EP2720901A2 - Procédé d'exploitation d'un système d'alimentation en énergie électrique - Google Patents

Procédé d'exploitation d'un système d'alimentation en énergie électrique

Info

Publication number
EP2720901A2
EP2720901A2 EP12718147.7A EP12718147A EP2720901A2 EP 2720901 A2 EP2720901 A2 EP 2720901A2 EP 12718147 A EP12718147 A EP 12718147A EP 2720901 A2 EP2720901 A2 EP 2720901A2
Authority
EP
European Patent Office
Prior art keywords
rectifier
generator
drive unit
current
torque
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12718147.7A
Other languages
German (de)
English (en)
Inventor
Christian Zott
Philipp Morrison
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2720901A2 publication Critical patent/EP2720901A2/fr
Withdrawn legal-status Critical Current

Links

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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • 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
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates generally to a method for operating an electrical
  • Energy supply arrangement in particular in a motor vehicle.
  • Electric vehicles driven by an electric machine are known in the art.
  • the electric machine draws its energy from a vehicle battery, the DC voltage taken from the vehicle battery is converted by a pulse inverter into an AC voltage, which is supplied to the electric machine.
  • the range of known electric vehicles is limited by the capacity of the vehicle battery. There are several approaches to increase the limited range. A concept for increasing the range of a
  • Range Extender Electric vehicle consists of Range Extender.
  • a range extender is usually an internal combustion engine that drives a generator. This additionally provided by the range extender electrical energy can be used depending on the strategy of the vehicle operation for charging the vehicle battery or can be fed directly to the engine circuit of the vehicle.
  • IGBT active power electronic components
  • thyristors such as pulse inverter / inverter
  • Power electronics devices e.g., diodes in a B6 bridge
  • Internal combustion engine generator unit generated direct current, e.g. by
  • the range extender generator must completely compensate for the retrieved battery power, ie the attack moment of the internal combustion engine must be the change of the retrieved Battery power to follow. For larger changes in the retrieved battery power (eg significant vehicle accelerations) thereby the engine operating point is significantly shifted with negative consequences for fuel efficiency. This operation is difficult to achieve due to the limited compared to the generator dynamics of the internal combustion engine.
  • the target size for the power to be generated must be determined consuming from the current state of the high-voltage network and the maximum generative power of the generator.
  • a fixed value system would also lead to significant shifts in the
  • Internal combustion engine driven generator induced AC voltages These AC voltages generate currents which are conducted via a rectifier to at least one electrical load and / or an electrical storage.
  • a torque of the drive unit is kept substantially constant. It varies a speed of the internal combustion engine in response to a load torque generated by the generator to the internal combustion engine.
  • the generator may be an electric machine of basically any kind that can be operated as a generator.
  • the invention is fundamentally independent of the type of internal combustion engine used (for example Otto, Diesel, Wankel, Turbine, Watt, etc.) or of the medium to be combusted (liquid, gas, solid). Advantages of the invention
  • the essence of the invention is the operation of the internal combustion engine in uncontrolled operation under specification of a constant torque. According to the invention, there is no control of the engine speed.
  • the internal combustion engine runs with constant torque, regardless of the currently applied vehicle electrical system voltage or the output power. This allows the use of a cost-effective
  • the generator supplies an electrical system of the motor vehicle with a number of consumers and / or a battery with electrical energy.
  • a generator voltage is applied to the generator.
  • the torque is constant regardless of a current value of the vehicle electrical system voltage.
  • Generator electrical energy to an electric drive of the motor vehicle and / or the generator charges a battery.
  • a power surplus of the drive unit can be converted via the generator into electrical energy.
  • This electrical energy can be stored in the vehicle battery and is available thus at a subsequent higher load request for the electric drive of the motor vehicle available.
  • the drive unit is operated without regulating the speed.
  • the rectifier is designed as a passive rectifier.
  • PSM permanent magnet synchronous machine
  • the rectifier is designed such that a current flow through the rectifier is blocked when a difference U A - U B between a vehicle electrical system voltage U B and an output voltage U A of the rectifier is negative.
  • the rectifier is designed such that the current flow is conducted through the rectifier at a positive difference between the vehicle electrical system voltage U B and the output voltage U A.
  • a constant current is set when the load torque corresponds to the torque.
  • the rectifier has diodes which, with a negative difference, block the current via the rectifier and otherwise pass the current.
  • Diodes are particularly reliable and at the same time inexpensive electrical components.
  • the rectifier is designed as a B6 diode bridge circuit.
  • Fig. 1 shows in schematic form a motor vehicle with a drive train having an electric induction machine and a device for driving this machine;
  • Fig. 2 shows a schematic representation of an inventive
  • Fig. 3a shows a first graph, the time course of the speed of
  • Piston internal combustion engine represents
  • FIG. 3b shows a second graph which shows the time profile of the electric machine supplied in generator operation and subsequently
  • FIG. 3 c shows a third graph which represents the time profile of the current supplied by the electric machine in generator operation and subsequently rectified.
  • a motor vehicle is shown schematically and generally designated 10.
  • the motor vehicle 10 has a drive train 12, which in the present case includes an electric drive machine 14 for the provision of drive power.
  • the power train 12 is used to drive driven wheels 16L, 16R of the
  • the electric drive machine 14 provides a torque Dm at an output shaft and rotates at an adjustable speed.
  • the powertrain 12 may be configured to drive the motor vehicle 10 solely by means of the electric drive machine 14 (electric vehicle).
  • the electric drive machine 14 may be part of a hybrid drive train 12, wherein the drive train 12 may include a further, unspecified in Fig. 1 drive motor such as an internal combustion engine or the like.
  • the drive train 12 may include a further, unspecified in Fig. 1 drive motor such as an internal combustion engine or the like.
  • Drive train 12 in this case have a transmission and the like.
  • the electric drive machine 14 is multi-phase (in the present case with three phases) and is controlled by means of power electronics 18.
  • the electric drive machine 14 is multi-phase (in the present case with three phases) and is controlled by means of power electronics 18.
  • Power electronics 18 are connected to a power supply such as a DC power supply (e.g., accumulator) 20 of the motor vehicle 10 and serve to convert a DC voltage provided by the accumulator 20 into three AC currents for the three phases of the AC induction machine.
  • the power electronics 18 has for this purpose a plurality of circuit breakers and is controlled by a control unit 22.
  • the control unit 22 may also be connected to the electric drive machine 14 in order to obtain, for example, actual values of the rotational speed and / or rotational position of a rotor of the electric drive machine 14.
  • the controller 22 may be connected to the accumulator 20.
  • the control unit 22 may be connected to a higher-level or equal control device 24 for controlling further components of the drive train 12.
  • Represented inventive power supply assembly 46 has a power or drive unit, here as a conventional one-cylinder
  • Piston engine 32 is formed.
  • the in a cylinder 48 reciprocable piston 50 of the reciprocating internal combustion engine 32 is connected via a connecting rod 54 with a crankshaft 30 connected.
  • the piston 50 has the task of introducing the combustion forces in the connecting rod 54.
  • the reciprocating internal combustion engine 32 is drivingly coupled to an electric machine 28 for driving the latter.
  • the connection of the electric machine 28 to the crankshaft 30 can be done in various ways.
  • the electric machine 28 may be connected directly or via a coupling with the crankshaft 30 or via a transmission or another force and / or positive connection.
  • the piston internal combustion engine 32 is connected directly to the electric machine 28 without the interposition of a transmission.
  • the electric machine 28 is designed here as a permanent magnet synchronous machine (PSM).
  • PSM permanent magnet synchronous machine
  • a rectifier 52 is connected, which is designed here as a B6 diode bridge circuit 52.
  • the three phases U, V, W of the electric machine 28 are connected in the B6 diode bridge circuit 52.
  • the B6 diode bridge circuit 52 is followed by a DC link circuit 58 with an inductor 60 and a capacitor 62 for smoothing the rectified via the B6 diode bridge circuit 52 voltage.
  • the terminals of the accumulator 20, which is designed here as a traction battery 20, and a high-voltage on-board network 38 are connected via connecting lines L1, L2, L3, L4 to the terminals of the DC link circuit 58.
  • High voltage electrical system 38 has a plurality of electrical consumers and the electric drive machine 14.
  • the PSM machine 28 converts in regenerative mode by passing through the
  • Piston engine 32 which it assumes from the crankshaft 30, into electrical power. This electrical power is used to charge the accumulator 20 and / or to supply a high-voltage on-board network 38 of the motor vehicle 10.
  • the reciprocating internal combustion engine 32 is thus a range extender that, unlike an internal combustion engine in a hybrid vehicle, or unlike a fueled internal combustion engine, is not designed to mechanically drive the automotive vehicle 10. Rather, the driving of the motor vehicle 10 is performed solely by the electric drive machine 14.
  • the piston internal combustion engine 32 is therefore not mechanically coupled to the wheels 16 L, 16 R of the motor vehicle 10.
  • Motor vehicle 10 is formed by the output power increase of the electric power-assisted machine 28, a retroactive on the piston internal combustion engine 32 braking torque.
  • a control device 56 is designed to be independent of a current value of the torque output by the piston internal combustion engine 32 t
  • Table 1 shows examples of different operating points, resulting in the typical operation of the power supply arrangement 46 according to the invention.
  • the rows of Table 1 contain the different steady state speed values for the
  • Piston internal combustion engine 32 include.
  • Torque of 40 Nm operated sets in the unloaded case (1, 3 kW) a speed of 7530 1 / min. If, based on this situation, the on-board network load is reduced to e.g. Increases 13 kW (for example, because the driver accelerates the vehicle), the speed drops to 7470 1 / min. The voltage dip thus leads to a speed reduction of 60 1 / min (corresponds to about 1%).
  • the rotational speed d of the reciprocating internal combustion engine 32 and the electric machine 28 are identical.
  • a gear ratio stage is in adapted training of
  • the absolute speed ratios depend on the selected engine topology and dimensioning. The Values assumed here are only exemplary of the one-cylinder piston internal combustion engine 32.
  • the implementation of the torque-controlled operation is basically always possible, even and especially when the electric machine 28 can not apply the power of the electric drive machine 14.
  • an accumulator 20 for an electric vehicle is typically operated in the range of 20 to 80% state of charge. This results in a method according to the invention to a voltage fluctuation of about 0.4 V. Based on the voltage at maximum state of charge (SoC, State of Charge), this corresponds to a change of about 10%.
  • SoC State of Charge
  • FIGS. 3a to 3 c a typical scenario for the use of the inventive energy supply arrangement 46 is illustrated.
  • the peak section 80 shows a local maximum 82, which in other words means that the current I initially rises sharply, with the rise gradually weakening until the current I reaches its maximum value. After passing through the maximum 82, the current I decreases until a constant value is reached.
  • the increased current I has an increased braking torque result, which in turn leads to lowering the speed d of the reciprocating internal combustion engine 32 to a new stationary operating point. This lowering of the speed d is described by the sloping portion 84 in the first graph.
  • the overshoot in stream I depends on the system parameters (such as rotational inertia and the like). Whether the accumulator 20 in the respective
  • the diodes of the B6 diode bridge circuit 52 can again switch to blocking operation, ie, no machine current is flowing any more.
  • no braking torque is built up and there is a through the first Right slope section 86 illustrated increase in the speed d of
  • Piston engine 32 similar to their retraction.
  • the diodes of the B6 diode bridge circuit 52 between the time t 2 and a later time t 3 disable
  • the accumulator 20 is charged while the latter is discharged in the period between t-1 and t 3 .

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Eletrric Generators (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé d'exploitation d'un système d'alimentation en énergie électrique (46), en particulier dans un véhicule automobile (10). Le système d'alimentation en énergie électrique (46) comporte un générateur (28), entraîné par un groupe de propulsion (32), en particulier un moteur à combustion interne (32), dans lequel sont induites des tensions alternatives générant des courants. Ces courants sont amenés en passant par un redresseur (52) à au moins une charge électrique (38) et/ou à un accumulateur électrique (34'). Le couple de rotation (t) du groupe de propulsion (32) est maintenu sensiblement constant. La vitesse de rotation (d) du groupe de propulsion (32) varie en fonction d'un couple résistant appliqué par le générateur (28) au groupe de propulsion (32).
EP12718147.7A 2011-06-17 2012-04-20 Procédé d'exploitation d'un système d'alimentation en énergie électrique Withdrawn EP2720901A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011077718A DE102011077718A1 (de) 2011-06-17 2011-06-17 Verfahren zum Betreiben einer elektrischen Energieversorgungsanordnung
PCT/EP2012/057286 WO2012171683A2 (fr) 2011-06-17 2012-04-20 Procédé d'exploitation d'un système d'alimentation en énergie électrique

Publications (1)

Publication Number Publication Date
EP2720901A2 true EP2720901A2 (fr) 2014-04-23

Family

ID=46025659

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12718147.7A Withdrawn EP2720901A2 (fr) 2011-06-17 2012-04-20 Procédé d'exploitation d'un système d'alimentation en énergie électrique

Country Status (3)

Country Link
EP (1) EP2720901A2 (fr)
DE (1) DE102011077718A1 (fr)
WO (1) WO2012171683A2 (fr)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19830621A1 (de) * 1998-07-09 2000-01-13 Voith Turbo Kg Antriebsvorrichtung, insbesondere für Fahrzeuge
DE10044954A1 (de) * 2000-09-12 2002-03-21 Zahnradfabrik Friedrichshafen Verfahren zur Steuerung von Elektrofahrzeugen mit Verbrennungsmotor und ungeregeltem Generator
JP4462224B2 (ja) * 2006-03-31 2010-05-12 マツダ株式会社 車両のハイブリッドシステム

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
None *
See also references of WO2012171683A2 *

Also Published As

Publication number Publication date
DE102011077718A1 (de) 2012-12-20
WO2012171683A3 (fr) 2013-03-28
WO2012171683A2 (fr) 2012-12-20

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