Circuit arrangement for operating an electrical machine in a motor vehicle with provision of a DC voltage

Abstract

The present invention relates to a circuit arrangement (100) for operating an electrical machine (101) in a motor vehicle, having a first electrical drive train (103-1) in which a first battery direct converter (105-1) can be connected to the electrical machine (101) via a first switching device (107-1); a second electrical drive train (103-2) in which a second battery direct converter (105-2) can be connected to the electrical machine (101) via a second switching device (107-2); a third electrical drive train (103-3) in which a third battery direct converter (105-3) is connected to the electrical machine (101), one converter connection of which can be connected to the second drive train (103-2) via a third switching device (107-3) and the other converter connection of which can be connected to the second drive train (103-2) via a fourth switching device (107-4); a DC voltage section (109) for providing a DC voltage for a vehicle electrical system, which DC voltage section is connected to the first, second and third drive trains (103-1, 103-2, 103-3) via a rectifier (111-1, 111-2, 111-3) in each case; and a charging section (113) for supplying a charging current to the first, second and third battery direct converters (105-1, 105-2, 105-3), which charging section is connected to the first drive train (103-1) and to the third drive train (103-3).

Claims

1. A circuit arrangement (100) for operating an electric machine (101) of a motor vehicle, the circuit arrangement comprising: a first electric drive phase line (103-1) having a first battery direct inverter (105-1) connectable to the electric machine (101) via a first switching device (107-1); a second electric drive phase line (103-2) having a second battery direct inverter (105-2) connectable to the electric machine (101) via a second switching device (107-2); a third electric drive phase line (103-3) having a third battery direct inverter (105-3) connected to the electric machine (101), a first inverter terminal (105-3A) of the third battery direct inverter (105-3) is connected to the second drive phase line (103-2) via a third switching device (107-3), and a second inverter terminal (105-3B) of the third battery direct inverter (105-3) is connected to the second drive phase line (103-2) via a fourth switching device (107-4); a DC voltage section (109) for providing a DC voltage for a vehicle electrical system, which is connected to the first, second, and third drive phase line (103-1, 103-2, 103-3) via a rectifier (111-1, 111-2, 111-3) in each case; and a charging section (113) for supplying a charging current to the first, second, and third battery direct inverter (105-1, 105-2, 105-3), which is connected to the first drive phase line (103-1) and the third drive phase line (103-3), wherein a positive voltage offset is set between the two common connecting points (Ps, Pn) of the drive phase lines (103-1, 103-2, 103-3); and/or a constantly positive voltage drop (Us3) is set across the third battery direct inverter (105-3).

2. The circuit arrangement (100) as claimed in claim 1, wherein the charging section (113) includes a bridge rectifier circuit (115) for rectifying an input voltage.

3. The circuit arrangement (100) as claimed in claim 1, wherein the charging section (113) includes a grid filter for filtering an input voltage.

4. The circuit arrangement (100) as claimed in claim 1, wherein the charging section (113) includes a controller (125) for controlling an input current.

5. The circuit arrangement (100) as claimed in claim 1, wherein the DC voltage section (109) includes an intermediate circuit voltage controller (121) for controlling an output voltage.

6. The circuit arrangement (100) as claimed in claim 1, wherein a terminal of the charging section (113) is connected between the first battery direct inverter (105-1) and the first switching device (107-1).

7. The circuit arrangement (100) as claimed in claim 1, wherein the switching devices (107-1, . . . , 107-4) are controlled based on a charging operation.

8. The circuit arrangement (100) as claimed in claim 1, wherein the circuit arrangement (100) includes a control unit (123) for distributing a voltage across the individual battery direct inverters (105-1, 105-2, 105-3).

9. The circuit arrangement (100) as claimed in claim 1, wherein the switching devices (107-1, . . . , 107-4) are formed by contactors.

10. A method for operating a circuit arrangement (100), which is used for operating an electric machine (101) of a motor vehicle, including a first electric drive phase line (103-1), in which a first battery direct inverter (105-1) is connectable to the electric machine (101) via a first switching device (107-1); a second electric drive phase line (103-2), in which a second battery direct inverter (105-2) is connectable to the electric machine (101) via a second switching device (107-2); a third electric drive phase line (103-3), in which a third battery direct inverter (105-3) is connected to the electric machine (101), a first inverter terminal (105-3A) of the third battery direct inverter (105-3) is connected to the second drive phase line (103-2) via a third switching device (107-3), and a second inverter terminal (105-3B) of the third battery direct inverter (105-3) is connected to the second drive phase line (103-2) via a fourth switching device (107-4); a DC voltage section (109) for providing a DC voltage for a vehicle electrical system, which is connected to the first, second, and third drive phase line (103-1, 103-2, 103-3) via a rectifier (111-1, 111-2, 111-3) in each case; and a charging section (113) for supplying a charging current to the first, second, and third battery direct inverter (105-1, 105-2, 105-3), which is connected to the first drive phase line (103-1) and the third drive phase line (103-3), including the steps of: setting a positive voltage offset between the two common connecting points (P.sub.s, P.sub.n) of the drive phase lines (103-1, 103-2, 103-3); and/or setting a constantly positive voltage drop (U.sub.s3) across the third battery direct inverter (105-3).

11. The circuit arrangement (100) as claimed in claim 1, wherein the charging section (113) includes an EMC filter (117) for filtering an input voltage.

12. The circuit arrangement (100) as claimed in claim 1, wherein the switching devices (107-1, . . . , 107-4) are controlled based on a driving operation.

13. The circuit arrangement (100) as claimed in claim 1, wherein the switching devices (107-1, . . . , 107-4) are formed by semiconductor components.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Exemplary embodiments are depicted in the drawings and are described in greater detail below.

(2) FIG. 1 shows a circuit arrangement for operating an electric machine during driving operation;

(3) FIG. 2 shows a circuit arrangement for operating an electric machine during charging operation;

(4) FIG. 3 shows a controller for controlling an input current;

(5) FIG. 4 shows a control unit in the form of a controller for distributing a voltage;

(6) FIG. 5 shows an intermediate circuit voltage controller;

(7) FIG. 6 shows a rectified grid voltage and output voltage of the battery direct inverter; and

(8) FIG. 7 shows a rectified input current in a grid choke.

DETAILED DESCRIPTION

(9) FIG. 1 shows a circuit arrangement 100 for operating an electric machine 101. The circuit arrangement 100 depicts a topology of an integrated drive system including multiple battery direct inverters 105-1, 105-2, and 105-3. The electric machine is used, for example, for driving a battery-powered electric or hybrid road vehicle. In addition to the drive phase lines 103-1, 103-2, and 103-3, the circuit arrangement 100 simultaneously provides a charging section 113 for supplying a charging current and a DC voltage section 109 for providing a DC voltage for a vehicle electrical system.

(10) The battery direct inverters 105-1, 105-2, and 105-3 include a plurality of battery cells, which may be connected to transistors individually via an H full bridge. As a result, it is possible to generate AC voltages for the electric machine 101 by connecting or disconnecting individual battery cells.

(11) The battery direct inverters 105-1, 105-2, and 105-3 are modular multilevel inverters. In this case, they are battery modules, for example, four units per phase, whose output voltage may be switched in a bipolar manner by means of a full bridge. As a result, a bypass is also made possible, i.e., a voltage of 0 V.

(12) The circuit arrangement 100 includes a first, second, and third electrical drive phase line 103-1, 103-2, and 103-3. In the first electric drive phase line 103-1, the first battery direct inverter 105-1 is connected to the electric machine 101 via a first controllable switching device 107-1. In the second electric drive phase line 103-2, the second battery direct inverter 105-2 is connected to the electric machine 101 via a second switching device 107-2. In the third electric drive phase line 103-3, a third battery direct inverter 105-3 is connected to the electric machine 101.

(13) A first inverter terminal 105-3A of the third battery direct inverter 105-3 is connectable to the second drive phase line 103-2 via a third switching device 107-3. A second inverter terminal 105-3B of the third battery direct inverter 105-3 is also connectable to the second drive phase line 103-2 via a fourth switching device 107-4. The fourth switching device 107-4 is connected in each case between the battery direct inverters 105-2 and 105-3 and the electric machine 101. A three-phase AC voltage is generated via the three drive phase lines including the battery direct inverters 105-1, 105-2, and 105-3. Each phase is supplied to the electric machine 101 via a corresponding drive phase line 103-1, 103-2, and 103-3. The switching devices 107-1, . . . , 107-4 are, for example, formed via contactors or semiconductor switches.

(14) In addition, the circuit arrangement 100 includes a DC voltage section 109 for providing a DC voltage for a vehicle electrical system. The DC voltage section 109 is connected to the first, second, and third drive phase lines 103-1, 103-2, 103-3 via three diodes acting as rectifiers 111-1, 111-2, 111-3. A DC voltage for the vehicle electrical system of the vehicle is provided via the DC voltage section 109. The DC voltage section 109 includes a capacitor 119 for smoothing the DC voltage and components for decoupling a high-voltage intermediate circuit. The vehicle electrical system having a voltage of, for example, 12 V, is generated from the high-voltage vehicle electrical system. The DC voltage section 109 depicted as a multiphase step-up converter may be designed to be galvanically isolated and convert to a voltage of 48 V.

(15) One operating strategy for a high-voltage decoupling is to set a positive voltage offset between the points P.sub.S and P.sub.N. As a result, a high voltage may be provided even at a low (down to zero) phase voltage at the machine. In order to keep a voltage fluctuation low on the cathode side of the diodes 111-1, 111-2, 111-3, the battery direct inverters 105-1, 105-2, and 105-3 may be operated via flat-top modulation.

(16) In addition, the circuit arrangement 100 includes a charging section 113 for supplying a charging current to the first, second, and third battery direct inverters 105-1, 105-2, 105-3. Electric energy is conducted from an external electrical network to the battery direct inverters 105-1, 105-2, 105-3 via the charging section 113. The charging section 113 is connected to the first drive phase line 103-1 and the third drive phase line 103-3, and includes components for single-phase AC current charging. The charging section 113 includes a bridge rectifier circuit 115 for rectifying an input voltage, and a grid filter or EMC filter for filtering an input voltage. The EMC filter may include a low-pass filter or a floating clock filter. They also have low-pass characteristics, but act on the difference between forward and reverse current. As a result, it is possible to suppress network feedback which acts in the direction of the network. DC voltage charging is possible via a tap in parallel with the components for AC current charging.

(17) By means of the circuit arrangement 100, a complete battery direct inverter-based drive system is achieved. In connection with an operating strategy for the switching devices 107-1, 107-2, 107-3, and 107-4, the reception of electric power from the electrical network, an output of electric power to the electric machine, and the feeding of additional vehicle electrical system components by means of DC voltage is achieved during all operating states.

(18) During driving operation, the switching devices 107-1, 107-2, 107-3 are closed and the switching device 107-4 is open. During charging operation, conversely, the switching devices 107-1, 107-2, 107-3 are open and the switching device 107-4 is closed. Charging is possible using both single-phase AC current directly at the electrical network, for example, at the 220 V level as well as at the 110 volt level, or a corresponding charging station using DC voltage and potentially higher power.

(19) FIG. 2 shows the circuit arrangement 100 for operating an electric machine during charging operation. The circuit arrangement 100 is reduced to elements which are active during charging on a single-phase network.

(20) The three drive phase lines 103-1, 103-2, and 103-3 including the battery direct inverters 105-1, 105-2, 105-3 are connected in series during charging operation. The battery direct inverters 105-1, 105-2, 105-3 are modulated in such a way that the voltages U.sub.s1u.sub.S2+u.sub.S3 correspond approximately to the grid voltage.

(21) In order to be able to supply the high-voltage circuit independently from the pulsating charging power from a network side, the voltage drop u.sub.S3 across the third battery direct inverter 105-3 may be set constantly greater than zero. The intermediate-circuit voltage control takes place via an intermediate-circuit voltage controller for controlling an output voltage.

(22) FIG. 3 shows a controller 125 (grid controller) for controlling an input current flowing through the charging section 113. A control structure for the network current is achieved via the controller 123.

(23) FIG. 4 shows a control unit 123 (module controller) acting as a controller for distributing a voltage across the individual battery direct inverters 105-1, 105-2, 105-3. A load distribution across the individual modules takes place via the controller.

(24) FIG. 5 shows an intermediate circuit voltage controller 121 (DC link controller) for controlling an output voltage.

(25) FIG. 6 shows a rectified grid voltage and output voltage of the battery direct inverter 105-1. Time tin seconds is plotted on the abscissa. The voltage in volts is plotted on the ordinate. The profile of the rectified grid voltage u.sub.grid and the output voltage u.sub.s of a battery direct inverter 105-1, 105-2, 105-3 is shown.

(26) FIG. 7 shows a rectified input current in a grid choke. Time t in seconds is plotted on the abscissa. The input current in amperes is plotted on the ordinate. The depicted input current having an effective value of 16 A (rms) results with the use of a 500 H choke and a switching frequency of 10 kHz, without an additional input filter being taken into account. The distribution of the total output voltage across the individual submodules is effectuated by means of the control unit 123 acting as a module controller.

(27) In general, in the circuit arrangement 100, input rectification in the charging section 113 may also be dispensed with. If it is used, the operating strategy for the high-voltage decoupling is simplified. The anode of the rectifier 111-1 may be connected between the switching device 107-1 and the battery direct inverter 105-1. The switching device 107-4 may be connected between the electric machine 101 and the switching device 107-2. The inductance of the electric machine 101 may be used for charging. In this case, the switching device 107-4 may be omitted. By means of the circuit arrangement 100, the functional requirements for a battery-powered electric drive system in a vehicle including a battery direct inverter are completely met.

(28) All features described and depicted in connection with individual embodiments of the present invention may be provided in a different combination in the subject matter according to the present invention in order to achieve their advantageous effects.

(29) The scope of protection of the present invention is provided by the claims and is not limited by the features described in the description or depicted in the figures.