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
  • 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
• • 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
  • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
  • H02P6/28—Arrangements for controlling current
• • 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
• • 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
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10S388/00—Electricity: motor control systems
  • Y10S388/907—Specific control circuit element or device
  • Y10S388/9072—Bridge circuit

Definitions

• the present invention relates to the control of electric motors. More particularly, it relates to the control of electric motors used in particular for the traction of vehicles.
• such a motor comprises, in the stator, a magnetic circuit and coils of electrically conductive wire capable of generating a stator magnetic flux.
• the motor in the rotor, the motor comprises permanent magnets and a magnetic circuit generating a magnetic rotor flux.
• the motor comprises a squirrel cage rotor.
• the motor In the case of a reluctant motor, the motor comprises a reluctant rotor.
• synchronous motors are used. Such a motor is equipped with a "resolver" giving the position of the rotor relative to the stator. Such a motor is always associated with an inverter to control it.
• the source of electrical energy is a DC source such as a battery or a fuel cell.
• the engine control inverter has an inverter transforming the DC signal into an alternating signal of amplitude and frequency adapted to the operating instructions of the motor.
• the role of the three-phase inverter associated with a motor is to generate a desired mechanical torque at the motor shaft output from a continuous power supply.
• the operating principle is as follows: the interaction between the stator magnetic field of the motor, created by the current in the winding, and the rotor magnetic field, produces a mechanical torque.
• the inverter thanks to three branches of power transistors, realizes a system of three-phase currents of appropriate amplitude, appropriate frequency and appropriate phase relative to the rotor field, to supply the three phases of the motor.
• the inverter has current sensors making it possible to know the currents of each phase of the motor.
• the inverter receives signals from a resolver that measures the position of the rotor relative to the stator.
• the general controller is equipped with a motor model which makes it possible to know exactly the phase currents to be achieved in order to obtain the desired motor torque.
• the inverter from the motor modeling, determines the setpoints of the phase currents of the motor and realize them thanks to its regulators. The inverter therefore does not control the torque, but the motor current.
• the losses of the motor, the inverter and cables may vary. As a result, the power, so the current absorbed on the source can be different from one case to another.
• the objective of the invention is to overcome the need to model the losses and to provide the means for better control of the engine.
• the invention proposes an installation comprising a source of electrical energy comprising at least two elements of different technologies and a driving inverter of an electric motor, the motor comprising a stator having at least two phases and a rotor, said inverter comprising:
• An alternating current generator delivering a current to a terminal block intended to be connected to the phases of said electric motor
• An input receiving information comprising at least one "source limit current” value for the current flowing on the supply line, said source limit current considering generally said at least two elements of different technologies, and comprising a requested torque setpoint (Ccons),
• a controller receiving the power line current measurements, the electrical motor phase current measurements, the source current limits (Idc max and Idc min), the requested torque setpoint (C CAN), the controller for controlling the phase currents of the electric motor according to the requested torque setpoint and maintaining the current flowing through the supply line to a value compatible with the limits of the source.
• the "limit current of the source” comprises a maximum current setpoint (of positive sign) corresponding to a current withdrawn at the source of electrical energy when the motor operates in traction mode and a minimum current (negative sign) corresponding to a current returned on the DC bus, in general to recharge the source of electrical energy, when the electric motor operates in regenerative braking mode.
• source means all electrical means for either deliver in traction mode, or absorb, in electric braking mode, a given power.
• sources means all electrical means for either deliver in traction mode, or absorb, in electric braking mode, a given power.
• the types of sources that can be present on the continuous bus are three in number:
• the invention relates to an installation comprising a source of electrical energy comprising at least two elements of different technologies, it can be applied to a bidirectional source coupled to a pure sink, or a power source pure (fuel cell) coupled to a pure heatsink, or a bidirectional source coupled to a pure power source (battery to
• the source may comprise the combination of several electrical elements capable of storing electrical energy (batteries and supercapacitors for example).
• the source may also include an electric accumulator and a dissipation resistor.
• an electric accumulator and a dissipation resistor.
• the present invention is not concerned with the management aspect of two or more elements used to deliver electrical power and / or used to absorb electrical power, it will be appreciated that for the purposes of the present invention , the "current limit of the source" must be considered globally, for the set of different elements of the source used in parallel, as an electric accumulator and a dissipation resistor.
• FIG. 1 illustrates an inverter according to the invention
• FIG. 2 is a block diagram showing a specific treatment of the inverter of the invention.
• Figure 3 is a block diagram of an additional device of the inverter of the invention
• Figure 4 illustrates a particular implementation of the invention to a bidirectional source (battery) coupled to a pure sink.
• FIG 1 we see an inverter 1, a three-phase electric motor 6, a battery 8 constituting the source of continuous electrical energy and a bus CAN ® 7 on which information flows used by the inverter 1.
• the Three-phase electric motor comprises a stator having at least three phases U, V, W and a rotor.
• the inverter 1 comprises two terminals 2 and 10 for connection to a DC bus (DC bus) associated with a source of DC electrical power and DC voltage. It comprises an alternating current generator 3 delivering a current to a terminal block 4 intended to be connected to the phases U, V and W of said electric motor 6.
• the inverter 1 comprises a supply line 20 between the terminal 2 and the generator of 3.
• the inverter 1 comprises a controller 5 and a control stage 9 receiving control commands from the controller 5 and controlling the power transistors of the current generator 3.
• the rotor of the electric motor 6 is a synchronous motor and is associated with a resolver 60 giving the relative position between the rotor and the stator. .
• the inverter 1 then comprises an input 51 receiving the signal delivered by said resolver.
• this provision is not limiting; those skilled in the art know that there are algorithms which make it possible, from measurements of currents and phase voltages, to estimate the position of the rotor relative to the stator.
• one of the essential characteristics of the present invention is to have a controller for controlling the phase currents of the electric motor according to the requested torque setpoint. and maintaining the current passing through the supply line to a value compatible with the limits of the source.
• the inverter further comprises a supply voltage measurement line 220 on which a measurement of the voltage on the supply line 20, and the controller 5 receives the measurement of the voltage on the supply line 20. It is indeed advantageous to implement in the controller a regulation law which uses the supply voltage in its parameters. The controller 5 also receives the signals from the resolver 60.
• the controller 5 determines a driving torque (Cpil) of the electric motor for driving the phase currents of the electric motor, so that said driving torque (Cpil) is identical to the requested torque setpoint (Ccons) as long as the current on the supply line 20 remains remote from the source limit current and, when the current on the supply line 20 reaches the limit current of the source, said driving torque (Cpil) is reduced compared to the requested torque setpoint (Ccons) so as not to exceed the limit current of the source on the supply line 20.
• a driving torque (Cpil) of the electric motor for driving the phase currents of the electric motor, so that said driving torque (Cpil) is identical to the requested torque setpoint (Ccons) as long as the current on the supply line 20 remains remote from the source limit current and, when the current on the supply line 20 reaches the limit current of the source, said driving torque (Cpil) is reduced compared to the requested torque setpoint (Ccons) so as not to exceed the limit current of the source on the supply line 20.
• the inverter integrates a current sensor 21 on the supply line, said current sensor 21 delivering its measurement on said power supply measurement line 210.
• the inverter also integrates a voltage sensor 22 of the supply line, said voltage sensor 22 delivering its measurement on said supply voltage measurement line (220).
• the inverter also incorporates a resistor 23 of FIG.
• the inverter also incorporates an AC current sensor, specifically two AC current sensors 41, 42 installed on certain phases supplying said synchronous electric motor 6, namely on the phases U and W, the current on the phase V being the sum of the phase currents U and phase W. These alternating currents supply the synchronous electric motor 6.
• the said alternating current sensors 41, 42 deliver their measurement to two (410, 420) of the said at least one current measurement line. .
• the inverter 1 comprises a current sensor 21 on the supply line 20, and a voltage sensor 22.
• the inverter 1 further comprises an input 52 receiving information flowing on the bus CAN ® 7.
• these pieces of information there is the limit current set point Idc max of the source (positive sign set point) corresponding to a current drawn off at the source of electrical energy when the motor is operating in traction mode and the minimum current setpoint Idc min. of the source (negative sign setpoint) corresponding to a current returned to the source of electrical energy when the electric motor operates in regenerative braking mode.
• the latter is the most intense charging current that the source can accept.
• current instructions are themselves continuously calculated according to the state of the vehicle.
• the current returned to the source can only be absorbed by said source, it is a charging current whose limit value depends on the state of charge of the source and its technology.
• a lead-acid battery only allows low recharge currents, while a bank of super-capacitors has high charging currents that are identical to discharge currents.
• Lithium Polymer batteries or Lithium Ion batteries accept fairly large charging currents, but less than the discharge currents.
• the determination of "current limit of the source” depends on the technology of the accumulator used, the state of the charging the accumulator and vehicle conditions, all things outside the scope of the present invention. Said values constitute input data that the present invention makes use of in a clever way.
• the inverter 1 comprises a controller 5 which receives the signals of the voltage sensor 22 on the supply line 2, the current sensor 21 on the supply line 2, the resolver 60, the current of each phase. synchronous electric motor thanks to the sensors 41 and 42, the limit currents Idc max and Idc min of the battery 8, the requested torque set point C CA as desired also flowing on the CAN ® bus 7.
• the controller 5 comprises a bus current regulator acting on the torque setpoint Cpil, this regulator comprising a processing branch B1 receiving the maximum current setpoint Idc max, a processing branch B2 receiving the minimum current setpoint Idc min and a test module T to switch between one or the other line according to the sign of the current.
• the current flowing on the supply line 20 is measured by the current sensor 21 (see FIG. 1) which communicates the measurement Idc of the current to the test module T which, in turn and according to the sign of the current, sends the measurement Idc on the branch B1 in the case of a positive value, that is to say of traction operation of the motor 6, or on the branch B2 in the case of a negative value, that is to say of operation in recuperative braking.
• a measurement of the current of two of the three phases of the motor 6 is also performed by a sensor 41 on the U phase of the engine 6 and by a sensor 42 on the phase W of the engine 6. These current values are communicated to the controller which calculates the current on phase V.
• the controller converts the requested torque setpoint C CAN into a control torque setpoint Cpil of the motor 6 as will be explained below and then converts this driving torque Cpil into a motor phase current value. a conventional manner and well known to those skilled in the art.
• This branch corresponds to the operation in motor mode where the inverter consumes current on the source.
• the torque setpoint Ccons is identical to the requested torque setpoint C CAN flowing on the CAN bus ®.
• the driving torque set point Ccons is positive (Ccons> 0) in forward direction or it is negative (Ccons ⁇ 0) when the driver of the vehicle has selected the reverse gear.
• the resolver 60 communicates to the controller 5 information that allows it to know the speed of the vehicle, with its sign, thus allowing to know the direction of movement of the vehicle. Therefore, by comparing the signs of the desired torque C CAN on the one hand and the vehicle speed on the other hand, the controller 5 can determine whether it operates in traction mode or braking mode.
• An adder 91 receives on the one hand the limit current Idc max of the source and on the other hand the current measurement Idc and delivers the current difference with respect to the limit current value of the source. Said deviation is processed by a "Proportional Integral” regulator 92 and by a limiter 93 which limits the result after Proportional Integral regulator 92 to the value "minus the absolute value of the setpoint torque Ccons".
• the result passes through a "torque sign" module 94 which holds the sign of the result or changes it, depending on whether the initial target torque desired by the driver of the vehicle is a torque tending to increase the movement of the vehicle forward (positive sign) or increase it backwards (reverse, negative sign) to obtain the result Ct.
• the result Ct enters an adder 95 which also receives the torque setpoint value Ccons and delivers a control torque setpoint Cpil for controlling the torque of the electric motor 6.
• the difference torque Ct is subtracted from the setpoint torque Ccons to give a reduced motor control torque Cpil to take account of the current overflow allowed by the source.
• the output of the Proportional Integral regulator 92 is a zero value
• the output of the clipper 93 is a zero value
• the output of the "torque sign" module 94 is a zero value and the control torque Cpil remains identical to the torque setpoint Ccons. If the current Idc is positive while the torque setpoint is negative (the vehicle is in reverse and in engine operation), then the regulator increases (that is to say, tends to 0) the setpoint to reduce consumption on the source.
• the B2 branch corresponds to the operation in regenerative braking mode where the inverter injects current on the source.
• the setpoint of torque Ccons is positive (Ccons> 0) in reverse or it is negative (Ccons ⁇ 0) in forward direction.
• the operating principle is identical. When moving forward, the torque setpoint Ccons is less than zero; the output of Proportional Integral regulator 92B is positive this time; the "torque sign" module 94B reverses the sign this time when the torque setpoint is negative.
• the mechanism tends to reduce (in absolute value) the resulting torque setpoint said driving torque with respect to the (original) torque setpoint.
• the power consumed on the source for a given motor current varies according to a large number of parameters. Even if it was possible to model the influence of each parameter (temperature, length and type of cable, aging) on the losses, this work is to be repeated at least on each motor and on each electronic. Moreover all these modelizations, are to implant in a central unit which must in real time calculate that the set of torque which it asks to the inverter does not generate losses, therefore a power, and finally a current consumed on the source that is unacceptable by this one. This is true when the inverter-motor system is power consuming, but it is also when this system is generator. In this second case, it must also be verified that the current injected towards the source is acceptable.
• the present invention allows at any time, regardless of the level of losses in the controlled electric motor and in the inverter itself, without having to resort to a calibration, in a self-adaptive way to the drift of the components that can cause a variation of said losses, to always be able to take the maximum permissible current on the source, or to inject the maximum charging current that it allows without damaging the DC source. Therefore, it optimizes the overall power of the onduelur-motor system, that is to say for example the electric traction system installed on a vehicle, without having to adopt in sizing too large safety factors that would be detrimental to iso power, system weight, or iso safety factor, decreasing the risk of damage.
• a central unit of the vehicle (not shown) sends two bus current setpoints via bus CAN ® 7 to the inverter: maximum bus current (Idc Max> 0) and minimum bus current (Idc Min ⁇ 0).
• the inverter 1 respects the torque setpoint coming from a central unit of the vehicle as long as the bus current remains between the values Idc Min and Idc Max. When the bus current regulator operates so as not to exceed these limits, the torque setpoint is no longer respected.
• the inverter 1 continuously sends (via the CAN ® bus 7) to the central unit of the vehicle the value of the torque actually generated.
• FIG. 3 it can be seen that the controller comprises a "torque ramp" block 96 receiving as input the torque setpoint C CAN coming from the CAN ® communication network. (see figure 1), receiving a state INC signifying that the torque increase is authorized, receiving a DEC state signifying that the decrease in torque is allowed, and delivering the setpoint torque Ccons actually used in the process illustrated by means of FIG.
• the outputs of the Proportional Integral regulator assembly 92 and the clipper 93 and the Proportional Integral 92B regulator set and 93B clipper are null values, which activate the INC state if C CAN> Ccons, or which activate the DEC state if C CAN ⁇ Ccons.
• one of the outputs of the Proportional Integral regulator assembly 92 and the clipper 93 or the Proportional Integral 92B regulator assembly and the 93B limiter is a non-zero value, which deactivates either the INC state or the DEC state depending on whether the inverter is a consumer or a generator of energy and that it is forward or reverse.
• the invention also makes it possible to carry out functional checks of the inverter-motor system. Consistent power consumption checks (or generated) can be carried out between the input of the inverter on the power supply line 20 and the output of the inverter 1 on the phases U, V, W of the motor 6.
• the current sensor 21 makes it possible to calculate in real time the efficiency of the inverter 1.
• the invention makes it possible to carry out coherence checks. For example, if the resolver 60 of the motor 6 is accidentally shifted, the current control of the motor will operate normally but the stator magnetic field will not be phased correctly with respect to the rotor. The actual torque generated will be lower than the target torque. Note that this consistency check is possible even if the torque is not measured.
• the mechanical power output of the engine 6 is the product of the mechanical torque by the speed of rotation.
• the electrical power consumed at the input of the inverter must correspond to the mechanical power plus the losses.
• this electrical power is known and makes it possible to estimate a mechanical power (by subtracting a plausible value of losses), which makes it possible to estimate the mechanical torque at the motor output shaft.
• a deviation beyond an experimental threshold makes it possible to activate an alert, and it is possible to propose as a troubleshooting aid the possible causes that are a fault of the resolver 60 or of a phase current sensor or that of the DC bus, the DC bus voltage measurement, ....
• a braking power management device 14 connected on the one hand to an inverter 1B supplying an electric traction machine 6B of a vehicle and on the other hand to a battery 8B electrical energy storage.
• the battery 8B includes a battery management system 31.
• the braking power management device 14 comprises a continuous bus 20B which shows the positive line + and the negative line.
• the braking power management device 14 comprises a dissipation branch 1D connected to the positive line + to and the negative line.
• This 1D dissipation branch includes an electronic switch of dissipation 1D1, constituted for example by a transistor, connected in series with a dissipation resistor 1D2.
• the device for managing the electrical power during braking 14 comprises a current sensor 15 on the continuous bus 20B.
• the controller 1B is quite comparable to the controller 1 of the previous example. Its description is not repeated and the drawing of FIG. 5 is simplified.
• the current sensor 15 shown in FIG. 4 could be the one integrated in the inverter 1B, and conversely the inverter could use the information coming from an external sensor such as the current sensor 15.
• the object of the The example described with the support of FIG. 4 is to describe an application of the invention to a "source" comprising elements of two different technologies: a battery 8B and a dissipation resistor 1D2.
• a controller 18 provides control of the electric power management device braking 14. It is seen that it receives from the battery management system 31, via a CAN bus 180, various information useful for managing the power. braking power, including a setpoint of "battery recharge limit current" Ic recharge max, a measurement of the current on the DC bus 20B delivered by the current sensor 15, via a line 150.
• the controller 18 comprises a comparator evaluating the difference between the charging current of the battery and the current on the DC bus, the controller comprising a unit ensuring the control of the electronic dissipation switch according to a cycle maintaining the charging current of the battery equal to the current limit of recharging the battery when the current on the DC bus is not lower than the charging limit current of the battery.
• the control of the dissipation power is done by a duty cycle.
• suitable opening and closing of the electronic dissipation switch 1D1; the time during which the electronic dissipation switch 1D1 is open varies as a function of the difference between the maximum current charge current of the battery and the measurement of the current by the current sensor 15.
• the controller integrated in the inverter makes it possible to drive the phase currents of the electric motor according to the requested torque setpoint and to maintain the current passing through the supply line 20B at a value compatible with the limits of the source, the latter being considered globally, namely formed the battery 8B and the dissipation resistor 1D2.
• the present invention makes it possible to control the current drawn (or injected) by the inverter on the source of electrical energy by means of a regulator acting on an influential quantity of the power consumed. This is to act on the engine torque to reduce the power taken (or injected) input to the inverter and consequently reduce the current consumed.
• the inverter integrates a motor control loop responsible for controlling an internal torque setpoint.
• the present invention makes it possible to adapt the effective setpoint of engine torque in order to respect a maximum current admissible by the source of electrical energy.
• the invention has been described with reference to a synchronous motor, to a resolver, it can also be applied to controlling an asynchronous motor; it can also be applied to controlling a synchronous motor without resorting to a relative position sensor of the rotor relative to the stator (resolver); it can also be applied with or without measurement of the supply voltage, while applying the essential elements of the invention, mentioned above.
• the inverter allows an excellent control, very fine, very reactive , current on the power supply line.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Control Of Ac Motors In General (AREA)

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• 2011
  • 2011-05-13 FR FR1154182A patent/FR2975244B1/fr not_active Expired - Fee Related
• 2012
  • 2012-05-09 US US14/116,162 patent/US20140111129A1/en not_active Abandoned
  • 2012-05-09 JP JP2014510734A patent/JP2014514914A/ja active Pending
  • 2012-05-09 KR KR1020137029729A patent/KR20140023345A/ko not_active Withdrawn
  • 2012-05-09 CN CN201280023799.5A patent/CN103534136A/zh active Pending
  • 2012-05-09 EP EP12719392.8A patent/EP2707247A2/de not_active Withdrawn
  • 2012-05-09 WO PCT/EP2012/058544 patent/WO2012159884A2/fr not_active Ceased

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