GB1599691A - Battery propelled vehicles - Google Patents

Battery propelled vehicles Download PDF

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Publication number
GB1599691A
GB1599691A GB22889/78A GB2288978A GB1599691A GB 1599691 A GB1599691 A GB 1599691A GB 22889/78 A GB22889/78 A GB 22889/78A GB 2288978 A GB2288978 A GB 2288978A GB 1599691 A GB1599691 A GB 1599691A
Authority
GB
United Kingdom
Prior art keywords
converter
output
battery
input
traction
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.)
Expired
Application number
GB22889/78A
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.)
Chloride Group Ltd
Original Assignee
Chloride Group Ltd
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 Chloride Group Ltd filed Critical Chloride Group Ltd
Priority to GB22889/78A priority Critical patent/GB1599691A/en
Priority to PCT/GB1979/000070 priority patent/WO1979001127A1/en
Priority to EP79900491A priority patent/EP0016769A1/en
Publication of GB1599691A publication Critical patent/GB1599691A/en
Expired 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • 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
    • B60L50/52—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by DC-motors
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

An electric battery propelled vehicle control system in which a variable D.C. - high frequency - D.C. converter (10) can be used in a charging mode to charge a traction battery (14) from a mains supply (12) and rectifier (11) and can be used in a driving mode for supplying a traction motor (15) from the battery (14) by use of driver demand control (23). The same high frequency inverter in the converter is used in both modes.

Description

(54) BATTERY PROPELLED VEHICLES (71) We, CHLORIDE GROUP LIMITED, a Company registered under the laws of England, of 52 Grosvenor Gardens, London SW1W OAU, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement:- This invention relates to battery propelled vehicles, and control systems for them.
According to the present invention, an electric battery-propelled vehicle control system includes an electric traction motor for propelling the vehicle, a main storage battery for supply the motor, a variable D.C.-su- personic frequency-D.C. converter and switch means having a charging position in which it connects the input of the converter to a charging source and its D.C. output to the traction battery to charge it and a driving position in which it connects the input of the converter to the traction battery, and its D.C.
output to the traction motor.
In a preferred form of the invention, the control system includes an inverter and switch means (A,B) having a charging position in which it connects the input of the converter to the output of the input rectifier and its D.C. output to the traction battery to charge it, and a driving position in which it connects the input of the converter to the traction battery and its D.C. output to the traction motor.
Thus, according to one form of the present invention, an electric battery-propelled vehicle control system includes an electric traction motor for propelling the vehicle, a main storage battery for supplying the motor, an input rectifier having input terminals for connection to an A.C. supply at a charging point and output terminals affording a D.C.
supply, and a variable D.C.-high-frequency D.C. converter including a high frequency inverter for producing a variable output supersonic frequency supply from a D.C.
supply and an output rectifier connected through an isolating transformer to the output of the inverter, and switch means having a charging position in which it connects the input of the converter to the output of the input rectifier and its D.C.
output to the traction battery to charge it, and a driving position in which it connects the input of the converter to the traction battery and its D.C. output to the traction motor.
It has been proposed in German OLS 2645507 (British Patent Specification 1527277) to employ a power converting apparatus for operating a driving motor of a car from a battery, part of which can also be used to charge the battery from a supply. The apparatus included a transformer having a low voltage winding connected to the battery through a first inverter for driving, and through a first rectifier for charging, and a high voltage winding connected to the motor through a second rectifier for driving, and to a rectifier supply through a second inverter for charging. Thus, the low voltage winding acted as a primary winding for driving and secondary winding for charging, whereas the high voltage winding acted as a secondary winding for driving and a primary winding for charging.
In the apparatus of the present invention, the same inverter and the same rectifier are used in association with a high frequency transformer in the converter for both driving and charging.
Further features and details of the invention will be apparent from the following description of one specific embodiment that will be given by way of example with reference to the accompanying drawings, in which the single figure is a block diagram of the electrical equipment of a battery-driven vehicle with an on-board charger intended to be connected to an AC supply at a vehicle charging point.
The equipment comprises a DC to DC converter 10 of supersonic frequency switched mode type incorporating an isolating transformer and an uncontrolled output rectifier bridge. The high-frequency operation of this converter makes it small and light, and enables the system to be carried on board a vehicle with minimal weight penalty when compared with a conventional chopper controller.
The converter inverts a DC input at its input terminals 21 to a supersonic frequency alternating voltage (for example at 25 KHz) whose wave form may be square, quasi square or sinusoidal and is applied to the primary winding of the isolating transformer.
The secondary winding of the transformer is connected to the output rectifier providing a DC output at output terminals 22.
The converter 10 co-operates with an uncontrolled input rectifier bridge 11 for connection to a single phase of three-phase AC mains supply 12 at a vehicle charging point, a traction battery 14, a traction motor 15, a voltage and current monitor unit 16, a charge control unit 17 and a motor control unit 18 responsive to a driver demand signal 23.
A multipole change-over switch has a charging position A and a driving position B.
With the switch in position A the system will operate as a battery charger with the input 21 of the converter connected to the input rectifier 11 and its output 22 connected to the traction battery 14.
The battery charging current and voltage are monitored and fed back to the light current circuitry which controls the charge characteristic. The current is varied by changing the duty cycle of the switching components in the converter. The charger is suitable for programming with any type of charge characteristic and charge termination.
With the switch in position B the circuit acts as a controller to regulate power from the battery to the traction motor in sympathy with the driver demand. The input 21 of the converter 10 is now connected to the traction battery 14 while its output 22 is connected to the traction motor 15, the mains rectifier 11 being disconnected and not used in this mode. The output voltage of the converter is varied by altering the duty cycle of the switching components according to the driver demand signal 23.
The semi-conductor devices contained in the convertor must, of course, be sufficiently highly rated to withstand both charger and controller operation. Normally maximum voltage is experienced in the charger mode whilst maximum current occurs in the controller mode.
The drawing shows a scheme for a conventional series-wpund traction motor; more sophisiticated vehicles are propelled by separately-excited machines of which the field and armature windings are supplied independently by two controllers. Either or both of these controllers may employ a supersonic frequency converter and therefore either or both may be used as the battery charger. It should be noted that in large vehicles e.g.
public service vehicles, it is often desirable to charge the battery in two halves with two separate chargers.
A further embodiment of the principle of utilising a h.f. converter in two different modes of operation may occur in the provision of the auxiliary d.c. supply on the vehicle. This d.c. supply (usually 12V or 24V) is required to power lights, windscreen washers, brake and steering pumps etc.
The converter 10 may take many.known forms.
WHAT WE CLAIM IS: 1. An electric battery-propelled vehicle control system including an electric traction motor (15) for propelling the vehicle, a main storage battery (14) for supplying the motor, a variable D.C.-supersonic frequency-D.C.
converter and switch means having a charging position in which it connects the input of the converter to a charging source and its D.C. output to the traction battery to charge it and a driving position in which it connects the input of the converter to the traction battery, and its D.C. output to the traction motor.
2. A control system as claimed in Claim 1 in which the converter includes an isolating transformer downstream of the inverter.
3. An electric battery-propelled vehicle control system including an electric traction motor for propelling the vehicle, a main storage battery (14) for supplying the motor, an input rectifier having input terminals for connection to an A.C. supply (12) at a charging point and output terminals affording a D.C. supply and a variable D.C.supersonic frequency-D.C. converter including a supersonic frequency inverter for producing a variable output high frequency supply from a D.C. supply and an output rectifier connected through an isolating transformer to the output of the inverter, and switch means having a charging position in which it connects the input of the converter to the output of the input rectifier and its D.C. output to the traction battery to charge it, and a driving position in which it connects the input of the converter to the traction battery and its D.C. output to the traction motor.
4. A control system as claimed in any one of the preceding claims including means capable of providing a motor control in response to driver demand, and means capable of providing a charging control, and in which the switch means connects the converter to the charge control means when in the charging position and to the motor control means when in the driving position.
5. A control system as claimed in any of the preceding claims including a monitor of the output from the converter.
6. A control system as claimed in Claim 4 and Claim 5 in which the output of the monitor is connected to the motor control means and charge control means.
**WARNING** end of DESC field may overlap start of CLMS **.

Claims (7)

**WARNING** start of CLMS field may overlap end of DESC **. The converter inverts a DC input at its input terminals 21 to a supersonic frequency alternating voltage (for example at 25 KHz) whose wave form may be square, quasi square or sinusoidal and is applied to the primary winding of the isolating transformer. The secondary winding of the transformer is connected to the output rectifier providing a DC output at output terminals 22. The converter 10 co-operates with an uncontrolled input rectifier bridge 11 for connection to a single phase of three-phase AC mains supply 12 at a vehicle charging point, a traction battery 14, a traction motor 15, a voltage and current monitor unit 16, a charge control unit 17 and a motor control unit 18 responsive to a driver demand signal 23. A multipole change-over switch has a charging position A and a driving position B. With the switch in position A the system will operate as a battery charger with the input 21 of the converter connected to the input rectifier 11 and its output 22 connected to the traction battery 14. The battery charging current and voltage are monitored and fed back to the light current circuitry which controls the charge characteristic. The current is varied by changing the duty cycle of the switching components in the converter. The charger is suitable for programming with any type of charge characteristic and charge termination. With the switch in position B the circuit acts as a controller to regulate power from the battery to the traction motor in sympathy with the driver demand. The input 21 of the converter 10 is now connected to the traction battery 14 while its output 22 is connected to the traction motor 15, the mains rectifier 11 being disconnected and not used in this mode. The output voltage of the converter is varied by altering the duty cycle of the switching components according to the driver demand signal 23. The semi-conductor devices contained in the convertor must, of course, be sufficiently highly rated to withstand both charger and controller operation. Normally maximum voltage is experienced in the charger mode whilst maximum current occurs in the controller mode. The drawing shows a scheme for a conventional series-wpund traction motor; more sophisiticated vehicles are propelled by separately-excited machines of which the field and armature windings are supplied independently by two controllers. Either or both of these controllers may employ a supersonic frequency converter and therefore either or both may be used as the battery charger. It should be noted that in large vehicles e.g. public service vehicles, it is often desirable to charge the battery in two halves with two separate chargers. A further embodiment of the principle of utilising a h.f. converter in two different modes of operation may occur in the provision of the auxiliary d.c. supply on the vehicle. This d.c. supply (usually 12V or 24V) is required to power lights, windscreen washers, brake and steering pumps etc. The converter 10 may take many.known forms. WHAT WE CLAIM IS:
1. An electric battery-propelled vehicle control system including an electric traction motor (15) for propelling the vehicle, a main storage battery (14) for supplying the motor, a variable D.C.-supersonic frequency-D.C.
converter and switch means having a charging position in which it connects the input of the converter to a charging source and its D.C. output to the traction battery to charge it and a driving position in which it connects the input of the converter to the traction battery, and its D.C. output to the traction motor.
2. A control system as claimed in Claim 1 in which the converter includes an isolating transformer downstream of the inverter.
3. An electric battery-propelled vehicle control system including an electric traction motor for propelling the vehicle, a main storage battery (14) for supplying the motor, an input rectifier having input terminals for connection to an A.C. supply (12) at a charging point and output terminals affording a D.C. supply and a variable D.C.supersonic frequency-D.C. converter including a supersonic frequency inverter for producing a variable output high frequency supply from a D.C. supply and an output rectifier connected through an isolating transformer to the output of the inverter, and switch means having a charging position in which it connects the input of the converter to the output of the input rectifier and its D.C. output to the traction battery to charge it, and a driving position in which it connects the input of the converter to the traction battery and its D.C. output to the traction motor.
4. A control system as claimed in any one of the preceding claims including means capable of providing a motor control in response to driver demand, and means capable of providing a charging control, and in which the switch means connects the converter to the charge control means when in the charging position and to the motor control means when in the driving position.
5. A control system as claimed in any of the preceding claims including a monitor of the output from the converter.
6. A control system as claimed in Claim 4 and Claim 5 in which the output of the monitor is connected to the motor control means and charge control means.
7. An electric battery prq elled vehicle
control system arranged substantially as herein specifically described with reference to the accompanying drawing.
GB22889/78A 1978-05-26 1978-05-26 Battery propelled vehicles Expired GB1599691A (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
GB22889/78A GB1599691A (en) 1978-05-26 1978-05-26 Battery propelled vehicles
PCT/GB1979/000070 WO1979001127A1 (en) 1978-05-26 1979-05-21 Battery propelled vehicles
EP79900491A EP0016769A1 (en) 1978-05-26 1980-01-03 Battery propelled vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB22889/78A GB1599691A (en) 1978-05-26 1978-05-26 Battery propelled vehicles

Publications (1)

Publication Number Publication Date
GB1599691A true GB1599691A (en) 1981-10-07

Family

ID=10186695

Family Applications (1)

Application Number Title Priority Date Filing Date
GB22889/78A Expired GB1599691A (en) 1978-05-26 1978-05-26 Battery propelled vehicles

Country Status (3)

Country Link
EP (1) EP0016769A1 (en)
GB (1) GB1599691A (en)
WO (1) WO1979001127A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2340678A (en) * 1998-06-17 2000-02-23 Oldham Crompton Batteries Limi Drive system for battery powered vehicles

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE451980B (en) * 1980-08-14 1987-11-09 Atlas Copco Ab BATTERY OPERATED VEHICLE WITH A CHOPPER CONTROL FOR CONTROL OF THE ENGINE SPEED AND CHARGING THE BATTERY FROM EXTERNAL STROMKELLA
DE3200510A1 (en) * 1982-01-11 1983-07-21 Siemens AG, 1000 Berlin und 8000 München DRIVE WITH A DC CIRCUIT MOTOR DRIVED FROM AN ELECTRIC ENERGY STORAGE
DE3305224A1 (en) * 1983-02-16 1984-08-16 Bbc Brown Boveri & Cie ON-BOARD BATTERY CHARGER
AU669853B2 (en) * 1991-08-01 1996-06-27 Ea Technology Limited Battery powered electric vehicle and electrical supply system
FR2694144B1 (en) * 1992-07-22 1995-07-28 Enertronic Sa CONVERTER FOR REVERSIBLE LOAD.
GB2332105B (en) * 1997-12-03 2000-01-26 Samsung Electronics Co Ltd Power supply
US8080973B2 (en) * 2008-10-22 2011-12-20 General Electric Company Apparatus for energy transfer using converter and method of manufacturing same
US9290097B2 (en) 2010-11-05 2016-03-22 Robert Louis Steigerwald Apparatus for transferring energy using onboard power electronics with high-frequency transformer isolation and method of manufacturing same

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1137634B (en) * 1961-05-02 1962-10-04 Hans Still Ag Device for starting and controlling the speed of trackless electric floor conveyor devices
US3503464A (en) * 1968-03-04 1970-03-31 Michel N Yardney Control system for a battery and hydrocarbon powered vehicle
US3904947A (en) * 1973-08-22 1975-09-09 Roy E Crews Vehicle mounted battery charging system for an electric motor vehicle
DE2645507A1 (en) * 1975-10-13 1977-04-14 Tokyo Shibaura Electric Co ELECTRIC POWER CONVERTER FOR ELECTRIC VEHICLES FUELED FROM AN ACCUMULATOR BATTERY

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2340678A (en) * 1998-06-17 2000-02-23 Oldham Crompton Batteries Limi Drive system for battery powered vehicles
GB2340678B (en) * 1998-06-17 2001-04-18 Oldham Crompton Batteries Ltd Drive system for battery powered vehicles

Also Published As

Publication number Publication date
EP0016769A1 (en) 1980-10-15
WO1979001127A1 (en) 1979-12-27

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Legal Events

Date Code Title Description
PS Patent sealed
PCNP Patent ceased through non-payment of renewal fee
728C Application made for restoration (sect. 28/1977)
728A Order made restoring the patent (sect. 28/1977)
PCNP Patent ceased through non-payment of renewal fee