• 专利附录
  • 专利说明
  • 权利要求
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    • 专利摘要:
    The invention relates to an electrical system comprising: - terminals (V +, V-) capable of being connected to an on-board electrical power source (4) capable of delivering an electrical voltage between these terminals; - A circuit for detecting an electrical insulation fault between the source of electrical energy and a carcass (14) forming a floating electrical mass. The detection circuit comprises: a controllable voltage generator (40) capable of biasing the carcass and the single first terminal at different potentials; • a device (44) for measuring a current entering said first terminal and exiting at a point of the source; A control unit (46) capable of calculating a value of at least one insulation resistance from said at least one measured current value.
    公开号:FR3037406A1
    申请号:FR1555417
    申请日:2015-06-15
    公开日:2016-12-16
    发明作者:Francois Gardien；Thibaut Journet；Vourch Yves Le；Michael Palmieri；Sophie Rivet
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The invention relates to the isolation of a network or a DC voltage electrical supply with respect to a voltage reference. High voltage direct current electrical systems are developing significantly. Indeed, many transport systems include a DC voltage supply. Hybrid combustion / electric or electric vehicles include, in particular, high power batteries. To obtain the appropriate voltage level, several electrochemical accumulators are placed in series. To obtain high powers and capacities, several groups of accumulators are placed in series. The number of stages (number of accumulator groups) and the number of accumulators in parallel in each stage 15 vary according to the desired voltage, current and capacity for the battery. The combination of several accumulators is called a storage battery. Such batteries are generally used to drive an AC electric motor through an inverter. The voltage levels required for such motors reach several hundred volts, typically of the order of 400 volts. Such batteries also have a high capacity to promote the autonomy of the vehicle in electric mode. Several technical reasons specific to the automotive application lead to the use of an insulation between the carcass, or mechanical mass of the vehicle (formed by the frame and the metal body of the vehicle, and therefore accessible to the user) and the potential of the battery. The main reason is that it is not possible during a first insulation fault in rolling to instantly disconnect the traction battery. For example, in the case where one of the poles of the battery is connected to the mechanical mass and the insulation fault appears on the other pole. This results in a short circuit and the immediate fusing of the protection fuse. This would have the effect of making the vehicle dangerous, due to the disappearance of traction power or regenerative braking. This therefore requires the need to isolate the battery and monitor this isolation for reasons of personal safety by an isolation controller. Indeed, if during a first fault there is no risk for the user, it should alert the first fault before the appearance of a second fault having the effect of disconnecting the traction battery because it causes a short circuit between the positive and negative terminals of the battery. In addition, during this second fault, the voltage of the battery 40 would be directly connected to the mechanical mass of the vehicle and the user would therefore potentially be in contact therewith. Because of the potential risk of such a source of energy for the users, isolation and insulation control between the battery and the mechanical ground must be particularly carefully treated. Any part of the vehicle electrically connected to the battery must be isolated from the masses. This isolation is achieved by the use of electrically insulating materials. The insulation may deteriorate over time (due to vibration, mechanical shock, dust, etc.), and thus put the electrical ground under a dangerous potential. In addition, it may be envisaged to use a non-galvanically isolated charger of the electrical network. The electrical mass of the vehicle being normatively connected to the ground during recharging and the neutral system conventionally used (TT mode) in residential connecting the neutral to the ground, it amounts to connect during recharges the mass of the vehicle to one of the potentials of battery. During these recharges, the complete voltage of the battery is therefore applied across the insulation in contrast to the nominal case where only half of this voltage is applied and above all controlled. This isolation may not be able to hold the complete voltage creating a second fault instantly resulting in a short circuit. An electric vehicle according to the state of the art typically has a battery for supplying a three-phase electric motor. The battery includes electrochemical accumulators. A protective device with fuses is connected to the battery terminals. An insulation control device (or insulation fault detection circuit) is also connected to the battery terminals and connected to the vehicle ground. The isolation control device is connected to a computer to indicate the detected insulation faults. This calculator is powered by an onboard network battery. The negative pole of this battery is connected to the mass of the vehicle. The shutdown system includes power contactors controlled by the computer.
    [0002] Two types of isolation control circuits are known from the state of the art: - resistive measuring circuits, in which a leakage current is measured using a voltage divider bridge formed of a plurality resistors connected between the terminals of the battery; capacitive discharge measuring circuits, in which an electric current is injected from a capacitor into the insulation resistance and the discharge time of this capacitor into the insulation resistance is measured. Resistive measurement circuits have the disadvantage that they require 40 to be connected to the two terminals of the battery, which complicates their integration within the vehicle. In addition, they typically do not allow to detect a fault at any point of the battery. Capacitive measuring circuits have other disadvantages. In particular, the capacitance value of electrochemical capacitors typically used industrially is generally not stable and tends to drift over time, which distorts the calculations. In addition, such capacitors must be able to withstand a high electrical voltage, typically of the order of several hundred volts, and this for safety reasons in case a short circuit occurs. Such capacitors 10 generally have a high cost and a very large footprint. In addition, such a circuit generally does not locate the fault position in the battery. The invention aims to solve one or more of these disadvantages. The invention thus relates to an electrical system comprising: terminals capable of being connected to a source of on-board electrical power capable of delivering an electrical voltage between these terminals; a circuit for detecting a lack of electrical insulation between the source of electrical energy and a carcass forming a floating electrical mass, an insulation fault corresponding to an abnormal resistance value of at least one resistance of isolation between the carcass and at least one point of the source of electrical energy, the detection circuit comprising: a controllable voltage generator, connected to said carcass and to a single first terminal among said terminals, and capable of biasing the carcass and the only first terminal at different potentials; a device for measuring a current entering said first terminal and exiting through said at least one point of the source, this current then flowing through said at least one insulation resistance to said carcass; a control unit able to control the application, by said programmable voltage generator, of at least one non-zero voltage value between the carcass and the single first terminal, to acquire at least one current value; measured by said measuring device for each applied voltage value; calculating a value of at least one insulation resistance from said at least one measured current value.
    [0003] According to another embodiment, the system further comprises a first electrical resistance, this first resistor and the voltage generator being connected to one another in series between one of said terminals and the carcass, the value Rd of the first protective electrical resistance preferably being greater than said abnormal resistance value. According to another embodiment, the control unit is able to calculate the insulation resistance associated with a single equivalent insulation fault, by means of the following formula: Ri = (Vd1 - Vd2) / (1d2 - Id1) - Rd, where Ri is the value of the insulation resistance, di and Id2 the current values measured for, respectively, the voltages Vd1 and Vd2 successively applied by said generator. According to another embodiment: the detection circuit is able to detect two insulation faults between the voltage source and the carcass; the control unit being able to calculate, by means of the following formulas, two isolation resistances R [1] and R [2] respectively associated with said two insulation defects: R [1] = [(Vd1 - Vd2) / (1d2 - Id1) - Rd] / a R [2] = [(Vd1 - Vd2) / (1d2 - Id1) - Rd] / (1 -a) where 'di and Id2 the current values measured for , respectively, the applied voltages Vd1 and Vd2 successively by said generator and has a coefficient between 0 and 1. According to another embodiment, the measuring device comprises a second resistance Rs value and a device for measuring the voltage at the terminals of the second resistor, which optionally comprises a differential amplifier; the generator, the first resistor and the second resistor being placed in series between the casing and said single first terminal. According to another embodiment, the Rd / Rs ratio between the resistance values of the first and second resistors is between 10 and 100. According to another embodiment, the generator is able to apply an electrical voltage between first and second resistors. second poles of this generator, the first pole being connected to said single first terminal, the second pole being connected to the carcass; wherein said terminals are a negative terminal V- and a positive terminal V +, the potential of the terminal V + being greater than the potential of the terminal V-; and wherein the first pole of the generator has a higher or lower electric potential than that of the second pole when the generator applies a voltage respectively according to whether the generator is connected to the negative terminal V- or the positive terminal V +, of where it follows that the potential of the carcass is respectively less than that of terminal V- or greater than that of terminal V +.
    [0004] According to another embodiment, the circuit further comprises a device for measuring the voltage delivered by said generator.
    [0005] According to another embodiment, the system comprises third and fourth resistors connected in series with each other between first and second poles of the generator to form a voltage divider bridge; and wherein said voltage measuring device is electrically connected to the midpoint of said voltage divider bridge. According to another embodiment, the generator is configured so that said applied voltage is, in absolute value, greater than or equal to 0 volts and less than or equal to 24 volts. According to another embodiment, the generator is configured so that said applied voltage is a DC voltage. According to another aspect, the invention relates to a method for detecting an insulation fault between a source of onboard electrical energy and a carcass forming a floating electrical mass, comprising the following steps: - realization of a system according to the invention; - application, by said programmable voltage generator, of at least one non-zero voltage value between the carcass and the single first terminal, - acquisition of at least one value of the current measured by said measuring device 20 for each value applied voltage; calculating the value of at least one insulation resistance from said at least one measured current value. Other characteristics and advantages of the invention will emerge clearly from the description which is given below, by way of indication and in no way limiting, with reference to the appended drawings, in which: FIG. 1 schematically illustrates an electric motor vehicle having a DC voltage source and a circuit for detecting an electrical isolation fault of that source; FIG. 2 diagrammatically illustrates an insulation fault in the DC voltage source of FIG. 1; FIG. 3 diagrammatically illustrates the detection circuit of FIG. 1; FIG. 4 schematically illustrates an example of a method of using the circuit of FIG. 3 to detect an insulation fault; FIG. 5 diagrammatically illustrates the temporal evolution of a quantity representative of the electric current flowing in an isolation resistor of the vehicle of FIG. 1 in response to a current injected by the detection circuit of FIG. 1; FIG. 6 another embodiment of the detection circuit of FIG. 3; FIG. 7 diagrammatically illustrates the use of the detection circuit of FIG. 6 to detect an insulation fault in a circuit comprising an inverter; FIG. 8 schematically illustrates a plurality of insulation faults in the DC voltage source of FIG. 1. In this description, the features and functions well known to those skilled in the art are not described in detail.
    [0006] Figure 1 schematically shows an electrically propelled automotive vehicle. This vehicle 2 has an electrical system to ensure its power supply. This system comprises a source 4 of on-board electrical energy connected between two terminals V- and V +. By "embedded" is meant that the source is not permanently connected to a power grid. The source 4 is here able to deliver a DC voltage Vbat whose value remains constant over time. Source 4 is here a rechargeable battery of accumulators 6 connected in series with each other between terminals V- and V + by means of electrical power connections. For simplicity, in Figure 1, only three copies of the accumulator 6 are drawn. In practice, however, the battery comprises a large number of accumulators 6, for example between 40 and 150 accumulators. The number of accumulators depends on the desired voltage Vbat and the characteristics of the accumulators 6. The voltage Vbat is typically greater than or equal to 100V or 400V when the battery is charged. In this example, the voltage Vbat is equal to 400V. Terminals V +, V- are electrically connected to an electrical load 8 to electrically power this load 8. In this example, the load 8 comprises an inverter 10 and an electric motor 12, such as a three-phase asynchronous motor. The inverter 10 converts the continuous voltage Vbat it receives into an alternating voltage to supply the motor 12. The motor 12 propels the vehicle 2. This vehicle 2 comprises a carcass 14, here formed by the chassis and the bodywork of this vehicle 2, which are generally made of electrically conductive metal material. This carcass 14 forms a floating electric mass. The carcass 14 is not electrically permanently connected to the earth. The electrical system further comprises a detection circuit 16 for an insulation fault between the source 4 and the casing 14. The circuit 16 is electrically connected to the casing 14 and to a single terminal of the source 4, here the terminal V-. This circuit 16 will be described in more detail in the following.
    [0007] In this example, the vehicle 2 further comprises a protection circuit 20 and a power coupling circuit 22. The circuit 20 includes, in a manner known per se, fuses configured to break the connection during a short circuit. circuit. The circuit 22 comprises switches 24 and 26 for connecting and, alternately, selectively disconnecting the terminals of the battery 4 to the inverter 10. The selective opening and closing of the switches 24 and 26 is here controlled by a manager of battery 28 ("battery management system", or "BMS"). This driver 28 is typically powered via a vehicle power supply battery 30 of the vehicle on-board network 2, having a voltage level much lower than that of the source 4. The manager 28 is here connected to the circuit 16 , for example by means of a data exchange link, for controlling the opening of the switches 24 and 26 in the event that an insulation fault is detected by the circuit 16. By default of isolation, is meant here the abnormal presence of an electrical contact of low electrical resistance between the carcass 14 and an electric potential point of the source 4, such as one of the terminals V +, V-. Here, the resistance is said to be low if it is less than or equal to a predefined security threshold, for example 100KI. Typically, in the absence of isolation fault, the resistance between the carcass 14 on the one hand and any potential point of the source 4 on the other hand is greater than 100k0 or 1MQ. Alternatively, this resistance can be modeled as a resistance of infinite value. Due to this high resistance value, no dangerous leakage current flows between the source 4 and the carcass 14. Figure 2 illustrates a single insulation fault between a point 32 of the source 4 and the carcass 14. This insulation fault here results in the fact that the insulation resistance 34 which connects this point 32 and the carcass 14 has a value, denoted Ri, below the safety threshold. A potentially dangerous leakage current flows through this resistor 34 from the source 4 to the carcass 14. Such a leakage current is undesirable and may endanger a user of the vehicle 2 who would come into direct contact with the carcass 14 (which is here connected to the body of the vehicle 2). For example, the point 32 is located between two adjacent accumulators of the source 4. The source 4 can then be assimilated to two DC voltage sources 36 and 38 connected in series with one another between the terminals V +, V- and on either side of point 32. The sources 36, 38 respectively deliver between their terminals voltages (1- a) * Vbat and a * Vbat where the coefficient a is a real number belonging to the interval [0 ; 1]. The knowledge of the coefficient 3037406 8 makes it possible to know the position of the defect in the source 4. More precisely, the coefficient a represents a barycenter of the position of the defects of isolations in the source 4 weighted by their respective electrical conductances.
    [0008] FIG. 3 represents an embodiment of the circuit 16. This circuit 16 here comprises: a device 39 for applying a voltage between the V- terminal and the carcass, so as necessary to generate a potential difference across the resistor 34 and thereby induce the flow of an electric current through this resistor 34; - Resistors 42 and 52, whose role will be explained in what follows; a device 44 for measuring an electric current flowing through the terminal V- and the resistor 34, a control unit 46.
    [0009] The device 39 here comprises a controllable voltage generator 40 and the electrical resistance 52. The generator 40 is able to apply an electrical voltage Vd between the poles 48, 50, as a function of a control signal received on a control interface. . In this example, the voltage Vd is continuous. The value of Vd is preferably less than or equal to 50V, for example between 0V and 24V. The voltage Vd is applied so that the pole 48 of the generator 40 has a higher electrical potential than the pole 50 when the voltage Vd is positive. Resistor 42 and generator 40 are here connected in series with each other between terminal V- and frame 14.
    [0010] In this example, the resistor 42 is connected between the pole 48 and the casing 14. The pole 50 of the generator 40 is connected to the terminal V- as will be seen hereinafter. Thus, the application of the voltage Vd leads to the appearance of an electric current Id which passes through the device 44 and the resistor 34. This current Id is however not considered as a leakage current.
    [0011] The resistor 52 is connected between the V- terminal and the pole 48. This resistor 52 makes it possible to insure a better isolation between the source 4 and the rest of the circuit 16, so as to avoid that the value of the current Id is too much important and does not pose a danger to a user. The value, denoted Rd, of this resistor 52 is, for example, chosen as low as possible in order to facilitate the measurement of the current Id while being sufficiently high not to degrade the electrical insulation of the circuit 16. A resistance Rd will preferably be chosen. higher, for example 5 times, or even 10 times higher than an abnormal insulation resistance value for example of the order of 100kOhms, for a voltage of 400V, leading to a maximum acceptable current of 4mA (the 40 maximum acceptable current the higher courrament admitted for the safety of 3037406 9 people is of the order of 10mA). For example, the value Rd is thus equal to 500k0. The value of the resistor 42, denoted Rs, is advantageously chosen so that the Rd / Rs ratio is between 1 and 100 or between 10 and 50. This ratio of Rd / Rs values makes it possible to maintain within a range the current values Id, and thus the voltages measured by the device 44, are narrow. This simplifies the design of the device 44. In particular, it is not necessary to galvanically isolate the device 44 if the voltage measured by the device remains lower. or equal to 20V or 10V. For example, with the voltage Vbat equal to 400V and a Rd / Rs ratio equal to 100, the voltages measured by the device 44 are less than 4V or 5V. The device 44 is able to measure the current Id which flows through the resistor 52 (Rd), the generator 40, the resistor 42 (Rs) the resistor 34 and a part of the source 4 situated between the point 32 and the terminal V -. The device 44 15 comprises for example the resistor 42 and an analog / digital converter 43 based on differential amplifiers, electrically connected in parallel with the resistor 42. The device 44 thus measures here an electric potential difference Vmes across the resistor 42. The value of the current flowing through the resistor 42 is automatically deduced from the prior knowledge of the value Rs. The unit 46 is able to: - automatically control the successive application by the generator 40, a plurality of different values of the voltage Vd; automatically acquiring, for each of the voltage values Vd applied by the generator 40, the value of the corresponding current Id, measured by the device 44; automatically calculating the value of the resistor associated with said insulation fault, based on the current values Id acquired and the voltage values Vd applied.
    [0012] For example, the unit 46 includes a microprocessor and communication interfaces with the generator 40 and the device 44. In this example, it is considered that there is only one isolation fault, located at the point 32. Two different voltage values Vd are applied, denoted Vd1 and Vd2, by the generator 40. Each of these values corresponds to a current 'di and Id2 which passes through the resistor 42. Then, the value Ri of the resistor 34 is calculated using the following formula: Ri = (Vd1 - Vd2) / (Id2 - Id1) - (Rd + Rs). However, in practice, the value Rs can be neglected in front of the value 40 Rd, and this formula is simplified as follows: Ri = (Vd1 - Vd2) / (Id2 - Id1) - Rd [Equation 1].
    [0013] The value of the coefficient a can also be calculated by means of the following formula: a = (Id2 * Vd1 - Id1 * Vd2) / (1d2 * Vbat - Id1 * Vbat) [Equation 2].
    [0014] Figure 4 depicts an exemplary operation of the system for detecting the insulation fault. During a step 60, the generator 40 is controlled by the unit 46 to apply the voltage Vd1 between the poles 48 and 50. While this voltage Vd1 is applied, the device 44 measures the current 'di and transmits the value 10 measured in the unit 46. Advantageously, during this step, it is expected that the current 'di stabilizes before measuring. For example, a predetermined delay after the application of Vd1 is awaited before the device 44 measures the current 'di. Indeed, when the current 'di' is injected (here by applying the voltage Vd1), the latter first has a so-called transient phase, during which its value varies significantly, followed by a phase steady state, during which its value stabilizes around a substantially constant value. It is preferable to wait for the steady state to be established in order to measure di as the accuracy of the measurement is then better. The value of the predetermined delay depends on how the voltage Vd varies over time as well as the circuit 16. The duration of the transient phase depends on the value of the capacitances present between the source 4 and the carcass 14. The choice of the predetermined time therefore indirectly depends on the value of these capabilities. FIG. 5 illustrates by way of example the evolution (curve 63) during the time t (in seconds) of the measured voltage Vmes (thus, indirectly, of the current 'di) in response to the applied voltage Vd (curve 61) which varies periodically in a slot with a frequency equal to 0.5 Hz. In this example, the predetermined delay is chosen equal to 750ms.
    [0015] Then, during a step 62 (FIG. 4), the generator 40 is controlled by the unit 46 to apply the voltage Vd2 between the poles 48 and 50. While this voltage Vd2 is applied, the device 44 measures the current Id2 and transmits the measured value to the unit 46. Advantageously, as for the current Id1, it is expected that the value of the current Id2 has stabilized before measuring it. Finally, during a step 64, the resistance Ri is automatically calculated by the unit 16 from the values Vd1, Vd2, di and Id2 thanks to the equation 1 previously defined. Advantageously, during this step, the coefficient a is also calculated using equation 2 previously defined.
    [0016] The circuit 16 can thus be connected to a single terminal of the source 4. Its integration is thus facilitated within the vehicle 2, in particular with respect to the known insulation fault detection circuits and based on a measurement of resistance. by means of a voltage divider bridge which require a connection to both terminals of the battery. The circuit 16 further allows reliable detection of an insulation fault, in particular with respect to known methods that use a capacitor to inject a current. Indeed, they see their limited accuracy because of the fluctuation in time of the properties of the capacitor.
    [0017] Finally, the circuit 16 makes it possible to obtain information on the position of the insulation fault, by means of the calculation of the coefficient a. This is particularly useful in the case where the source 4 is formed of multiple accumulators 6. In fact, the accumulators 6 within a battery typically have the same voltage. Thanks to the coefficient a, it is possible to detect the extent to which the assembly of these accumulators is the insulation fault. The diagnosis and the repair of the insulation fault are thus improved. For example, each accumulator 6 generates a voltage Vcell. The position of the defect can be determined by comparing the quantities a * Vbat and X * Vcell where X is an integer.
    [0018] It will be noted in the example shown in FIG. 3 that the voltage Vd can be positive or negative. With the convention chosen, and mentioned above, when the voltage Vd is positive, the current Id can flow in one direction or the other, depending on the positioning of the point 32 in the source 4 and the potential of the carcass can be lower or higher than that of terminal V-25 as appropriate. Such a two-way possible for the current can complicate the realization of the generator 40 and the measurement circuit 44. To avoid this possible difficulty, it can be provided to apply a negative voltage Vd. Thus, the current Id will circulate all the time in the same direction (the current Id indicated in FIG. 3 will then be negative). FIG. 6 represents a circuit 80 able to replace the circuit 16. This circuit 80 is for example identical to the circuit 16, except that it further comprises a resistor 82, through which the terminal V- is electrically connected to the pole 50 of the generator 40. This resistor 82 here plays the same role as the resistor 52. The value Rd The resistor 82 is preferably selected in the same way as for the resistor 52. The same is true for the value Rs of the resistor 42. In this example, Rs is equal to 5k0 and Rd is equal to 500KI. It will be noted that, as previously for FIG. 3, the current Id is the current flowing through the resistor 42 (Rs) and that it is considered as positive when it flows from the generator 40 to the carcass 14.
    [0019] On the other hand, the circuit 80 further comprises a device 84 for measuring the voltage Vd which is applied by the generator 40.
    [0020] The device 84 is particularly useful when the value of Vd applied by the generator 40 is low and there may be a difference between the value of Vd setpoint and the value Vd actually applied. This could distort Ri's calculation. The device 84 allows the calculations to use the value of 5 Vd that is actually applied. Here, the device 84 comprises resistors 86 and 88, connected in series with each other between the poles 48 and 50 to form a voltage divider bridge, and a voltage sensor 90. For example, the sensor 90 comprises an analog / digital voltage converter 10. The values of the resistors 86 and 88, respectively denoted RO and Rp2, are preferably chosen so as to limit the voltage values measured by the sensor 90. In addition, the resistors 86 and 88 also serve to allow a circulation of the electric current Id in both ways. More specifically, the generator delivers a current (10 + Id) which is distributed on the one hand, in a bias current 10 which flows in the resistors 86 and 88 and on the other hand, in a current Id which flows in the resistance 42 (the source 4 and the insulation resistance 34). The bias current 10 is higher than the current Id in absolute terms so that the current 10 + Id always flows in the same direction (the one that is favorable for the generator 40); the voltage across the resistor 88 is thus always polarized in the same direction (which facilitates the realization of the circuit 90). The current Id can be positive or negative according to the sign of the voltage Vd and the positioning of the insulation fault.
    [0021] Note that in the case where the source 4 is tested, as explained above, it may be preferable to choose a negative voltage Vd so that the current Id is always negative, which facilitates the realization of the circuit 43.
    [0022] In this example, the values RO and Rp2 are equal to 5k0 and licr1 respectively, so that the voltage measured by the sensor 90 remains between 0V and 5V. In this way, a sensor 90 of simpler design can be used. For example, it is not necessary to use a differential converter. Here, the sensor 90 does not directly measure the voltage Vd. It measures the value Vd * Rp1 / (Rpl + Rp2) + Vmes, Vmes being the voltage value measured by the device 44. However, the value of Vd can be simply calculated from the value measured by the sensor 90, by the device 44 and using the 40 values of RO and Rp2 which are known.
    [0023] Furthermore, in the circuit 80, in the case where the value of Vd is negative, it is possible to detect an insulation fault at the level of the load 8, in particular when this load comprises the inverter 10 and when the latter is at a standstill, as will be seen in more detail in the following.
    [0024] FIG. 7 shows a portion of the inverter 10 used in the vehicle 2. The inverter 10 is electrically powered on a DC voltage input interface by the source 4. The inverter 10 delivers on an output interface a three-phase AC voltage for supplying the motor 12, by means of electrical connectors each corresponding to a phase of this voltage.
    [0025] An insulation fault is here present on one of the phase connectors, between a point 100 of this connector and the carcass 14. A resistor 102, of value Ri ', is associated with this insulation fault. In known manner, the inverter 10 comprises a plurality of controllable power switches 104. The successive switching of these switches 104 ensures the operation of the inverter 10. Here, each of the switches 104 comprises: a power transistor 106, for example of the IGBT ("Insulated Gate Bipolar Transistor") type, flyback diode 108 (flyback diode) electrically connected between a collector and a transmitter of this transistor. Such an inverter comprises, in a known manner, a device for controlling and synchronizing the switching of the switches 104. This switching is here ensured by delivering a control signal on a gate of the transistors 106. For the purpose of reading FIG. however, is not illustrated. The circuit 80, by inverting the direction of the voltage Vd applied by the generator 40, makes it possible to generate a current Id of direction opposite to the direction in which the currents flow in normal condition in the inverter 10. The direction and the The path of this current Id is represented here by the arrows 110. More precisely, this current Id flows within the inverter 110 until it reaches the point 100 and passes through the resistor 102, passing through one or more of the switches 106. Typically, when the inverter 10 is off, the transistors 106 are open and do not allow the passage of the current. However, current can flow through diode 108 due to its reverse flow direction. According to another embodiment, the circuits 16 and 80 are not restricted in the case where there is only one fault and can be used to detect the presence of several faults present simultaneously.
    [0026] FIG. 8 shows an equivalent electrical circuit of the source 4 and the circuit 16 in the presence of a number n of insulation faults simultaneously and at several distinct points of the source 4. The number n is here a higher integer or equal to one. Each of these defects is here modeled as a voltage source V [i] and a resistor R [i] of finite value and connected in series with each other and between the terminal V- and the carcass 14, where i is an integer index inclusive. 5 between 1 and n. These faults are connected in parallel between each other between the carcass 14 and the terminal V- of the source 4. Preferably, the resistors R [i] each have a value less than or equal to n * 1M0, so that the value of the equivalent resistance to these resistors R [i] in parallel is less than or equal to 1MQ or 100KI. For simplicity, only part of the circuit 16, including the source 40 and the resistor 42, is shown in this figure 8. In particular, the resistor 52 is not shown. Then the value of the current Id in the presence of a voltage Vd is given by the following formula: Here - V [i] ± Vd [equation 3] s1-1 R [i] Rd * 1 In 1 ± 1 Rd 1- 1 R [i] Rd, The values of voltages V [i] and resistors R [i] can be calculated by applying 2 * n different values of Vd and measuring the value of current Id for each of them. We then obtain from equation 3 a system of 2 * n equations with 2 * n unknowns which can be solved to obtain the n values of voltages V [i] and resistors R [i]. For example, the module 46 is configured accordingly to automatically perform this calculation.
    [0027] The number of unknowns in the equation system can be reduced if assumptions are made about the location of insulation defects. For example, it is considered that the insulation faults can intervene only on the side of the V + or V- terminal, or at the level of connectors between accumulators of the battery forming the source 4. This reduces the number of values voltage Vd to apply. For example, in the particular case where n = 2, it can be considered that insulation faults occur only at terminals V + and V- of the source. This results in the following conditions: V [1] = Vbat and V [2] = 0V. Only two values of Vd, denoted Vd1 and Vd2 are then necessary to calculate the isolation resistances R [1] and R [2] respectively associated with these two defects, by means of the following formulas: R [1] = [( Vd1 - Vd2) / (Id2 - Id1) - Rd] / a [equation 4] R [2] = [(Vd1 - Vd2) / (Id2 - Id1) - Rd] / (1-a) [equation 5] where a = R'i / R [1], R'i being the value of the equivalent resistance such that 40 1 / R'i = 1 / R [1] + 1 / R [2]. The expression of the coefficient a is for example that given in equation 2 previously described.
    [0028] In practice, since the number n of faults is not generally known in advance, it is possible to choose a number m of distinct values of values of Vd applied by the generator 40. This number m is not 5 necessarily equal to 2 * n. The number m is advantageously chosen according to the precision that one wishes to obtain. For example, the detection method is first implemented with m = 1 and then it is repeated for increasing m values. If n is greater than one, then the calculation for m = 1 makes it possible to obtain characteristics (insulation resistance values Ri and coefficient a) of a single defect equivalent to the n defects. The repetition of the process with larger values of m makes it possible to refine the precision of the characteristics calculated for these defects. The process can then continue to be applied successively with higher values of m until the measurements do not provide additional details. This means that the n defects have been identified. Conversely, in the case where the probability of occurrence of an insulation fault inside the source 4 is low and the risk of insulation fault mainly relates to the terminals V + and V-, we can proceed to a simplified detection. For example, it would be possible firstly to detect whether a fault is present on the terminal V +, by not applying voltage by the generator (Vd null, a current that can flow through the generator, or through resistors of parallel polarization of the generator as in Figure 6). A current can thus flow from terminal V + 25 to the carcass, through the "upper" insulation resistance between terminal V + and the carcass, then join terminal V- by passing through resistors 52 (or 82) and 42. If the upper insulation resistance is sufficiently low, then it will be possible to detect a current by the device 44. If no current is detected then it can be concluded that the upper insulation, terminal V + side, is good. The insulation can then be tested on the terminal V- side. It will be noted, in limine, that if the "lower" insulation resistance between the V- terminal and the carcass is sufficiently small (particularly with respect to the upper insulation resistance), the potential of the terminal V- tends to be identical to that of the carcass and no current flows "naturally" through the generator 40 and the resistors 52 (or 82) and 42. The application of a voltage Vd, non-zero, by the generator 40 allows then to "Force" the application of a potential difference between the V- terminal and the carcass and, thus, a non-zero Id current will be established and may be measured by the device 44.
    [0029] Many other embodiments are possible.
    [0030] The electrical system comprising the source 4 and the circuit 16 is not limited to the motor vehicle 2 and can be implemented in many other power supply systems to detect an insulation fault between a terminal of the source 4 and a carcass forming a floating electrical mass of this system. The same applies to the circuit 80. In particular, the use of the circuit 80 in conjunction with the inverter 10 is not limited to the motor vehicle 2 and / or the motor 12. The source 4 may be different. It may be an example of one or more supercapacitors. It may also be a DC voltage generator such as a photovoltaic panel or a fuel cell provided with a fuel tank. The value of the voltage Vbat may be different. In a variant, the source 4 does not deliver a DC voltage. For example, the voltage Vbat is not constant but fluctuates over time. For example, the voltage Vbat fluctuates within a voltage range between Vbat1 and Vbat2, where Vbat1 is equal to 200V and Vbat2 is equal to 350V. In this case, the calculation of the values of Ri and the coefficient a is modified accordingly. For example, equation 2 previously described is modified as follows: a = (Id2 * Vd1 - Id 1 * Vd2) / (Id2 * Vbat1 - 'di * Vbat2).
    [0031] Preferably, the value of the voltage Vbat fluctuates with a frequency less than or equal to 50 Hz or 100 Hz. Alternatively, the voltage Vbat is an alternating voltage. The charge 8 may be different. For example, it is a DC electric motor.
    [0032] The inverter 10 can be made differently. In particular, the switches 104 may be different. For example, the transistors 106 are metal-oxide field effect power semiconductor (MOSFET) transistors. In this case, the diode 108 is formed within the component, in known manner, by semiconductor material layer interfaces which form this transistor. The diode 108 is then not necessarily made by a discrete component. Other types of transistors can also be used. The insulation fault may be at a different place, for example, in the motor 12. The circuit 16 may be connected between the carcass 14 and the terminal V +. In this case, the connection of the device 39 is modified accordingly. The resistor 42 may be placed differently in the circuit. For example, the pole 48 is connected to ground and the resistor is connected between the pole 50 and the terminal V- of the source 4. The device 44 may be different. For example, the device 44 comprises a Hall effect current sensor or a Neel effect current sensor that replaces the resistor 42 and the converter 43.
    [0033] The values of Ri, Rd, Rs may be different. Likewise, the value of Rd and the value of the Rd / Rs ratio can be different. The manager 28 may be electrically connected to a terminal of the source 4, preferably that to which the circuit 16 or 80 is connected.
    [0034] Device 39 may be different. For example, the generator 40 and the resistor 52 are replaced by an equivalent circuit (Norton's theorem) comprising a current source electrically connected in parallel with a resistor between the carcass 14 and the terminal V-. Steps 60, 62 and 64 may be performed differently, particularly when there is more than one defect. The device 84 can be realized differently. Resistors 86 and 88 may be omitted. The insulation fault may be elsewhere than inside the source 4. Advantageously, it is possible to vary the value of Vd step by step until a zero Id current is measured. It is known that the fault has been reached when Id = 0. The voltage Vd may take different values, for example greater than 24V. It may be advantageous to choose high values of Vd, as this increases the accuracy of the Id measurements. However, this has an impact on the characteristics required for the device 44. Therefore, a compromise will be sought between the accuracy of the measurements of Id. and the simplicity of making circuits 16 or 80.
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. Electrical system comprising: - terminals (V +, V-) capable of being connected to an on-board electrical power source (4) capable of delivering an electrical voltage between these terminals; a circuit for detecting an electrical insulation fault between the source of electrical energy and a carcass (14) forming a floating electrical mass, an insulation fault corresponding to an abnormal resistance value of at least one resistance; isolation circuit (Ri) between the carcass and at least one point of the electrical energy source, characterized in that the detection circuit comprises: a controllable voltage generator (40) connected to said carcass and to a single first terminal among said terminals, and adapted to bias the carcass and the first single terminal to different potentials; A measuring device (44) for a current entering said first terminal and exiting through said at least one point of the source, which current then flows through said at least one insulation resistance to said carcass ; a control unit able to control the application, by said programmable voltage generator, of at least one non-zero voltage value between the carcass and the single first terminal, to acquire at least one value of the current measured by said measuring device for each applied voltage value; Calculating a value of at least one insulation resistance from said at least one measured current value.
    [0002]
    2. Electrical system according to one of the preceding claims, further comprising a first electrical resistance (52), this first resistor and the voltage generator being connected to one another in series between one of said terminals and the carcass , the value Rd of the first electrical protection resistance being preferably greater than said abnormal resistance value. 35
    [0003]
    3. Electrical system according to claim 2, wherein the control unit is able to calculate the insulation resistance associated with a single equivalent insulation fault, by means of the following formula: Ri = (Vd1 - Vd2) / (Id 2 - Id 1) Rd, where Ri is the value of the insulation resistance, di and Id 2 the current values 40 measured for, respectively, the voltages Vd1 and Vd2 successively applied by said generator. 3037406 19
    [0004]
    4. Electrical system according to claim 2, wherein: the detection circuit is able to detect two insulation faults between the voltage source (4) and the carcass; the control unit being able to calculate, by means of the following formulas, two isolation resistors R [1] and R [2] respectively associated with said two insulation defects: R [1] = [(Vd1 - Vd2) / (Id2 - Id1) - Rd] / a R [2] = [(Vd1 - Vd2) / (Id2 - Id1) - Rd] / (1-a) where 'di and Id2 the measured current values for respectively the applied voltages Vd1 and Vd2 successively by said generator and has a coefficient of between 0 and 1.
    [0005]
    5. Electrical system according to any one of claims 2 to 4, wherein the measuring device comprises a second resistor (42) of value Rs and a device for measuring the voltage across the second resistor, which optionally comprises a differential amplifier; the generator, the first resistor (52) and the second resistor (42) being placed in series between the carcass and said single first terminal. 20
    [0006]
    The electrical system of claim 5, wherein the Rd / Rs ratio between the resistance values of the first and second resistors is between 10 and 100.
    [0007]
    7. Electrical system according to any one of the preceding claims, wherein the generator is adapted to apply an electrical voltage between first and second poles of this generator, the first pole being connected to said single first terminal (V +, V- ), the second pole being connected to the carcass; wherein said terminals are a negative terminal V- and a positive terminal V +, the potential of the terminal V + being greater than the potential of the terminal V-; and wherein the first pole (48) of the generator has a higher or lower electric potential than that of the second pole (50) when the generator applies a voltage respectively as the generator is connected to the negative terminal V- or the terminal positive V +, from which it follows that the potential of the carcass is respectively less than that of terminal V- or greater than that of terminal V +.
    [0008]
    8. Electrical system according to any one of the preceding claims, wherein the circuit further comprises a measuring device (84) of the voltage delivered by said generator. 40
    [0009]
    The electrical system of claim 8, comprising third and fourth resistors (Rp1, Rp2) connected in series with each other between first and second poles of the generator to form a voltage divider bridge; and wherein said voltage measuring device is electrically connected to the midpoint of said voltage divider bridge.
    [0010]
    10. System according to any one of the preceding claims, wherein the generator is configured so that said applied voltage is, in absolute value, greater than or equal to 0 volts and less than or equal to 24 volts.
    [0011]
    11. System according to any one of the preceding claims, wherein the generator is configured so that said applied voltage is a DC voltage.
    [0012]
    12. A method for detecting an insulation fault between an on-board electrical power source and a carcass forming a floating electrical mass, characterized in that it comprises the following steps: - realization of a system according to one claims 1 to 11; - application, by said programmable voltage generator, of at least one non-zero voltage value between the carcass and the single first terminal, - acquisition of at least one value of the current measured by said measuring device for each value of applied voltage; calculating the value of at least one insulation resistance from said at least one measured current value.
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    同族专利:
    公开号 | 公开日
    EP3308177B1|2021-10-06|
    FR3037406B1|2017-06-02|
    EP3308177A1|2018-04-18|
    CN108076658B|2020-08-21|
    WO2016203128A1|2016-12-22|
    US20180154776A1|2018-06-07|
    US10391865B2|2019-08-27|
    CN108076658A|2018-05-25|
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1555417A|FR3037406B1|2015-06-15|2015-06-15|ELECTRICAL SYSTEM COMPRISING A CIRCUIT FOR DETECTING AN ELECTRIC ISOLATION FAULT|FR1555417A| FR3037406B1|2015-06-15|2015-06-15|ELECTRICAL SYSTEM COMPRISING A CIRCUIT FOR DETECTING AN ELECTRIC ISOLATION FAULT|
    PCT/FR2016/051293| WO2016203128A1|2015-06-15|2016-05-31|Electrical system comprising a circuit for detecting an electrical insulation fault|
    CN201680034003.4A| CN108076658B|2015-06-15|2016-05-31|Electrical system comprising an electrical circuit for detecting an electrical insulation fault|
    EP16734416.7A| EP3308177B1|2015-06-15|2016-05-31|Electrical system comprising a circuit for detecting an electrical insulation fault|
    US15/735,257| US10391865B2|2015-06-15|2016-05-31|Electrical system comprising a circuit for detecting an electrical insulation fault|
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