WO2012131202A1

WO2012131202A1 - Current-reversible voltage regulating device and an electrical architecture intended to be fitted to an automotive vehicle comprising such a device

Info

Publication number: WO2012131202A1
Application number: PCT/FR2012/050381
Authority: WO
Inventors: Stephane Carubelli; Erwan Monnier; Bernard Boucly
Original assignee: Peugeot Citroen Automobiles Sa
Priority date: 2011-03-29
Filing date: 2012-02-23
Publication date: 2012-10-04
Also published as: FR2973600B1; FR2973600A1

Abstract

The invention relates to a device (5) comprising a voltage upconverter (P1, P2, P3) and a control unit (6), characterized in that it comprises: a first branch (b51) and a second branch (b52) connected in parallel between an input terminal (E) and an output terminal (S); a first switch (K1) and a second switch (K2) placed in the first branch (b51); a third switch (K3) and a fourth switch (K4) placed in the second branch, the voltage upconverter being connected between the part of the first branch located between the first and the second switches and the part of the second branch located between the third and fourth switches; and means (7) for controlling the switches and the voltage upconverter, the control unit (6) being configured to select a preset switching mode and implement said mode. The invention relates to an electrical architecture comprising such a device.

Description

CURRENT REVERSIBLE VOLTAGE REGULATION DEVICE AND ELECTRICAL ARCHITECTURE FOR EQUIPPING A MOTOR VEHICLE

COMPRISING SUCH A DEVICE Technical Field of the Invention

The present invention relates to an electronic device more particularly a voltage regulation device, reversible current and an electrical architecture for equipping a motor vehicle comprising such a device. Technological background

The electrical equipment equipping the motor vehicles is more and more numerous. Examples include power steering devices or air conditioners. Most of these devices consume a large electrical current for short periods of time. It has therefore been necessary to add to the conventional 12-volt battery one or more additional sources of electrical energy (s), in order to be able to provide the requested electrical power and to avoid a voltage drop on the on-board network to which the various electrical consumers of the vehicle are connected.

A conventional solution is to use as a supplementary energy source a second battery or one or more capacitances of significant value. These abilities are usually called super-abilities and are referred to as Ucap. These super-capacitors are generally associated with converters of the DC / DC type in order to adjust the voltage they supply to the supply voltage of the electrical equipment they supply.

Some commercial vehicles are equipped with a voltage-holding device, known as DMT, which is connected in series or in parallel with the battery. The DMT consists of an additional energy source managed by its electronics, to facilitate start-up and to avoid voltage drops in the vehicle's on-board system.

For example, document FR2945996 discloses a power supply system for a motor vehicle with a heat engine. The power system comprises an on-board network to which electrical consumers are connected, means for starting / restarting the engine, a battery supplying the on-board electrical system and the means of start / restart and a DMT voltage maintaining device, the on-board network being connected to the battery via the DMT device. The configuration of the DMT can be carried out according to two different technologies: According to a first technology the DMT comprises an input and an output, two branches connected in parallel between the input and the output of the DMT and each comprising a switching device. The DMT further includes super-capacitors as an additional source of energy on one of the branches. The additional power source is called upon when the engine restarts to maintain the onboard network voltage.

According to a second technology, the super-capacitors are replaced by a current converter. However, these DMT structures do not ensure optimum energy efficiency during the various phases of the vehicle life for example a restart, energy recovery or maintenance of an electrical service. The object of the invention is to propose a voltage regulation device that allows optimum energy efficiency during the various phases of vehicle life.

Another object of the invention is to provide a compact voltage regulation device, electronic and economic dynamics.

The invention thus relates to a current reversible voltage regulation device, comprising a voltage booster, a control unit of said device, characterized in that it comprises an input terminal, an output terminal, a first branch and a second branch connected in parallel between the input terminal and the output terminal, a first electronic switch with forced switching and a second electronic switch with forced commutation arranged in series on the first branch, a third electronic switch with forced switching and a fourth forcibly switched electronic switch arranged in series on the second branch, the voltage booster being connected from the portion of the first branch between the first and second forced switching electronic switch to the portion of the second branch included between the third and fourth switch electronic switches the device further comprising means for controlling the switches and the voltage booster, the control unit being configured to select a predetermined switching mode from among a set of possible switching modes of the device and implement said predetermined switching mode through the control means.

Preferably, in order to have a larger available electrical power, the device comprises a plurality of voltage boosters arranged electrically in parallel. More preferably, the first, second, third and fourth forced switching switches are MOSFETs.

Preferably, the voltage booster comprises an inductance electrically connected in series with a first electronic switch, a second electronic switch respectively electrically connected between the ground and a bypass point located between the inductor and the first electronic switch, the elevator. voltage being connected on one side to the part of the first branch between the first switch and the second switch with the first electronic switch and on the other side to the portion of the second branch between the third switch and the fourth switch with the inductor.

In a variant, the second electronic switch is a MOSFET forced switching switch. In another variant, the first electronic switch is a MOSFET forced switch.

Preferably, the device further comprises first means for acquiring and processing electrical information internal to said device. Thus, the device can use this internal electrical information to guide its voltage regulation strategy.

More preferably, the device further comprises second means for acquiring information external to said device. Thus, the device can use this additional electrical information to expand its voltage regulation strategy. In another variant, the device further comprises means for determining and transmitting a diagnostic signal.

The subject of the invention is also an electrical architecture intended to equip a motor vehicle, the electrical architecture comprising an on-board network, a DC generator, means for storing electrical energy, means for starting the motor vehicle, and comprises a current-reversible voltage regulation device of the invention connected in the electrical architecture between a first electrical line comprising the electrical energy storage means, and a second electrical line comprising the alternator, the first branch being electrically connected to the input terminal and the second branch being electrically connected to the output terminal of the device, the first power line being connected in parallel to a third power line comprising the starting means, the second power line being connected to parallel to a fourth power line including the gen DC generator.

Brief description of the drawings

Other features and advantages will appear on reading the following description of a particular embodiment, not limiting of the invention, with reference to the figures in which:

FIG. 1 is a schematic representation of an electrical vehicle architecture comprising a current-reversing voltage regulating device of the invention. - Figures 2 to 5 show schematically an electrical vehicle architecture comprising the current reversible voltage control device of the invention according to different possible switching modes associated with specific vehicle life situations.

detailed description

FIG. 1 shows an example of a vehicle electrical architecture comprising a battery 1, for example an electrochemical battery. A so-called 12V battery is an example of electrical energy storage means in an electric vehicle architecture. The electrical architecture also comprises starting means such as a starter 3, an alternator 2 and an edge network 4 on which electrical consumers (not shown) are connected. The alternator 2, which represents a preferred example of a DC electric generator, can be either a conventional alternator providing a constant voltage or an alternator whose output voltage can be controlled or alternatively a reversible alternator.

The electrical architecture shown in FIG. 1 comprises a voltage reversing device 5, reversible in current, according to the invention. According to a preferred embodiment, the device 5 comprises an input terminal E and an output terminal S. The device 5 is connected in the electrical architecture between a first electrical line b1 comprising the battery 1, said first electrical line b1 being connected to a mass M, and a second electrical branch b2 including the alternator 2, said second electrical line b2 being also connected to the ground M. The first branch b1 of the electrical architecture comprising the battery 1 is electrically connected to the input terminal E and the second branch b2 of the electrical architecture comprising the alternator 2 is electrically connected to the output terminal S.

According to this architecture again, the battery 1 is connected to a third electrical line b3 comprising the starter 3, said third electrical line b3 being connected to the ground M.

According to this architecture, the alternator 2 is connected to a fourth electrical line b4 comprising the edge network 4, said fourth line being connected to the ground M.

The current reversible voltage regulator device 5 of the invention utilizes a voltage booster type structure and is configured to allow a reversal of the direction of the current flowing through said device 5. In other words, the device 5 can transfer power to the device. energy from battery 1 to alternator 2 or transfer energy from alternator 2 to battery 1. The device 5 can also decouple these two organs if necessary.

More specifically, the device 5 comprises a first branch b51 and a second branch b52, connected in parallel to the input terminal E at a first node N1 and to the output terminal S at a second node N2. . A first forced switching electronic switch K1 and a second forced switching electronic switch K2 are arranged in series on the first branch b51. A third forced switching electronic switch K3 and a fourth forced switching electronic switch K4 are arranged in series on the second branch B-52. Forced switching electronic switch means a switch whose opening and closing electrically is controlled electronically by control means. The device 5 also comprises at least one voltage booster further designated by those skilled in the art by the term "phase" connecting the part of the first branch b51 between the first forced switching electronic switch K1 and the second switching electronic switch. forcing K2 to the part of the second branch b52 between the third forced switching electronic switch K3 and the fourth forced switching electronic switch K4. Figure 1 shows a device 5 comprising three phases, P1, P2, P3.

Each of the phases P1, P2, P3 respectively comprises an inductance L1, L2, L3 electrically connected in series with a first electronic switch X1, X2, X3.

The first electronic switch X1, X2, X3 may be of natural switching such as a diode. The first switch X1, X2, X3 can also be forced switching such as a MOSFET. The advantage of the MOSFET-type forced switching switch on the diode is that it makes it possible to limit the energy losses during operation of the device 5. The MOSFET is then controlled so as to reproduce the natural operation of a diode.

Each of the phases P1, P2, P3 further comprises a second electronic switch ΧΊ, X'2, X'3 respectively electrically connected between the ground M and a bypass point located between the inductance L1, L2, L3 and the first switch X1, X2, X3.

Each of the phases P1, P2, P3 is respectively connected in parallel on one side to the part of the first branch b51 between the first switch K1 and the second switch K2 with the first electronic switch X1, X2, X3 and the other side to the part of the second branch b52 between the third switch K3 and the fourth switch K4 with the inductance L1, L2, L3.

Furthermore, the voltage reversing device 5, reversible current, may comprise a first filter capacitor C1 electrically connected between the output S and the mass M whose function is to ensure the stabilization of the output voltage S. On can also provide a second filter capacitor 02 electrically connected between the input terminal E output and the mass M whose function is to ensure the stabilization of the input voltage E.

Thus, in the configuration shown in FIG. 1, we arrive at a current-reversing voltage regulator device 5 according to the invention which, for example, uses three inductances for three phases P1, P2, P3, and 10 MOSFET. It can also be envisaged to increase the number of phases, for example, 4 or 8, 10 or more, depending on the desired electrical power. This arrangement of the electronic components forming the device 5 makes it possible to produce a current-reversing voltage regulator device 5 with a reduced number of components. Indeed, in the embodiment shown in FIG. 1, we can total 3 inductances and 10 MOSFETs. In the case of a device comprising 8 phases we total 8 inductances and 20 MOSFETs. Thus, whatever the phase number of the device 5, in this configuration the forced-switching electronic switches K1, K2, K3, K4 are advantageously common to the operation of all the phases P1, P2, etc.

The device 5 of the invention further comprises a control unit 6 comprising control means 7 switches K1, K2, K3, K4, first electronic switches X1, X2, X3 when they are MOSFETs, and second electronic switches ΧΊ, X'2, X'3 of each of the phases.

The control unit 6 of the device 5 also comprises first means for acquiring and processing measurements of electrical information internal to the device 5. These internal electrical information are, for example, voltage and / or current measurements taken from the device 5 such as the voltages at the input terminals E or output S, the currents flowing through the switches K1, K2, K3, K4. The control unit 6 of the device 5 may furthermore comprise second means for acquiring information external to the device 5. This external information is, for example, the vehicle restart or deceleration information.

The control unit 6 is configured to determine, according to the internal information and if necessary external information, a predefined switching mode of the device 5 among a set of possible switching modes and to act by via the control means on the open or closed state of the switches and switches.

The control unit 6 may further comprise means for determining and transmitting a diagnostic signal. In this case, the control unit 6 is also configured to determine, according to the internal and / or external information, a diagnostic signal (for example a detection of failure or malfunction of the device 5). This signal can be sent to a motor control unit of the vehicle. FIGS. 2 to 5 now show all of the various possible switching modes of the device 5. These different switching modes can be associated with vehicle life situations, the control unit 6 being configured to choose in situations of Vehicle life detected the switching mode and drive the device 5 appropriately. For the sake of simplification of Figures 2 to 5, only a phase P1 of the device is shown.

Figure 2 shows a first mode of switching switches and switches. In this first switching mode, the first forced switching electronic switch K1 and the fourth forced switching electronic switch K4 are open while the second forced switching electronic switch K2 and the third forced switching electronic switch K3 are closed.

In each phase, the first electronic switch X1 and the second switch ΧΊ are alternately opened and closed according to a high-frequency cutting so that the phase operates as a voltage booster of the output terminal S with respect to the input terminal E, in other words by voltage booster of the power line b4 comprising the edge network 4 with respect to the power line b1 comprising the battery 1. The current, I, passing through the device 5 flows in the direction, indicated by the arrow Fi, from the input terminal E to the output terminal S.

This first switching mode can be implemented during a vehicle start operation.

Indeed, in this vehicle life situation, the battery 1 supplies the starter 3. Due to the intense current draw by the starter 3 during startup, the voltage across the battery 1 is lowered by nominal voltage, for example 12.5 V at a lower voltage, for example less than 10V, which is then not compatible with the correct operation of the electrical consumers of the on-board network 4, this voltage drop of the on-board network is then compensated by activating the device 5 according to this first switching mode. The voltage maintaining device 5 then raises the voltage of the output terminal S with respect to the input terminal E so as to allow the correct operation of the electrical consumers of said edge network 4.

This first mode of switching can also be implemented rolling vehicle during a situation called "sustained spinning", which corresponds to a situation where due to a battery discharge 1, the voltage across the battery 1 s it lowers to a voltage value which is not compatible with the correct operation of the electrical consumers of the on-board network 4. This voltage drop of the on-board electrical system is compensated by the activation of the device 5 according to this first switching mode. The voltage maintaining device 5 then raises the voltage of the output terminal S with respect to the input terminal, and therefore that of the edge network 4 so as to allow the correct operation of the electrical consumers of said edge network 4.

FIG. 3 shows a second switching mode in which the four forced switching electronic switches K1, K2, K3, K4 are open. In addition, in each phase, the second switch ΧΊ is open. The first electronic switch X1 can be open or closed.

This second mode of switching can be implemented rolling vehicle, during a situation known as "voltage balance" or during a prolonged parking phase. In this situation, the part of the electrical architecture comprising the battery 1 and the starter 3 is electrically cut off from the part of the electrical architecture comprising the alternator 2 and the edge network 4. The alternator 2 provides power 4. This phase is advantageous in order to keep the state of charge of the battery in a stable state, during taxi or parking of the vehicle.

FIG. 4 shows a third switching mode in which the first forced switching electronic switch K1 and the fourth forced switching electronic switch K4 are closed while the second forced switching electronic switch K2 and the third forced switching electronic switch K3 are open. In this phase P1, the first electronic switch X1 and the second switch ΧΊ are alternately open and closed according to a high-frequency cutting so that the phase operates as a voltage booster of the input terminal E with respect to the output terminal S , in other words voltage booster of the power line b1 (Figure 1) comprising the battery 1 with respect to the power line b4 comprising the edge network 4. The same goes for the other phases P2, P3, not shown. The current, I, passing through the device 5 flows in the direction, indicated by the arrow Fi, from the output terminal S to the input terminal E. This third switching mode can be implemented when the vehicle is traveling and when the control unit 6 decides to operate a forced recharge of the battery. In this situation, while the on-board network 4 is sufficiently supplied with voltage, for example at a voltage of between 12.5V and 13.3V, to allow the electrical consumers of said onboard network to function properly, by activating the device 5 according to this third switching mode, the device 5 then raises the voltage of the input terminal E with respect to the output terminal S. More specifically, the voltage across the battery 1 is raised to a voltage value, for example example of 16V, higher than its nominal voltage, allowing the forced recharge of the battery 1 and thus the energy storage recovered in electrical form.

This third mode of switching can also be implemented rolling vehicle, in a phase of energy recovery, in other words a phase of life of the vehicle for which a recovery of energy by charging the battery 1 is interesting for the energy balance of the vehicle. An example of a recovery phase is a so-called decelerating phase by lifting the foot, that is to say by releasing the accelerator pedal of the vehicle. In this case, in the event of detection by the control unit 6 of a deceleration phase by lifting of the foot, the control unit 6 decides to operate a forced recharge of the battery 1 by activating the device 5 following this third switching mode which then raises the voltage of the input terminal E with respect to the output terminal S.

FIG. 5 shows a fourth switching mode in which the first forced switching electronic switch K1 and the second forced switching electronic switch K2 are closed while the third forced switching electronic switch K3 and the fourth forced switching electronic switch K4 are open. In addition, in each phase, the second switch ΧΊ is open. The first electronic switch X1 is open if it is a MOSFET or prevents naturally the passage of the current if it is a diode. The input terminal E is thus directly electrically connected to the output terminal by the first branch (FIG. 1) and thus forming a bypass or shunt. In this situation, the part of the electrical architecture comprising the battery 1 and the starter 2 is electrically connected to the part of the electrical architecture comprising the alternator 3 and the edge network 4 by the first branch b51 between the first forced switching electronic switch K1 and second electronic switching switch K2. The alternator 3 and the battery 1 can together supply the power supply of the on-board network 4.

This fourth switching mode can be implemented rolling vehicle during a situation of sudden current draw in the on-board network 4, due to the ignition of an electrical consumer of the on-board network 4. This sudden call current in this situation, the alternator 3 is in operation and this fourth switching mode therefore allows a joint power supply of the edge network 4 by the alternator 3 and the battery 1.

This fourth mode of switching can also be implemented rolling vehicle during a situation called "spinning not supported". In this situation, the onboard network 4 consumes little energy and energy is drawn preferably from the battery 1.

This fourth switching mode can still be implemented with the vehicle stationary. In this case, the alternator 3 is not in operation and the onboard network is powered via the first branch b51 (FIG. 1) by the battery 1.

The voltage reversing device 5, which is reversible in current, thus makes it possible to maintain the voltages between different branches of an electrical architecture to which it is connected or to raise the voltage of a branch of the electrical architecture relative to a voltage. other branch. The device 5 allows, thanks to an electronic structure which mutualizes the use of the electronic switches with forced switching K1 to K4 for the different switching modes, regardless of the number of phases, to allow reversibility in current, to reduce the number of components and therefore the overall cost of the device, the mechanical volume of the same device. This electronic structure improves its dynamics. Indeed, in the case of operation in bypass switching mode, as illustrated by the fourth switching mode in FIG. 5, the current flows in the device between the input terminal E and the output terminal S without going through the inductances L1, L2, L3.

Claims

claims

1. A device (5) for voltage regulation, reversible in current, comprising a voltage booster (P1, P2, P3), a control unit (6) of said device (5), characterized in that it comprises a terminal of input (E), an output terminal (S), a first branch (b51) and a second branch (b52) connected in parallel between the input terminal (E) and the output terminal (S), a first switch forced switching electronics (K1) and a second forcing electronic switch (K2) arranged in series on the first leg (b51), a third forcing electronic switch (K3) and a fourth forcing electronic switch (K4) arranged in series on the second branch (b52), the voltage booster (P1, P2, P3) being connected to the part of the first branch (b51) between the first and second forced switching electronic switch (K1, K2) to the part of the second b ranche (b52) between the third and fourth forced switching electronic switch (K3, K4), the device (5) further comprising control means (7) of the switches and the voltage booster (P1, P2 , P3), the control unit (6) being configured to select a predetermined switching mode from among a set of possible switching modes of the device (5) and implement said predetermined switching mode through the means of orders (7).

2. Device (5) according to claim 1, characterized in that it comprises a plurality of voltage boosters (P1, P2, P3) arranged electrically in parallel.

3. Device (5) according to claim 1 or claim 2, characterized in that the first, second, third and fourth switches for forced switching (K1, K2, K3, K4) are MOSFETs.

4. Device (5) according to any one of the preceding claims, characterized in that the voltage booster (P1, P2, P3) comprises an inductor (L1, L2, L3) electrically connected in series with a first electronic switch (X1, X2, X3), a second electronic switch (ΧΊ, X'2, X'3) respectively electrically connected between the ground (M) and a bypass point located between the inductance (L1, L2, L3) and the first electronic switch (X1, X2, X3), the voltage booster (P1, P2, P3) being connected on one side to the part of the first branch b51 between the first switch K1 and the second switch K2 with the first electronic switch (X1, X2, X3) and the other side to the portion of the second branch b52 between the third switch K3 and the fourth switch K4 with the inductor (L1, L2, L3).

5. Device (5) according to claim 4, characterized in that the second electronic switch (ΧΊ, X'2, X'3) is a forced switching switch MOSFET.

6. Device (5) according to claim 4 or claim 5, characterized in that the first electronic switch (X1, X2, X3) is a forced switching switch MOSFET.

7. Device (5) according to any one of the preceding claims, characterized in that it further comprises first means for acquiring and processing electrical information internal to said device (5).

8. Device (5) according to claim 7, characterized in that it further comprises more second information acquisition means external to said device (5).

9. Device (5) according to claim 7 or claim 8, characterized in that it further comprises means for determining and transmitting a diagnostic signal.

Electrical architecture for equipping a motor vehicle, the electrical architecture comprising an on-board network (4), a DC generator (2), electrical energy storage means (1), starting means ( 3) of the motor vehicle, characterized in that it comprises a device (5) voltage regulation, reversible current, according to one of the preceding claims connected in the electrical architecture between a first power line (b1) comprising the electrical energy storage means (1), and a second electrical line (b2) comprising the alternator (2), the first branch (b1) being electrically connected to the input terminal (E) and the second branch ( b2) being electrically connected to the output terminal (S) of the device (5), the first power line (b1) being connected in parallel with a third power line (b3) comprising the starting means (3), the seco nde electric line (b2) being connected in parallel to a fourth power line (b4) comprising the DC generator (2).