5 to 3.
• the idle speed of the engine generally corresponds to an idle speed of 1500 rpm.
• the stopping phase of the engine for example at a red light or in traffic jams, begins globally at point H and ends at point I, that is to say a duration of 600 milliseconds (ms) overall. It is therefore desirable to reduce this time.
• the rotating electrical machine is equipped with short-circuit means for short-circuiting at least one of its phases during the stopping phase of the heat engine.
• the rotating electrical machine is, as mentioned above, an alternator-starter and the curve K of FIG. 3 is the curve obtained according to this first embodiment.
• the stopping time 300 ms
• the circuit 100 acts on the gates of the transistors 7 'which all belong to the positive line 83 because they are connected thereto.
• the circuit 100 is activated during this stop phase and receives information for this purpose. This information comes for example from the ECU line and the engine control unit. It is also possible to take into account the position of the gearbox - neutral position - and the position of the clutch-action pedal on the released pedal. One can also take into account the position of the brake pedal. It all depends on the strategy of the "Stop-Start" function
• the shaft 14 of the rotor 4 is thus slowed down because of the creation of a resisting torque which opposes the rotation of the shaft 14.
• the heat engine is, via the transmission device 20, 21 and 40, and slowed down and braked without mechanical contact.
• the excitation winding (s) 41 of the rotor 4 is electrically supplied by the excitation line EXC connected to the voltage regulator integrated in this case to the module 9.
• the voltage regulator therefore belongs to supply means, here of the winding 41 of FIG. 2.
• this current is modulated by electrically powered supply in a controlled manner.
• the winding or windings 41 are driven by supplying them with current via the voltage regulator in pulse mode, of the pulse width modulation type or "Pulse Width Modulation "(PWM in French); the controller being controlled for example by a microcontroller belonging to the management module 9.
• the duty cycle is varied as can be seen in FIG. 4, the cyclic ratio T on the ordinate as a function of the number of revolutions per minute (rpm) of the shaft 14 on the abscissa.
• the curve L is obtained; the stopping phase of the engine and the alternator-starter taking place between the points P and Q.
• the duty cycle increases from point P to point R.
• this cyclic ratio could have been decreased as visible in dotted line (curve S) in FIG. 4.
• This solution is less satisfactory because at point Q the heat engine can be the object of a movement in the opposite direction, more precisely the object of oscillations around its equilibrium position in particular following a problem of fuel injection.
• the rotor 41 is premagnetized, which prepares the electric machine for a faster restart.
• the curve K according to the invention makes it possible to minimize these phenomena, the bumps being greatly reduced.
• the excitation winding (s) 41 By controlling the excitation winding (s) 41, the induced currents of the closed circuit are adjusted and the damping phenomena are better dampened, and the comfort of the passengers of the vehicle during a stop and a restart is further increased (Stop - Start) of the vehicle and further reduce the noise.
• An optimum braking of the heat engine is obtained by slowing down the shaft 14. This is also favorable for reducing the stopping time of the heat engine.
• the slowdown and the braking of the engine are better controlled by making the alternator / starter work in an unconventional manner as an electromagnetic retarder.
• the engine alternator-alternator can, in another embodiment, work in starter mode to position the pistons of the engine for a better restart and all the more that the rotor is already premagnetized.
• the curve L depends on the applications and the number of pistons thereof.
• the alternator-starter is associated with a complementary starter, in particular for a cold start of the heat engine as described in document WO 01/11231.
• a complementary starter in particular for a cold start of the heat engine as described in document WO 01/11231.
• one or more temperature sensors are connected to the module 9, as well as detection means for detect a lack of startup; said module comprising comparison means.
• one of the transistor series 7-7 ' can be replaced by diodes 60 as can be seen in FIG.
• This device receives information from the engine control unit via the ECU line II can also receive information from the sensors
• the circuit 200 belongs to the short-circuit means as well as the transistors 7 '.
• the module 9 also drives the starter 25, configured accordingly.
• the number of switches made during the stopping phase of the heat engine is in an embodiment less than the number of phases as shown in the third embodiment of the invention of FIG. 6, in which only two transistors 7 'are provided; the other transistor of FIG. 5 being replaced by a diode 60 '.
• the rotating electrical machine can therefore be an alternator working as an electromagnetic retarder during the stopping phase of the engine to slow down the shaft 14 and brake the engine without mechanical contact.
• the circuit 300 of the short circuit means is simplified since it controls only two grids.
• the switches of the short circuit means may be located outside the current rectifying device 8. They may, as shown in FIG. module 2 'close to the outputs of the windings 5 of the phases and to be controlled by a circuit 400 belonging to the module 9.
• the circuit 400 is distinct from the module 9 and is controlled for example by the engine control unit.
• the module 2 ' is equipped for example with MOSFET transistors for shorting at least one phase, as well as with two power supply lines such as unit 2.
• the MOSFET transistors which are controllable and controllable static power switches, may be replaced by thyristors or any other controllable switch, such as a relay.
• the current rectifying device 8 of the alternator-starter or the alternator may comprise more than three arms or branch 81, for example five, six or seven arms.
• Each power transistor 7-7 ' is in one embodiment constituted by a set of transistors connected in parallel to reduce heating.
• the alternator-starter or the alternator in one embodiment is cooled at least in part by water as described for example in document FR 2,835,978.
• the transistors 7-7 'of the MOSFET type of the device 8 are alternatively placed on electrically conductive traces mounted electrically insulated on a mezzanine arranged above the rear bearing of the alternator-starter as in the document WO 2004/040738.
• One of the traces may carry at least two controllable transistors and the other traces of the diodes to obtain the assembly of Figure 5.
• the device 8 may comprise several modules mounted on the rear bearing of the alternator-starter as disclosed in the document FR 2 886 477.
• the control devices (the drivers) can belong to the aforementioned modules.
• module 9 in a variant is carried in part by the rear bearing of the alternator-starter and partly offset with respect thereto.
• the electronic unit 2 is carried by the outer periphery of the housing of the alternator-starter.
• the voltage regulator can be carried by the rear bearing of the alternator-starter and thus being offset from the remainder of the module 9 and connected to said module.
• the electronic unit 2 can be deported and belong to a closure cover of a receiving tray of energy storage units, such as batteries or "supercapacitors” or Ultra-capacitors as written in the document WO 2006/100391.
• energy storage units such as batteries or "supercapacitors” or Ultra-capacitors as written in the document WO 2006/100391.
• the pulleys 20, 21 and the belt 40 can be replaced by another motion transmission device comprising, for example, toothed wheels and at least one chain or by gears.
• the alternator-starter instead of being deported may be of the integrated type being mounted adjacent to at least one clutch intervening between the output of the crankshaft of the engine thermal and the input shaft of a motion transmission, such as a gearbox, as described for example in WO 00/06897.
• This alternator-starter can be mounted upstream or alternatively downstream of the clutch or clutches.
• the alternator-starter can act on one of the shafts of the gearbox.
• alternator-starter is connected to the crankshaft of the engine.
• the sensors 11 or the resolver are alternatively deported relative to the alternator-starter.
• the number of functions managed by the module 9 depends on the applications and in particular the power of the alternator-starter.
• This module 9 can therefore perform a lesser number of functions, for example it may not perform the "boost" function or the energy recovery function and be simplified, as well as the device 8.
• alternator-starter or the alternator may be brushless type, the excitation winding being in this case fixed so that the brushes and the slip rings are removed.
• the control of the transistors 7-7 ' can be carried out, as above, as in the document FR-A-2745445 or alternatively by a pulse width control as described in the document WO 2005/109624 to which reference will be made.
• the invention during the stopping phase of the engine, it decreases the stopping time of the engine, as well as noise and vibration phenomena.
• the resistive torque and thus the braking, is generally proportional to the excitation current of the rotor excitation winding or coils so that this resistive torque can be adjusted in the aforementioned manner. All the energy is dissipated in the machine which allows to obtain a high resistant torque without reinjecting energy into the battery.
• the number of shorted phases depends on the applications. One can bypass at least two phases or all phases.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• General Engineering & Computer Science (AREA)
• Transportation (AREA)
• Control Of Eletrric Generators (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)

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• 2007
  • 2007-06-27 FR FR0756086A patent/FR2918222B1/fr not_active Expired - Fee Related
• 2008
  • 2008-06-24 CN CN2008800224344A patent/CN101689826B/zh active Active
  • 2008-06-24 WO PCT/FR2008/051133 patent/WO2009007584A2/fr not_active Ceased
  • 2008-06-24 US US12/663,424 patent/US8587229B2/en not_active Expired - Fee Related
  • 2008-06-24 EP EP08806065A patent/EP2158675A2/de not_active Ceased

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