A modern car is equipped with a large number of units that require mechanical energy to operate. They receive this energy in most cases from electric motors.

An electric motor with a mechanism for transmitting mechanical energy and an electric motor control circuit form the electric drive system of a car. To transmit energy in an automobile electric drive, gears and worm gears, crank mechanisms. Often an electric motor and a mechanism for transmitting mechanical energy are combined into a gearmotor or an electric motor is combined with an actuator.

Vehicle electric drives drive heater fans and engine cooling systems, power windows, antenna extension devices, windshield wipers, washer pumps, headlight cleaners, heaters, fuel pumps, etc. Let's consider the requirements for electric motors and types electric motors used in electric drive systems of vehicle components.

Electric motors for vehicle accessory drives

The requirements for electric motors are very diverse. Electric motors for car heaters and fans have a long operating mode and low starting torque; window lift motors have a large starting torque, but work for a short time; windshield wiper motors perceive variable loads and, therefore, must have a rigid output characteristic; the shaft rotation speed should not change significantly when the load changes; Pre-heater electric motors must operate normally at very low ambient temperatures.

Only DC electric motors are used in vehicle drives.. Their rated powers must correspond to the series 6, 10, 16, 25, 40, 60, 90, 120, 150, 180, 250, 370 W, and the rated shaft speeds must correspond to the series 2000, 3000, 4000, 5000, 6000, 8000, 9000 and 10,000 rpm.

Electric motors with electromagnetic excitation in the electric drive system of vehicle units they have serial, parallel or mixed excitation. Reversible electric motors are equipped with two excitation windings. However, the use of electric motors with electromagnetic excitation is currently declining. Electric motors with permanent magnet excitation are more widespread.

The designs of electric motors are extremely diverse.

Rice. 2. Electric heater motor

In Fig. Figure 2 shows the design of the heater electric motor. Permanent magnets 2 are fixed to the housing 12 of the electric motor by springs 10. The armature shaft 11 is installed in metal-ceramic bearings 1 and 5, located in the housing and in the cover 8. The cover is attached to the housing with screws screwed into plates 9. Current is supplied to the commutator 6 through brushes 4, placed in brush holder 3. Crossbar 7 made of insulating material, combining all brush holders into a common unit, is attached to cover 8.

On electric motors with a power of up to 100 W, it is common to use plain bearings with cermet liners, box-type brush holders and commutators stamped from copper tape with plastic crimping. Collectors made of pipes with longitudinal grooves on the inner surface are also used.

The covers and body are made of solid drawn sheet steel. In electric windshield washer motors, the covers and housing are plastic. The stator of electromagnetic excitation electric motors is assembled from plates; Moreover, both poles and the yoke are stamped as one piece from sheet steel.

Permanent magnets of types 1 and 2 (see table below) are installed in a magnetic core cast into a plastic case. Types 3, 4 and 5 magnets are attached to the body with flat steel springs or glued. A type 6 magnet is installed and glued into the magnetic core, which is placed in the motor cover. The anchor is made from electrical steel plates 1-1.5 mm thick.

Technical data of the main types of electric motors with permanent magnet excitation

table 1. Main types of electric motors in electric drives of domestic cars.

Electric motor	Magnet type	Purpose	Voltage, V	Useful power, W		Weight, kg
ME268	1	Washer drive	12	10	9000	0,14
ME268B	1	Same	24	10	9000	0,15
45.3730	4	Heater drive	12	90	4100	1
MPEI	3	Same	12	5	2500	0,5
ME237	4	»	24	25	3000	0,9
ME236	4	»	12	25	3000	1
ME255	4	»	12	20	3000	0,8
19.3730	5	»	12	40	2500	1,3
ME250	5	»	24	40	3000	1,3
ME237B	4	Drive glass cleaners	12	12	2000	0,9
ME237E	4	Same	24	12	2000	0,9
ME251	2	Fan drive	24	5	2500	0,5
ME272	6	Same	12	100	2600	2,25

Technical data of the main types of electric motors with electromagnetic excitation

Table 2. Main types of electric motors in electric drives of domestic cars.

Electric motor	Purpose	Voltage, V	Useful power, W	Shaft rotation speed, rpm	Weight, kg
ME201	Heater drive	12	11	5500	0,5
ME208	Same	24	11	5500	0,5
MENA	Wiper drive	12	15	1500	1,3
ME202	Pre-start drive	12	11	4500	0,5
ME202B	Same	24	11	4500	0,5
ME252	»	24	180	6500	4,7
32.3730	»	12	180	6500	4,7
ME228A	Antenna drive	12	12	4000	0,8

Electric motors with a power of more than 100 W similar in design to DC generators. They have a housing made of low-carbon steel strip or pipe, on which the poles with the excitation winding are secured with screws. The covers are bolted together. The lids contain ball bearings. Reactive brush holders provide stable work brushes on the commutator.

Two-speed motors with electromagnetic excitation have leads for each excitation coil; electric motors with permanent magnets are equipped with a third additional brush, when power is applied to which the shaft speed increases.

Technical data of the main types of electric motors excited by permanent magnets are presented in table. 1, and with electromagnetic excitation in table. 2.

In the twenty-first century, it seems that humanity's dream will come true. Electric cars have not yet replaced hydrocarbon fuel-powered vehicles, but more advanced models are gradually appearing. Behind last years Many automakers have offered their electric car developments to the expert community.

Some went to mass production and managed to win recognition among amateurs and professionals. The top 10 best electric cars of our time include the following models.

Chevy Volt

Enough famous car, which uses electric drive, is the Chevy Volt. This is not a pure electric car; along with an electric motor, it has a gas power unit. The car is designed for driving on city streets. The battery capacity allows you to travel 61 km without stopping. Volt REVIEW Chevrolet REVIEW:

Chevrolet Spark EV

Not long ago, an affordable and simple-designed electric car, the Chevrolet Spark EV, appeared on the automobile market. The model is produced in two versions: with an electric motor and a hybrid version. The cost of this model is 26 thousand dollars. The duration of the trip on an electric drive is limited to 132 km. Chevrolet Spark EV 2016 - Full review:

Ford Fusion Energy

For about five years now, a hybrid has been traveling on the roads of different countries. Ford car Fusion Energy. It was the result of close cooperation between the automaker and the electric car developer. The power sources are lithium ion batteries And gas cylinders. The battery capacity is enough for a range of only 33 km. Ford Fusion Energi Plug In Hybrid:

Ford Focus Electric

The result of Ford's electrification program is the Focus Electric. The car has become a modernization popular car, in which a rechargeable battery and a hybrid power unit were introduced. An electric car is perfect for driving around the city. On electric power, the car can travel 121 km. Test drive Ford Focus Electra:

Fiat 500e

A special place among electric cars is occupied by the new Fiat 500e from Italy. The compact car feels great in confined urban spaces. It is equipped with the latest electric motor and has an elegant appearance. The car interior is not only comfortable to drive, but also safe. Fiat 500e Test Drive Review:

Honda Accord Plug-In

Recognized leader among hybrid vehicles power unit is a Honda Accord Plug-In. It is enough to drive this car a little to experience all the delights of electric vehicles. Honda Accord Plug-In has proven itself not only in big cities, but also on country roads. Honda Accord Plug In Hybrid video presentation:

Porsche Panamera S Hybrid E

The famous Porsche company is also developing hybrid cars. Presented to motorists Panamera version The S Hybrid E has excellent technical characteristics, although the electrical part is considered weak point in car. Unlike many electric competitors, the Panamera S Hybrid E has an exceptionally attractive design. Porsche Panamera S e-Hybrid: Green Speed ​​- XCAR:

BMW i3

The BMW i3 electric car has become a successful Bavarian development. The car turned out to be so modern that it resembles a car from a science fiction film. The car has a memorable design, and the electric range is 160 km. BMW i3 - Big test drive(video version):

Tesla Model S

The greatest achievements in the field of manufacturing electric cars have been achieved Tesla company. Development of Model S is an environmentally friendly sedan model. Potential buyers are somewhat frightened by the cost of the electric car, which reaches $70 thousand. But the Tesla Model S can travel 426 km without additional battery charging. Tesla Model S - Big test drive (video version):

Tesla Model X

The Tesla Model X is currently considered the most luxurious electric car. Thanks to innovative developments inventor from Tesla Motors managed to get clean car, which is capable of covering 414 km. However, only rich people can purchase this miracle of engineering. There are several modifications that differ in configuration.

1. The 70D package will cost the buyer $80 thousand. Thanks to a powerful battery (70 kWh), Tesla can travel 345 km.
2. The 90D package is estimated at $132 thousand. The car is equipped with a 90 kWh battery, which provides a range of 414 km.
3. You can buy a Tesla Model X in the P90D configuration for $140,000. The battery power (90 kWh) is distributed over two axles, providing excellent acceleration dynamics (3.8 s to 96 km/h). Without recharging, the car can cover 402 km.

When purchasing an electric car, a motorist should be aware of the following disadvantages:

• the oversized battery takes up a lot of space in the car;
• In winter, the properties of the battery deteriorate;
• battery life is limited to 2-3 years;
• Additional energy is required to heat the interior.

TESLA MODEL X - Big test drive:

The invention relates to the field of electrical engineering and can be used to create hybrid cars and electric vehicles. The device contains a source of electricity connected to a storage capacitor. The AC drive motor consists of a permanent magnet rotor and a stator with three-phase windings. An additional winding is connected in series with each of the stator windings, and the connection points of these windings are connected, respectively, to the terminals of the rectifier, which, together with the inverter, is part of the controlled converter. When the power source is turned on, the inverter power switches begin to switch in accordance with the output signals of the control unit. The vehicle moves forward at a controlled speed set by the inverter control unit. When the “braking” command is given, the controller ensures that control signals are sent to the rectifier. The storage capacitor receives regeneration current. When current flows through the windings, a braking torque develops, and the braking energy is transferred to a storage capacitor, which is charged to a voltage greater than the voltage of the power supply. After braking is completed, the accumulated energy of the capacitor is used to propel the vehicle forward. The technical result is to increase the energy efficiency of the electric vehicle and ensure its simple and technological design with optimal weight and size parameters. 1 ill.

The invention relates to the field of electrical engineering and can be used in the design of hybrid cars and electric vehicles.

Hybrid cars are known fuel cells containing battery, connected through a controlled converter to the wheel drive motor (1). The device provides for the organization of circuits to use the braking energy of the wheels. However, the installation has low energy efficiency. This is explained by the fact that during regenerative braking, the generated voltage drops, and the accumulated charge in the battery increases, as a result of which, as the potentials of the battery and generator equalize, the rate of battery charging slows down and then stops altogether.

The device closest to the invention is an electric drive of car wheels (2), containing a battery that is connected to the drive motor through a controlled voltage converter. To increase the efficiency of the power plant and improve its energy characteristics, the controlled converter is designed to transfer electricity to the drive motor with a voltage reduction coefficient, and regenerate electricity with drive motor when it is braking - with an increasing voltage conversion coefficient. In the known device, the role of a storage element that “receives” the recovery energy is played by a rechargeable battery, but its function can also be performed by another energy storage unit, for example a block of molecular capacitors. In the known circuit, both a DC and an AC motor can be used. When using an AC electric machine as a drive motor, it is necessary to introduce a DC-AC voltage converter into the known circuit (2) (following the traditional signal conversion technique). However, this leads to a complication of the design of the converter unit and, consequently, a complication of the design of the entire device, increasing its cost and dimensions.

The technical result that can be achieved by using the invention is to simplify the design, reduce cost and improve weight and dimensions.

The technical result is achieved due to the fact that in an electric drive of car wheels, containing a power supply, a three-phase AC electric motor with a permanent magnet rotor and a controlled converter that regulates the operating mode of the electric motor (2), the controlled converter consists of a bridge three-phase inverter and a rectifier, DC terminals current of which are connected to a storage capacitor connected to the power source, and the phase terminals of the stator windings of the AC electric motor are connected to the input terminals of the AC inverter, while in accordance with - in series with each of the stator windings an additional winding is connected, and the connection points of the specified windings are connected respectively to to the AC outputs of the rectifier, the polarity of the DC outputs of which is opposite to the polarity of the power supply connected to them, while the control inputs of the inverter and rectifier control units are connected, respectively, to the outputs of the controlled controller, made to provide when a “speed” command is applied to its control input or “braking” allows the receipt of control signals to the inverter or rectifier while simultaneously blocking the receipt of control pulses to the rectifier or inverter, respectively.

The drawing shows the design diagram of the device.

The device contains a source of electricity 1, for example a battery, which is connected to a storage capacitor 2 connected to the power terminals of a controlled voltage converter that regulates the operating mode of the AC drive motor 3. The electric drive circuit implements the possibility of transmitting electricity to the drive motor 3 with reduced voltage and recuperation electricity from the drive motor 3 during its braking with increased voltage. The AC drive motor 3 consists of a rotor 4 with permanent magnets and a stator with three-phase windings 5. According to - in series with each of the three-phase windings W 1 of the stator, an additional winding W 2 is connected, and the connection points of these windings are connected, respectively, to the AC terminals of the rectifier 6, which, together with inverter 7, is part of the controlled converter. The control inputs of the inverter 7 and the rectifier 6 are connected, respectively, to the outputs of the control units 8 and 9, the control inputs of which are connected to the outputs of the controlled controller 10, designed to allow the receipt of control signals to the inverter or rectifier circuit while simultaneously blocking the receipt of control pulses to the rectifier or inverter circuit when giving the command “speed” or “braking”, respectively.

The device works as follows.

When the power source is turned on and the “Speed” command is given, the controller 10 generates an output signal that allows the flow of control signals from the control unit 8 to the inverter 7 and simultaneously blocks the operation of the control unit 9, as a result of which the power switches of the inverter 7 begin to be switched in accordance with the output signals control unit 8. Due to the flow of currents in the windings W 1 of the stator 5 of the electric motor, a rotating magnetic field arises, under the influence of which the rotor 4 on permanent magnets begins to rotate. The control unit 8 carries out high-frequency modulation of the fundamental harmonic and regulates the voltage value and its frequency, using, for example, field vector control. The rotation of the rotor 4 is transmitted directly or through a gearbox to the wheels. The vehicle moves forward at a controlled speed set by control unit 8, with direct transmission of energy to the drive motor.

Upon arrival of the “Braking” signal, controller 10 blocks the operation of control unit 8 and turns on unit 9. When braking under the influence of inertial forces, the wheels continue their movement, rotating the rotor 4 of the electric machine 3, which switches to energy generation mode. The input of rectifier 6 receives the total voltage of the stator windings W 1, W 2, and the storage capacitor 2 receives regeneration current. The voltage on capacitor 2 increases to the value of the reduced total voltage on the windings W 1, W 2. When current flows through the windings W 1, W 2, a braking torque develops, and the braking energy is forcibly transferred to storage capacitor 2, which is charged to a voltage greater than the voltage of power source 1. In this case, the share of recovered energy increases significantly, because the amount of energy accumulated in capacitor 2 is a quadratic function of its voltage.

After braking is completed, the accumulated energy of capacitor 2 is used to propel the vehicle forward.

Thus, the controlled converter, together with the three-phase windings W 1, W 1, ensures the transmission of electricity to the drive motor 3 with a reduced voltage and the recovery of electricity from the drive motor 3 when it is braking with an increased voltage. The device has high efficiency, because allows you to recover at least 70% of braking energy.

High energy performance of the device was achieved while simplifying the design, reducing its cost and improving weight and dimensions.

The high efficiency, simplicity of design and good weight and size characteristics of this device allow it to be most preferred when designing hybrid cars and electric vehicles.

Sources of information taken into account

1. Journal "AvtoMir" No. 1, 2007, p.9.

2. Journal "AvtoMir" No. 48, 2007, p. 8.

An electric drive of vehicle wheels containing a power supply, a three-phase AC electric motor with a permanent magnet rotor and a controlled converter that regulates the operating mode of the electric motor, characterized in that the controlled converter consists of a three-phase bridge inverter and a rectifier, the DC terminals of which are connected to a storage capacitor connected to the power source, and the phase terminals of the stator windings of the AC electric motor are connected to the AC input terminals of the inverter, while an additional winding is connected in series with each of the stator windings, and the connection points of the specified windings are connected respectively to the AC terminals of the rectifier, the polarity of the DC terminals current which is opposite to the polarity of the power supply connected to them, while the control inputs of the inverter and rectifier control units are connected, respectively, to the outputs of a controlled controller, designed to provide, when a “speed” or “braking” command is applied to its control input, permission to receive control signals to inverter or rectifier while simultaneously blocking the receipt of control pulses to the rectifier or inverter, respectively.

Vehicle traction drive control system

Introduction

car electric drive traction sensor

Relevance of the development of traction electric drive hybrid car is more correct use energy, in increasing the environmental friendliness of the vehicle and in more economical vehicle maintenance by reducing fuel consumption. It provides the necessary power, traction force, and the required vehicle speed at different conditions movements.

Scientific novelty.

The scientific novelty lies in the absence of the need to install the engine based on peak operating loads. At the moment when a sharp increase in traction load is necessary, both the electric motor and the conventional engine (and in some models, an additional electric motor) are switched on simultaneously. This allows you to save on installing a less powerful engine internal combustion working most of the time in the most favorable mode for himself. Such uniform redistribution and accumulation of power, followed by rapid use, makes it possible to use hybrid installations in cars sports class and SUVs.

Practical significance.

The practical significance lies in the fact that mineral fuel (a non-renewable resource) is saved and pollution is reduced environment, a very valuable resource for a person, such as time, is saved (excluding half of the visits to gas stations).

1. Initial data and problem statement

The main task of the control system for the power plant of a hybrid vehicle is to ensure the most economical and environmentally friendly mode of operation of the internal combustion engine by redistributing the load between the internal combustion engine, the auxiliary engine and the energy recovery circuit.

Additional tasks of the system are:

) Ensuring the recovery of vehicle braking energy.

) Providing the necessary acceleration dynamics of the vehicle through the use of an auxiliary power unit and an energy storage device.

) Providing a start-stop mode with a minimum period of idling of the internal combustion engine in the event of a short-term vehicle stop.

Initial data.

taken Volkswagen car Touareg

The figures below (Fig. 1 and Fig. 2) show its technical characteristics, which will be the initial data for my work and its appearance.

Rice. 1 Initial data

Rice. 2 Appearance Volkswagen Touareg

1.1 Classification of existing systems

In order to study the traction electric drive of a hybrid car, you need to decide which of the three existing schemes to choose. This is a classification based on the method of interaction between the internal combustion engine and the electric motor.

Sequential circuit.

This is the simplest hybrid configuration. The internal combustion engine is used only to drive the generator, and the electricity generated by the latter charges the battery and powers the electric motor, which rotates the drive wheels.

This eliminates the need for a gearbox and clutch. Regenerative braking is also used to recharge the battery. The scheme got its name because the power flow goes to the drive wheels, going through a series of sequential transformations. From mechanical energy generated by the internal combustion engine to electrical energy generated by the generator, and again to mechanical. In this case, some energy is inevitably lost. A series hybrid allows the use of a low-power internal combustion engine, and it constantly operates in the range of maximum efficiency, or it can be completely turned off. When the internal combustion engine is turned off, the electric motor and battery are able to provide the necessary power for movement. Therefore, unlike internal combustion engines, they must be more powerful, which means they are more expensive. Most effective serial circuit when driving in a mode of frequent stops, braking and acceleration, driving at low speed, i.e. in the city. Therefore, they use it in city buses and other types of urban transport. Large mining dump trucks also operate on this principle, where it is necessary to transmit high torque to the wheels and high speeds are not required.

Parallel circuit

Here, the drive wheels are driven by both the internal combustion engine and the electric motor (which must be reversible, i.e. can work as a generator). For their agreed parallel work computer control is used. At the same time, the need for a conventional transmission remains, and the engine has to operate in inefficient transient conditions.

The torque coming from two sources is distributed depending on the driving conditions: in transient modes (start, acceleration), an electric motor is connected to help the internal combustion engine, and in established modes and during braking, it works as a generator, charging the battery. Thus, in parallel hybrids, the combustion engine runs most of the time and the electric motor is used to assist it. Therefore, parallel hybrids can use a smaller battery compared to series hybrids. Since the internal combustion engine is directly connected to the wheels, the power loss is significantly less than in a series hybrid. This design is quite simple, but its disadvantage is that the reversible parallel hybrid machine cannot simultaneously drive the wheels and charge the battery. Parallel hybrids are effective on the highway, but ineffective in the city. Despite the simplicity of implementing this scheme, it does not significantly improve both environmental parameters and the efficiency of using internal combustion engines.

A proponent of this hybrid scheme is the Honda company. Their hybrid system is called Integrated Motor Assist. It provides, first of all, for the creation of a gasoline engine with increased efficiency. And only when it becomes difficult for the engine, an electric motor should come to its aid. In this case, the system does not require complex and expensive power block control, and, consequently, the cost of such a car is lower. The IMA system consists of a gasoline engine (which provides the main power), an electric motor that provides additional power, and an additional battery for the electric motor. When a car with a conventional gasoline engine slows down, its kinetic energy is absorbed by engine resistance (engine braking) or dissipated as heat when the brake discs and drums heat up. A car with an IMA system begins to brake using an electric motor. Thus, the electric motor acts as a generator, generating electricity. The energy saved during braking is stored in the battery. And when the car begins to accelerate again, the battery will give up all the accumulated energy to spin up the electric motor, which will again switch to its traction functions. And gasoline consumption will decrease exactly as much as the energy that was stored during previous braking. In general, Honda believes that the hybrid system should be as simple as possible; the electric motor performs only one function - it helps the internal combustion engine save as much fuel as possible. Honda produces two hybrid models: Insight and Civic.

Series - parallel circuit

The Toyota company went its own way when creating hybrids. Developed by Japanese engineers Hybrid system Synergy Drive (HSD) combines the features of the two previous types. A separate generator and power divider (planetary gear) are added to the parallel hybrid circuit. As a result, the hybrid acquires the features serial hybrid: the car starts and moves at low speeds only on electric power. At high speeds and when driving at a constant speed, the internal combustion engine is switched on. At high loads(acceleration, driving uphill, etc.) the electric motor is additionally powered by the battery - i.e. the hybrid operates as a parallel one.

Thanks to the presence of a separate generator that charges the battery, the electric motor is used only to drive the wheels and for regenerative braking. The planetary gear transfers part of the internal combustion engine's power to the wheels, and the rest to the generator, which either powers the electric motor or charges the battery. The computer system continuously adjusts the power delivery from both power sources for optimal performance under all driving conditions. In this type of hybrid, the electric motor runs most of the time, and the internal combustion engine is used only in the most efficient modes. Therefore, its power may be lower than that of a parallel hybrid.

An important feature of the internal combustion engine is also that it operates on the Atkinson cycle, and not on the Otto cycle, like conventional engines. If the engine operates according to the Otto cycle, then during the intake stroke the piston, moving downward, creates a vacuum in the cylinder, due to which air and fuel are sucked into it. Moreover, in low speed mode, when throttle valve almost closed, the so-called pumping losses. (To better understand what this is, try, for example, sucking air through pinched nostrils.) In addition, this deteriorates the filling of the cylinders with fresh charge and, accordingly, increases fuel consumption and emissions harmful substances in atmosphere. When the piston reaches bottom dead points (BDC), inlet valve closes. During the release stroke, when it opens Exhaust valve, the exhaust gases are still under pressure, and their energy is irretrievably lost - this is the so-called. loss of output.

In an Atkinson engine, during the intake stroke, the intake valve closes not near BDC, but much later. This gives whole line benefits. Firstly, pumping losses are reduced, because part of the mixture, when the piston has passed BDC and began to move upward, is pushed back into the intake manifold (and is then used in another cylinder), which reduces the vacuum in it. The combustible mixture pushed out of the cylinder also takes away some of the heat from its walls. Since the duration of the compression stroke in relation to the power stroke decreases, the engine operates according to the so-called. a cycle with an increased expansion ratio, in which the energy of the exhaust gases is used for a longer time, i.e., with a decrease in exhaust losses. Thus, we get better environmental performance, efficiency and greater efficiency, but less power. But the point is that the engine of the Toyota hybrid operates in lightly loaded modes, in which this drawback of the Atkinson cycle does not play a big role.

The disadvantages of a series-parallel hybrid include a higher cost, due to the fact that it requires a separate generator, a larger battery pack, and a more productive and complex computer system management.

HSD system installed on hatchback Toyota Prius, Camry business class sedans, Lexus RX400h SUVs, Toyota Highlander Hybrid, Harrier Hybrid, sports sedan Lexus GS 450h and a luxury car - Lexus LS 600h. Toyota know-how was purchased by Ford and Nissan and used to create Ford Escape Hybrid and Nissan Altima Hybrid. Toyota Prius leads the sales of all hybrids. Gasoline consumption in the city is 4 liters per 100 km. This is the first car that consumes less fuel when driving in the city than on the highway. At the 2008 Paris Motor Show, the Prius plug-in hybrid model was presented.

1.2 Schemes of the vehicle traction electric drive control system

Legend of input and output signals on/off. electric motor generator brake pedal signal electronic accelerator pedal signal engine speed engine temperature actuation of release clutch

ICE/generator motor speed generator motor temperature generator speed automatic transmission gear recognition temperature hydraulic system Automatic transmission hydraulic clutch pump, pressure

in the hydraulic system, automatic transmission, gear shifting, temperature of the power electronic module, monitoring of cables of the high-voltage system, temperature of the high-voltage battery, voltage monitoring, pressure in hydraulic drive brake

systems, brake pressure, wheel speed detection, seat belt detection

Legend for electrical componentsHigh-voltage batteryEngine control unitAutomatic transmission control unitPower module and electric drive control unitSwitch unit (EBox)ABS control unitInstrument cluster control unitData bus diagnostic interfaceAirbag control unit

Radio navigation system RNS 850

Description of work:

Start of movement. Movement with a low load, low speed or down a slight slope. Since the internal combustion engine has low efficiency at low loads, movement is ensured by auxiliary engine, if the energy reserve in the storage device is sufficient. Otherwise, movement is carried out using an internal combustion engine.

Even movement. The system ensures the most efficient operating mode of the internal combustion engine. If the torque of the internal combustion engine is less than the resistance moment, the missing power is provided by connecting an auxiliary engine. If the optimum torque is greater than the drag torque, the excess power is removed by the energy recovery circuit.

Overclocking The necessary acceleration dynamics are provided mainly by the auxiliary engine while maintaining the most economical mode of the main internal combustion engine. If there is insufficient energy reserve in the storage device or insufficient power of the auxiliary engine, additional power is provided by the main internal combustion engine.

Braking. Excess kinetic energy vehicle is disposed of in the recovery circuit. If the regenerative braking efficiency is insufficient, the hydraulic braking system is activated.

When stopping and there is sufficient energy in the storage device to start, the internal combustion engine is switched off. If the stored energy is not enough. The internal combustion engine continues to operate until it is required to be replenished. High-voltage battery Power module and control unit

electric driveHigh-voltage battery control unitE-box (EBox)Safety device 1High-voltage system service connectorHybrid drive battery fan 1Hybrid drive battery fan 2

Electric motor-generator.

The key element of the hybrid drive is the electric motor-generator.

In a hybrid drive system it takes over three most important tasks:

Starter for internal combustion engine,

Generator for charging high-voltage battery,

Traction motor for vehicle movement.

The rotor rotates inside the stator without contact. In generator mode, the power of the generator electric motor is 38 kW. In traction motor mode, the electric motor-generator develops a power of 34 kW. The difference is due to power loss, which is structurally inherent in each electric machine. Electric driving only on level surfaces for Touareg with hybrid engine possible up to a speed of approximately 50 km/h. Maximum speed movement depends on the resistance to movement and the degrees and charging of the high-voltage battery. A special K0 clutch is located in the housing of the electric motor-generator.

The electric motor-generator is located between the internal combustion engine and the automatic transmission.

It is a three-phase synchronous motor. Via power electronic module constant pressure 288 V is converted to three-phase alternating voltage. Three phase voltage creates a three-phase electromagnetic field in the electric motor-generator.

In the service documentation, the electric motor-generator is referred to as “traction motor for electric drive V141”.

1.3 Sensors included in the system

Rotor position sensor.

Since the internal combustion engine, with its speed sensors, is mechanically disconnected from the electric motor-generator in electric drive mode, the latter requires its own sensors to determine the position and speed of the rotor. For these purposes, three speed sensors are integrated into the electric motor-generator.

These include:

traction rotor position sensor 1

electric motor G713

traction rotor position sensor 2

electric motor G714

traction rotor position sensor 3

The rotor position sensor (RPS) is a part of the electric motor.

In commutator electric motors, the rotor position sensor is a brush-commutator unit, which is also a current switch.

In brushless electric motors, the rotor position sensor can be of different types:

Magnetic induction (i.e., the actual power coils are used as a sensor, but sometimes additional windings are used)

Magnetoelectric (Hall effect sensors)

Optoelectric (on various optocouplers: LED-photodiode, LED-phototransistor, LED-photothyristor).

Traction motor temperature sensor G712

This sensor is integrated into the housing of the generator electric motor and filled with polymer.

The sensor records the temperature of the generator motor. The coolant circuits are integral part innovative temperature control system. The traction motor temperature sensor signal is used to control the cooling performance of the high temperature coolant circuit. Using an electric cooling pump and a controlled pump for the cooling system of an internal combustion engine, you can control all modes of operation of the cooling system, from the mode of no coolant circulation in the cooling circuits to the mode of maximum cooling system performance.

Depending on the materials used for the production of thermistor sensors, there are:

1.Resistive temperature detectors (RTD). These sensors are made of metal, most often platinum. In principle, any metal changes its resistance when exposed to temperature, but platinum is used because it has long-term stability, strength and repeatability. Tungsten can also be used to measure temperatures above 600°C. The disadvantage of these sensors is their high cost and nonlinearity of characteristics.

2.Silicon resistive sensors. The advantages of these sensors are good linearity and high long-term stability. These sensors can also be embedded directly into microstructures.

.Thermistors. These sensors are made from metal oxide compounds. The sensors measure only absolute temperature. Significant disadvantage thermistors are the need for their calibration and high nonlinearity, as well as aging, however, with all the necessary settings, they can be used for precision measurements.

2. Diagnostics

.1 Diagnostic tester

DASH CAN 5.17 cost 16,500 rubles.

Functionality:

Odometer calibration and adjustment;

Adding keys to your car even if you don't have all the existing keys

Performs key adaptation

Read login/secret codes (SKC)

Recording the ID number and immobilizer number

Loads and saves the decrypted immobilizer block

Saves (clones) the instrument panel using an immobilizer block record from a file

Reads and clears CAN-ECU error codes

Usage:

Buttons: / SEAT / SKODA - press this button to read the latest generation VDO. (For example, suitable for GOLF V from 2003 to 06.2006. Some versions of SEAT and Skoda cars are equipped with combinations of this type on models before 2009) - press this button to read Passat B6. (In these cars you cannot get the immobilizer information from the instrument cluster because the immobilizer unit is part of the module)A3 - press this button to read the AUDI A3 VDO combination.A4 - press this button to read the AUDI A4 BOSCHRB4./TOUAREG - click this button to read Phaeton and Touareg BOSCHRB4.EDC15 - diesel cars since 1999. Supports most VAG group cars and SKODA - equipped their cars with ECU.EDC16 - used on diesel cars since 2002. Used on cars last generations.* /MED9.5 - Engine type BOSCHME7.* used on cars such as GolfI V or Audi TT. You can read the following engines: ME7.5, ME7.1, ME7.5.1, ME7.1.1..1.1 Golf is not yet supported CHANNELS - By pressing this button you adapt the EEprom of the engine control unit BOSCHME7.BOXES - By pressing this button you can read the registration code from the immobilizer. Suitable for Audi A4 with 12 pin connector and LT box. You can also read boxes from 1994 to 1998, but only when the adapted key is inserted into the ignition.

2.2 Diagnostic information

System self-diagnosis.

If a malfunction occurs in the high-voltage system, the warning lamp lights up. The warning lamp symbol may be orange, red or black. Depending on the type of fault in the high-voltage system, a symbol of the corresponding color and a warning message are displayed.

Conclusion

My work examines the control system for the traction electric drive of a hybrid vehicle. All existing systems, all circuit solutions are also considered, and the sensors included in the system are considered. Self-diagnosis of the system and diagnosis using external device(tester). The work has been completed in full.

Bibliography

1. Yutt V.E. Electrical equipment of automobiles: A textbook for university students. - M.: Transport, 1995. - 304 p.

Brief automobile reference book. - M.: Transconsulting, NIIAT, 1994 - 779 p. 25 copies

Akimov S.V., Chizhkov Yu.P. Electrical equipment of automobiles - M.: ZAO KZHI "Za Rulem", 2001. - 384 p. 25 copies

Akimov S.V., Borovskikh Yu.I., Chizhkov Yu.P. Electrical and electronic equipment of cars - M.: Mashinostroenie, 1988. - 280 p.

Reznik A.M., Orlov V.M. Electrical equipment of automobiles. - M.: Transport, 1983. - 248 p.

Service Training Self-study program for 450 Touareg with hybrid powertrain.

Auxiliary electrical equipment is a group of auxiliary devices and devices that provide heating and ventilation of the cabin and body, cleaning of cabin glass and headlights, sound alarms, radio reception and other auxiliary functions.

Development trends various systems car, associated with increased efficiency, reliability, comfort and traffic safety, lead to the fact that the role of electrical equipment, in particular electric drive auxiliary systems, is steadily increasing. If 25...30 years ago on production cars There were practically no mechanisms with an electric drive, but at present, even on trucks, at least 3...4 electric motors are installed, and on cars - 5...8 or more, depending on the class.

Electric drive called an electromechanical system consisting of an electric motor (or several electric motors), a transmission mechanism to working car and all equipment for controlling the electric motor. The main vehicle devices where electric drives are used are interior heaters and fans, pre-heaters, glass and headlight wipers, window lifting mechanisms, antennas, seat movement, etc.

The duration of work and its nature determine the operating mode of the drive. For an electric drive, it is customary to distinguish three main operating modes: long-term, short-term and intermittent.

Long mode characterized by a duration during which, during operation of the electric motor, its temperature reaches a steady value. Examples of mechanisms with long-term operation include car heaters and fans.

Short-term mode has a relatively short operating period and the engine temperature does not have time to reach a steady value. The break in the operation of the actuator is sufficient for the engine to cool down to ambient temperature. This mode of operation is typical for a variety of short-term devices: lifting windows, driving antennas, moving seats, etc.

Intermittent mode characterized by a working period that alternates with pauses (stop or idling), and in no period of operation the engine temperature reaches a steady value, and during load removal the engine does not have time to cool down to ambient temperature. An example of car devices operating in this mode are windshield wipers (in appropriate modes), windshield washers, etc.

A characteristic feature of the intermittent mode is the ratio of the working part of the period T" to the entire period T. This indicator is called the relative duration of work ETC or relative duration of switching on PV, measured in percentages.

The requirements for electric motors installed in a particular vehicle component are particularly specific and are determined by the operating modes of this component. When choosing a motor type, it is necessary to compare the operating conditions of the drive with the specific mechanical characteristics various types electric motors. It is customary to distinguish between natural and artificial mechanical characteristics of an engine. The first corresponds to the nominal conditions of its activation, the normal connection diagram and the absence of any additional elements in the motor circuits. Artificial characteristics are obtained by changing the voltage on the engine, turning on additional elements in the engine circuit and connecting these circuits using special circuits.

One of the most promising directions in the development of the electric drive of auxiliary systems of a car is the creation of electric motors with a power of up to 100 W with excitation from permanent magnets.

The use of permanent magnets can significantly improve the technical and economic performance of electric motors: reduce weight, dimensions, increase efficiency. The advantages include the absence of field windings, which simplifies internal connections and increases the reliability of electric motors. In addition, thanks to independent excitation, all permanent magnet motors can be reversible.

A typical design of a permanent magnet motor used in heaters is shown in Fig. 7.1 .

Permanent magnets 4 are fixed in housing 3 using two steel flat springs 6 , attached to the body. Anchor 7 The electric motor rotates in two self-aligning plain bearings 5 . Graphite brushes 2 pressed against the manifold by springs 1, made from a strip of copper and milled into individual lamellas.

Operating principle electric machines with permanent magnets is similar to the well-known principle of operation of machines with electromagnetic excitation - in an electric motor, the interaction of the armature and stator fields creates torque. The source of magnetic flux in such electric motors is a permanent magnet. A characteristic of a magnet is its demagnetization curve (part of the hysteresis loop lying in quadrant II), shown in Fig. 7.2. The properties of the material are determined by the values ​​of residual induction In r and coercivity H With. The useful flux given off by the magnet to the external circuit is not constant, but depends on the total influence of external demagnetizing factors.

As can be seen from Fig. 7.2, magnet operating point outside the electric motor system N, operating point assembled with housing M and operating point of the magnet in the electric motor assembly TO are different. Moreover, for most magnetic materials, the process of magnet demagnetization is irreversible, since the return from a point with lower induction to a point with higher induction (for example, when disassembling and assembling an electric motor) occurs along return curves that do not coincide with the demagnetization curve.

In this regard, an important advantage of barium oxide magnets used in the automotive industry is not only their relative cheapness, but also the coincidence within certain limits (up to the inflection point) of the return and demagnetization curves. If the influence of external demagnetizing factors is such that the working point of the magnet moves beyond the knee, then returning to the point TO is no longer possible and the operating point in the assembled system will already be the point TO 1 with less induction. Therefore, when calculating electric motors with permanent magnets, it is very important right choice volume of the magnet, ensuring not only the operating mode of the electric motor, but also the stability of the operating point when exposed to the maximum possible demagnetizing factors.

Electric motors for preheaters. Pre-heaters are used to ensure reliable starting of internal combustion engines at low temperatures. The purpose of electric motors of this type is to supply air to maintain combustion in gasoline heaters, supply air, fuel, and ensure fluid circulation in diesel engines.

A feature of the operating mode is that at such temperatures it is necessary to develop a large starting torque and operate for a short time. To meet these requirements, electric motors of pre-heaters are made with series winding and operate in short-term and intermittent modes. Depending on the temperature conditions, electric motors have different switching times: -5...-10 0 C no more than 20 minutes; -10...-25 0 C for no more than 30 minutes; -25...-50 0 C no more than 50 min.

Founders wide application in preheaters, electric motors ME252 (24V) and 32.3730 (12V) have a rated power of 180 W and a rotation speed of 6500 min -1.

Electric motors for driving ventilation and heating units. Ventilation and heating units are designed for heating and ventilation of passenger car interiors, buses, truck cabins and tractors. Their action is based on the use of heat from an internal combustion engine, and their performance largely depends on the characteristics of the electric drive. All electric motors for this purpose are long-duty motors operated at an ambient temperature of -40...+70°C. Depending on the layout of the heating and ventilation installation on the vehicle, the electric motors have different directions of rotation. These electric motors are single- or two-speed, mainly excited by permanent magnets. Two-speed electric motors provide two modes of operation of the heating installation. Partial operating mode (low speed mode, and therefore lower performance) is provided by an additional excitation winding.

In Fig. 7.3 shows the design of an electric motor excited by permanent magnets for heaters. It consists of: 1 and 5 – plain bearing; 2 – permanent magnet; 3 – brush holder; 4 – brush; 6 – collector; 7 – traverse; 8 – cover; 9 – mounting plate; 10 – spring; 11 – anchor; 12 – body. Permanent magnets 2 fixed to the body 12 springs 10. Lid 8 attached to the body with screws that are screwed into the mounting plates 9, located in the grooves of the housing. Bearings are installed in the housing and cover 7 And 5 in which the armature shaft rotates 11. All brush holders 3 are on traverse 7 made of insulating material.

The traverse is fixed to the lid 8. Brushes 4, through which current is supplied to the collector 6, placed in brush holders 3 box type. The collectors, as in electric motors with electromagnetic excitation, are stamped from copper tape followed by crimping with plastic or from a pipe with longitudinal grooves on the inner surface.

The covers and housing are made of sheet steel. For electric windshield washer motors, the cover and housing can be made of plastic.

In addition to heating systems that use internal combustion engine heat, independent heating systems are used. In these installations, an electric motor with two shaft outputs drives two fans, one directs cold air into the heat exchanger and then into the heated room, the other supplies air into the combustion chamber.

Electric heater motors used on a number of models of cars and trucks have a rated power of 25...35 W and a rated speed of 2500...3000 min -1.

Electric motors for driving windshield wipers. Electric motors used to drive windshield wipers are required to ensure rigid mechanical characteristics, the ability to regulate the rotation speed under different loads, and increased starting torque. This is due to the specific operation of windshield wipers - reliable and high-quality cleaning of the windshield surface in various climatic conditions.

To ensure the necessary rigidity of the mechanical characteristics, motors with excitation from permanent magnets, with parallel and mixed excitation are used, and a special gearbox is used to increase the torque and reduce the rotation speed. In some electric motors the gearbox is designed as component electric motor. In this case, the electric motor is called a gearmotor. Changing the speed of electric motors with electromagnetic excitation is achieved by changing the excitation current in the parallel winding. In electric motors excited by permanent magnets, changing the armature rotation speed is achieved by installing an additional brush and organizing an intermittent operating mode.

In Fig. 7.4 is given circuit diagram electric windshield wiper drive SL136 with a permanent magnet electric motor. The intermittent operation of the windshield wiper is carried out by turning on the switch 1 in position III. In this case, the armature circuit 4 the electric motor is switched on by relay 7. The relay has a heating coil 8, which heats the bimetallic plate 9. As the bimetallic strip heats up, it bends and the contacts 10 open, turning off power to the relay 11, contacts 12 which interrupts the power supply to the armature circuit of the electric motor. After the plate 9 cools down and closes the contacts 10, relay 11 will work and power will be supplied to the electric motor again. The wiper cycle is repeated 7-19 times per minute.

Low speed mode is achieved by turning on the switch 1 in position II. At the same time, power to anchor 4 The electric motor is supplied through an additional brush 3, installed at an angle to the main brushes. In this mode, the current passes only through part of the armature winding 4, which causes a decrease in the armature rotation speed and torque. High speed wiper mode occurs when the switch is installed 1 in position I. In this case, the electric motor is powered through the main brushes and the current passes through the entire armature winding. When installing the switch 1 to position IV power is supplied to the armatures 4 and 2 electric motors of the windshield wiper and windshield washer and their simultaneous operation occurs. After turning off the windshield wiper (switch position 0), the electric motor remains energized until cam b approaches moving contact 5. At this moment, the cam opens the circuit and the engine stops. Turning off the electric motor at a strictly defined moment is necessary to return the windshield wiper blades to their original position. A thermobimetallic fuse is included in the armature circuit of electric motor 4 13, which is designed to limit the current in the circuit during overload.

The operation of the windshield wiper in drizzling rain or light snow is complicated by the fact that little moisture reaches the windshield. For this reason, friction and wear of the brushes increase, as well as energy consumption for cleaning the glass, which can cause overheating of the drive motor. The frequency of switching on for one or two cycles and switching off manually by the driver is inconvenient and unsafe, since the driver’s attention is diverted from driving for a short time.

To organize short-term activation of the windshield wiper, the electric motor control system can be supplemented with an electronic clock controller, which at certain intervals automatically turns off the windshield wiper motor for one or two strokes. The interval between wiper stops can vary within 2...30 s. Most models of windshield wiper motors have a rated power of 12...15 W and a rated speed of 2000...3000 min -1.

IN modern cars Windshield washers have become widespread front glass and headlight cleaners with electric drive. Electric motors for washers and headlight cleaners operate in intermittent mode and are excited by permanent magnets and have a low rated power (2.5...10 W).

In addition to the listed purposes, electric motors are used to drive various mechanisms: lifting glass doors and partitions, moving seats, driving antennas, etc. To ensure a large starting torque, these electric motors have sequential excitation and are used in short-term and intermittent operating modes.

During operation, electric motors must provide a change in the direction of rotation, i.e., be reversible. To do this, they have two excitation windings, the alternating switching of which provides different directions of rotation. Structurally, electric motors for this purpose are made in the same geometric base and are unified according to the magnetic system with electric motors of heaters with a power of 25 W.

Electric drives are increasingly used in cars every year. Requirements for electric motors are constantly increasing, and this is due to improving the quality of various vehicle systems, traffic safety, reducing the level of radio interference, toxicity, and increasing manufacturing technology. The fulfillment of these requirements led to the transition from electric motors with electromagnetic excitation to electric motors with excitation from permanent magnets. At the same time, the mass of electric motors has decreased, and the efficiency has increased by approximately 1.5 times. Their service life reaches 250...300 thousand kilometers.

Electric motors for heating, ventilation and windshield wipers are developed on the basis of four standard sizes of anisotropic magnets. This makes it possible to reduce the number of produced types of electric motors and unify them.

Another direction is the use of effective radio interference filters in electric motor designs. For electric motors with a power of up to 100 W, filters will be unified for each electric motor base and will be built-in. For promising electric motors with a power of 100...300 W, filters are being developed using capacitors - pass-through or blocking large containers. If it is impossible to meet the requirements for the level of radio interference due to built-in filters, it is planned to use remote filters and shielding of electric motors.

In the longer term it is expected to use contactless motors direct current. These motors are equipped with static semiconductor commutators, replacing the mechanical commutator commutator, and built-in rotor position sensors. The absence of a brush-commutator unit makes it possible to increase the service life of the electric motor to 5 thousand hours or more, significantly increase its reliability and reduce the level of radio interference.

Work is underway to create electric motors with limited axial dimensions, which is necessary, for example, to drive an internal combustion engine cooling fan. In this direction, the search is being carried out along the path of creating motors with an end-face commutator, which is placed together with brushes inside a hollow armature, or with disk armatures made with stamped or printed windings.

The development of special electric motors, in particular sealed electric motors for pre-heaters, continues, which is necessary to increase reliability and use on special vehicles.