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EP3994021A1 - Réseau de bord de véhicule - Google Patents

Réseau de bord de véhicule

Info

Publication number
EP3994021A1
EP3994021A1 EP20736315.1A EP20736315A EP3994021A1 EP 3994021 A1 EP3994021 A1 EP 3994021A1 EP 20736315 A EP20736315 A EP 20736315A EP 3994021 A1 EP3994021 A1 EP 3994021A1
Authority
EP
European Patent Office
Prior art keywords
switch
voltage
electrical system
converter
vehicle electrical
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP20736315.1A
Other languages
German (de)
English (en)
Inventor
Franz Pfeilschifter
Martin GÖTZENBERGER
Felix Müller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Vitesco Technologies GmbH
Original Assignee
Vitesco Technologies GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Vitesco Technologies GmbH filed Critical Vitesco Technologies GmbH
Publication of EP3994021A1 publication Critical patent/EP3994021A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/42—Circuits or arrangements for compensating for or adjusting power factor in converters or inverters
    • H02M1/4208—Arrangements for improving power factor of AC input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B60L1/04—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line
    • B60L1/06—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line using only one supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for DC mains or DC distribution networks
    • H02J1/10—Parallel operation of DC sources
    • H02J1/102—Parallel operation of DC sources being switching converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0063—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from AC mains by converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • H02J9/061—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for DC powered loads
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • H02J9/068—Electronic means for switching from one power supply to another power supply, e.g. to avoid parallel connection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for DC mains or DC distribution networks
    • H02J1/08—Three-wire systems; Systems having more than three wires
    • H02J1/082—Plural DC voltage, e.g. DC supply voltage with at least two different DC voltage levels
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • Vehicles with an electric drive have an accumulator that can supply the electric drive with energy. It is known that the vehicles have a corresponding charging connection for charging the accumulator (“plug-in vehicles”). The functions of charging and supplying the electric drive are implemented by a vehicle electrical system. There are also electrical consumers that need to be supplied with a lower voltage than the electrical drive, such as the 12 V on-board electronics.
  • the vehicle electrical system described here has an accumulator, a first DC voltage converter, a second DC voltage converter and an electric drive.
  • the accumulator is connected to a first side of the first DC voltage converter via a first switch and to the second side of the DC voltage converter via a second switch. While the electric drive is connected to the second side of the converter, the second DC / DC converter is connected to the first side of the first
  • the electric drive is provided separately from the voltage source for the second DC voltage converter, since both the first converter and the second switch can be used to control the second
  • This procedure also allows the accumulator to be connected to the second DC-DC converter is connected and can supply it, while the electric drive can be disconnected.
  • At least one safety-relevant system of the vehicle can be supplied by means of the second DC / DC converter, for example a component such as an electric steering or a control of an electric brake (or the electric brake itself) if the electric drive is defective or there is a fault on the second side of the first DC / DC converter is noticeable.
  • a short circuit on the second side of the first converter for example, caused by the electric drive, can thus be separated from the second DC voltage converter by means of the second switch and the first DC voltage converter.
  • a fault can occur on the second side of the first DC / DC converter by means of the first
  • the DC-DC converter and the second switch are separated from the accumulator, which in this case can, however, supply the second DC-DC converter.
  • the second switch (and the first DC voltage converter) thus serve to separate a possibly defective network section in which the electric drive is located, while the section of the vehicle electrical system that supplies the second DC voltage converter can be supplied by the accumulator.
  • the second DC voltage converter allows the voltage level of the power supply to be adjusted to an operating voltage that is suitable for the components mentioned.
  • DC voltage converter is connected, and the connection point itself is connected to the accumulator, part of the electrical system can be switched off by means of the second switch (which leads to the second side of the first DC voltage converter), in particular a part in which the electric drive is located Defect can be separated.
  • Safety-relevant components such as an electric brake, an electric steering system or controls thereof are connected to the second DC / DC converter, and other components such as driving support systems can also be connected to it.
  • connection point can also be connected to the
  • both the accumulator and the second DC voltage converter are connected to the same connection point to which the DC voltage charging connection is also connected, energy from the connection point or connection point can also be used during the transfer of energy from the DC voltage charging connection to the accumulator.
  • the first DC voltage converter (hereinafter also: first converter) has a first side which is connected to a connection point via a first switch.
  • the first converter has a second side to which the electric drive
  • the converter is set up to transfer energy between the first and the second side and thereby change the voltage level. (This also applies to the second converter).
  • the second side of the first converter is connected to the accumulator, for example directly or via a second switch and via the connection point.
  • the vehicle electrical system has a second DC voltage converter, which is connected to one side of the first switch. The second DC / DC converter is thus connected to the
  • connection point connected, either directly or via the first switch.
  • the second DC / DC converter is either direct or connected to the first side of the first transducer via the first switch.
  • the second DC voltage converter is also referred to below as the second converter.
  • the vehicle electrical system is preferably a high-voltage electrical system.
  • the DC voltage charging connection is preferably designed in accordance with a standard for line-related charging.
  • the accumulator is preferably a traction accumulator, the electric drive preferably serving to drive the vehicle, and is thus connected to an output of the vehicle. This applies in particular to the vehicle in which the vehicle electrical system is provided.
  • the accumulator is, for example, a lithium accumulator.
  • the switches mentioned here are preferably two-pole and are set up to separate a positive or negative voltage potential (thus an all-pole connection) or to provide a corresponding connection in the respective potential.
  • the second DC / DC converter is preferably (directly, i.e. without a switch or converter) on the first side of the first DC / DC converter
  • the second DC / DC converter is in particular connected to the accumulator, either directly, via the first switch and / or via a switch which is used to connect the accumulator to the remaining on-board network.
  • the accumulator is preferably connected to the third switch
  • This third switch is used for switchable
  • the third switch and the accumulator can be provided in a first housing, while the second switch and the transducers are provided in another housing.
  • a detachable plug connection can be provided between the third switch and the remaining vehicle electrical system.
  • the third switch can thus be connected to the remaining vehicle electrical system via a detachable connection.
  • the releasable connection comprises in particular at least one plug connection and one (at least two-core) cable.
  • the first and the second DC voltage converter are preferably each designed as galvanically isolating DC voltage converters.
  • the converters each comprise at least one transformer which galvanically separates the first side of the converter from the second side of the converter.
  • the first and the second DC-DC converter can thus have a chopper, at least one transformer and a rectifier (which are connected to one another in this order) in order to convert a first DC voltage and a second DC voltage.
  • the vehicle electrical system includes a low-voltage electrical system branch that is connected to one side of the first switch (or to the connection point or to the accumulator) via the second DC voltage converter.
  • the low-voltage on-board network branch can therefore be supplied from the first side of the converter or from the connection point via the second converter.
  • the low-voltage on-board network branch has in particular a nominal voltage of 12 volts, 13 volts or 14 volts, in particular from 12 to 14 volts or essentially 24 volts.
  • the low-voltage network branch can also have a nominal voltage of 48 volts.
  • the second DC voltage converter is set up to output a voltage of 12 to 14 volts, essentially 24 volts, or essentially 48 volts on the side on which it is connected to the low-voltage power supply branch.
  • the opposite side of the second converter is set up to work with a voltage of essentially 400 volts, 600 volts or 800 volts and from this voltage the specified nominal voltage of the
  • the second DC voltage converter can also have a transformer as an electrically isolating converter, in particular a transformer which performs the galvanic isolation.
  • the second DC voltage converter has, in particular, a chopper, a galvanically isolating transformer and a rectifier, which are connected to one another in this order.
  • the second DC / DC converter has a high-voltage side which is connected to one side of the first switch (and which is therefore connected to the first side of the Converter or connected to the connection point).
  • the high-voltage side can also be viewed as the first side of the second DC voltage converter, while the second side of the second converter is connected to the low-voltage on-board network branch.
  • the DC voltage charging connection is preferably connected to the connection point via a fourth switch.
  • the connection point via a fourth switch.
  • the DC voltage charging connection connected to the second switch via the fourth switch.
  • the direct voltage charging connection is connected in particular to the first converter or to its first side via the fourth switch and the first switch following it.
  • the vehicle electrical system can also have an AC voltage charging connection. This is preferably via a rectifier device of the
  • the rectifier thus has an AC voltage side which is connected to the AC voltage charging connection, and also has a DC voltage side which is connected to the first converter or to its first side.
  • the AC voltage charging connection is connected to the first switch via the rectifier device.
  • the AC voltage charging connection is connected to the connection point via the rectifier device and the subsequent first switch.
  • the accumulator is also connected to this via the third switch, so that the AC voltage connection can charge the accumulator via the rectifier and the relevant switch.
  • the rectifying device is
  • the rectifier device is preferably designed as three-phase, but can also be designed as single-phase.
  • the AC voltage charging connection is also preferably designed as three-phase, but can be designed as single-phase.
  • the rectifier device can be designed as a full-wave rectifier, preferably a three-phase full-wave rectifier or a single-phase full-wave rectifier.
  • Rectifier device can also be controllable or not controllable
  • the rectifier device is preferably designed as a power factor correction filter, in particular as a Vienna filter.
  • the right voltage charging connection and the DC voltage charging connection can be and are provided in the same charging connection module
  • the third switch is connected to the connection point via a releasable connection.
  • this releasable connection can comprise at least one plug connection element, preferably at least two plug elements which are connected to one another via a (at least two-core) cable.
  • the third switch and the accumulator can be accommodated in a housing which is connected to at least parts of the remaining vehicle electrical system via the releasable connection.
  • the accumulator and the third switch on the one hand and the first switch, the second switch, the first DC / DC converter and the second
  • a first housing can thus encompass the accumulator and the third switch, while a second housing encompasses neither the accumulator nor the third switch, but at least the first switch, the second switch, the first DC / DC converter and the second
  • the electric drive is preferably designed as a high-voltage component and in particular has a nominal voltage of at least 400 volts, 600 volts or 800 volts. Alternatively or in combination with this, at least one additional
  • High-voltage components be connected to the second side of the first converter.
  • the further high-voltage component can be one, for example act electrically heatable catalytic converter, or another electrical one
  • Heating device or an electric machine for driving an electric compressor.
  • the second DC / DC converter is preferably designed in multiple phases.
  • the second DC voltage converter here comprises several individual converters. These are on the side of the DC / DC converter that connects to the
  • Low-voltage electrical system branch is connected, interconnected, preferably in parallel.
  • the multiple individual converters can be connected to a first side of the first switch via a configuration circuit, in particular to the first side of the first converter or to the connection point.
  • the configuration circuit is set up to serially connect the individual converters to one another in a first configuration state and to a second one
  • Configuration circuit connected to the side of the second converter that faces away from the low-voltage electrical system branch.
  • each individual converter has one
  • Each individual converter thus comprises an intermediate circuit capacitor which is connected to one side of the first switch via the configuration circuit.
  • the intermediate circuit capacitors are connected to one another in series or in parallel, depending on the configuration status. In other words it is
  • Configuration states to connect the intermediate circuit capacitors in parallel or in series are connected to one another in series when the configuration circuit is in the first configuration state.
  • the intermediate circuit capacitors are connected to one another in parallel when the configuration circuit is in the second configuration state.
  • the intermediate circuit capacitors are in particular provided at the inputs of the individual converters. These are located on the side of the second converter that faces away from the low-voltage electrical system branch.
  • a low-voltage accumulator can be located in the low-voltage electrical system branch, while the accumulator connected to the connection point as
  • High-voltage accumulator can be designed.
  • the accumulator which is (switchably) connected to the connection point, preferably has a nominal voltage of at least 400, 600 or 800 volts.
  • Low-voltage electrical system preferably has a nominal voltage of essentially 12 to 14 volts, of essentially 24 volts or essentially of 48 volts.
  • a controller can be provided which is connected to the first and second switch in a driving manner, it also being able to be connected in a driving manner to the third, fourth and / or fifth switch.
  • the controller can be connected to the first and the second converter in a driving manner.
  • FIG. 1 serves to explain in more detail what is described here
  • Vehicle electrical system and its mode of operation Vehicle electrical system and its mode of operation.
  • the vehicle electrical system FB shown is connected to an AC voltage source WQ and a DC voltage source GQ via a charging interface LS. These can be viewed as part of a charging station (outside the vehicle electrical system FB).
  • the respective sources WQ, GQ are connected to the relevant charging connections WA, GA of the vehicle electrical system FB via isolating switches T1, T2. In particular, these sources are WA, GA with the
  • the vehicle electrical system FB includes an accumulator AK, which is connected to a first DC voltage converter W1 via a first switch S1. This has two sides (a first side 1S and a second side 2S) which are galvanically isolated from one another.
  • the vehicle electrical system FB also includes a second switch S2. Like the first switch S1, this is connected to the connection point VP.
  • the accumulator AK is connected to this connection point VP via a third switch S3.
  • a fourth switch S4 connects the DC voltage charging connection GA to the connection point VP.
  • a releasable connection LV connects the third switch S3 (via which the accumulator AK is connected to the connection point VP) with the
  • connection point VP is connected to the first side 1S of the first transducer W1 via the first switch S1 and to the second side 2S of the first transducer W1 via the second switch S2.
  • a second DC voltage converter W2 is connected to the first switch S1.
  • the converter W2 is connected to one side of the first switch S1, in particular to the side of the first switch that is connected to the first side 1S of the first converter W1, or to the connection point VP, that is to say to the first side of the first Switch S1, which is connected to the
  • Connection point VP is connected.
  • the latter connection is shown in dashed lines. Both possible connections are alternative to each other.
  • a low-voltage on-board network branch NV is connected via the second converter W2 to the first side 1S of the first converter W1, or to the connection point VP (to which the accumulator is connected via the third switch S3).
  • Low-voltage on-board network branch NV can include (in addition to a second accumulator) at least one safety-relevant component, for example one
  • the accumulator and both sides of the first converter W1 are preferably designed for high-voltage applications, in particular for nominal voltages of at least 400 volts.
  • the circuit shown can be supplied to the low-voltage on-board network branch via the second converter W2, even if the second switch S2 is open, for example, for shedding defective loads.
  • the second switch S2 can connect the connection point VP to the first converter W1 or to its second side 2S.
  • the second switch S2 can connect the accumulator AK to the first converter W1 or to its second side 2S. In this case, as shown in dotted lines, the second switch is not connected to the connection point VP.
  • the DC voltage charging connection GA is connected to the connection point VP via a fourth switch S4.
  • the DC voltage charging connection GA is thus connected to the first side 1S of the first converter W1 via the fourth switch S4 and via the first switch S1.
  • the AC voltage connection WA is connected to the first side 1 S of the first converter W1 (and thus also to the first switch S1) via the fifth switch S5 and a rectifier device GR.
  • the second DC voltage converter W2 is configured to be multi-phase, in particular two-phase.
  • the second converter W2 comprises two individual converters which are connected to the low-voltage on-board network branch NV.
  • a configuration circuit KO connects the second converter W2 (or its individual converter) to one side of the first switch S1.
  • the configuration circuit KO is set up to connect the side of the individual transducers connected to the first switch S1 in a switchable manner in parallel or in series (and also to connect these sides to the first switch).
  • On the side of the low-voltage on-board network branch NV2 are the first switch S1.
  • Individual transducers of the second transducer W2 are preferably connected to one another in parallel.
  • the side of the second converter W2 connected to one side of the first switch S1 comprises one or more intermediate circuit capacitors, in the case of several individual converters, several intermediate circuit capacitors. These are also connected to one another in series or in parallel by means of the configuration circuit KO, in particular since they are connected in parallel to the respective inputs of the individual converters.
  • a floch voltage component K is connected to the second side 2S of the first converter W1.
  • the second converter W2 is not connected like such a load or component, but to the first Side 1 S of the first converter.
  • the electric drive and the second converter are thus connected to two on different, opposite sides 1S, 2S of the first converter W1.
  • the controller ST can be connected to the first converter W1 and the second converter W2 in order to set at least its active state (inactive / active).

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un réseau de bord de véhicule (FB) qui est équipé d'un port de charge à courant continu (GA), un accumulateur (AK), un premier convertisseur de courant continu (W1) et un entraînement électrique (I, M). Le premier convertisseur de courant continu (GW) présente une première face (1S). Celle-ci est connecté à travers une premier commutateur (S1) à un point de connexion (VP). Le premier convertisseur de courant continu (GW) présente une deuxième face (2S), qui est raccordée à l'entraînement électrique (I, M). La deuxième face est connectée à l'accumulateur à travers un deuxième commutateur (S2) et à travers un point de connexion (VP) ou connectée directement à l'accumulateur (AK). Le réseau de bord de véhicule présente un deuxième convertisseur de courant continu (W2). Celui-ci est raccordé à une face du premier commutateur (S1).
EP20736315.1A 2019-07-04 2020-07-01 Réseau de bord de véhicule Pending EP3994021A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019209854.1A DE102019209854A1 (de) 2019-07-04 2019-07-04 Fahrzeugbordnetz
PCT/EP2020/068468 WO2021001406A1 (fr) 2019-07-04 2020-07-01 Réseau de bord de véhicule

Publications (1)

Publication Number Publication Date
EP3994021A1 true EP3994021A1 (fr) 2022-05-11

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EP20736315.1A Pending EP3994021A1 (fr) 2019-07-04 2020-07-01 Réseau de bord de véhicule

Country Status (6)

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US (1) US11936289B2 (fr)
EP (1) EP3994021A1 (fr)
KR (1) KR102690098B1 (fr)
CN (1) CN114026765A (fr)
DE (1) DE102019209854A1 (fr)
WO (1) WO2021001406A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3142133A1 (fr) * 2022-11-23 2024-05-24 Psa Automobiles Sa Vehicule automobile comprenant un boîtier d’interconnexion electrique
FR3146555A1 (fr) * 2023-03-10 2024-09-13 Renault Système d’alimentation électrique de consommateurs d’un véhicule électrique ou hybride et procédé de gestion de l’alimentation d’un véhicule

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4962184B2 (ja) 2007-07-18 2012-06-27 トヨタ自動車株式会社 車両の電源装置
US8080973B2 (en) * 2008-10-22 2011-12-20 General Electric Company Apparatus for energy transfer using converter and method of manufacturing same
CN103596798B (zh) * 2011-06-07 2015-11-25 丰田自动车株式会社 电动车辆和电动车辆的控制方法
EP3113315A1 (fr) * 2015-07-02 2017-01-04 Hella KGaA Hueck & Co Système de charge de batterie à double tension automobile
US20180159425A1 (en) * 2016-12-05 2018-06-07 Dongah Elecomm Corporation Dc-dc converter
KR101726421B1 (ko) * 2016-12-05 2017-04-14 주식회사 동아일렉콤 Dc-dc 컨버터
DE102017001470A1 (de) * 2017-02-15 2017-11-23 Daimler Ag Elektrische Anlage für ein elektrisch antreibbares Fahrzeug
DE102017213682A1 (de) * 2017-08-07 2019-02-07 Continental Automotive Gmbh Akkuladevorrichtung für ein Kraftfahrzeug, Verfahren zum Betreiben einer kraftfahrzeugseitigen Akkuladevorrichtung, Hochvoltbordnetz und Verwendung einer Akkuladevorrichtung

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Publication number Publication date
CN114026765A (zh) 2022-02-08
DE102019209854A1 (de) 2021-01-07
KR20220048995A (ko) 2022-04-20
WO2021001406A1 (fr) 2021-01-07
US20220393573A1 (en) 2022-12-08
US11936289B2 (en) 2024-03-19
KR102690098B1 (ko) 2024-07-31

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