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WO2015071045A1 - Circuit de commande de puissance d'un réseau de bord et réseau de bord - Google Patents

Circuit de commande de puissance d'un réseau de bord et réseau de bord Download PDF

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Publication number
WO2015071045A1
WO2015071045A1 PCT/EP2014/072213 EP2014072213W WO2015071045A1 WO 2015071045 A1 WO2015071045 A1 WO 2015071045A1 EP 2014072213 W EP2014072213 W EP 2014072213W WO 2015071045 A1 WO2015071045 A1 WO 2015071045A1
Authority
WO
WIPO (PCT)
Prior art keywords
power
stage
modulation
selection
phase
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.)
Ceased
Application number
PCT/EP2014/072213
Other languages
German (de)
English (en)
Inventor
Franz Pfeilschifter
Martin Brüll
Klaus Mühlbauer
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.)
Continental Automotive GmbH
Original Assignee
Continental Automotive 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 Continental Automotive GmbH filed Critical Continental Automotive GmbH
Priority to DE112014005234.5T priority Critical patent/DE112014005234B4/de
Publication of WO2015071045A1 publication Critical patent/WO2015071045A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • 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
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • 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
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric 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
    • 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
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/02—Dynamic electric resistor braking
    • B60L7/08—Controlling the braking effect
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • 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
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • 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
    • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
    • 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
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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

  • On-board power control circuit and on-board network With the increasing number of functions and electrically operated components, the complexity of on-board networks in vehicles has increased significantly in the past.
  • hybrid powertrains, start-stop functions as well as recuperation and sailing require a targeted, controlled power flow within the powertrain.
  • Other (safety) functions in particular functions of driving safety such as active steering or ESP or ABS, or also comfort functions such as electric heating or the operation of an air conditioning compressor require high electrical power and in particular high currents that represent great demands on a stable electrical system and in particular are precisely controlled, cf.
  • safety safety functions
  • At least one selection stage is provided, which is connected to the power modulation stage and can be selectively selected via the individual power paths of a plurality of power paths (which pass through the on-board power drive circuit) or a subset of power paths , As a result, the same power modulation stage is used for a plurality of functions, so that it is no longer necessary to provide a separate power modulation stage for each function.
  • the power modulation stage should be central in complex on-board networks (i.e., with a variety of components) for cost reduction and should be equally available to multiple loads or sources. It has been recognized that the at least one selection stage provided adjacent to the power modulation stage is more than amortized in that the power modulation stage is shared by multiple functions, particularly since a power modulation stage is associated with significantly higher costs than a performance path selection stage.
  • a separate power path may be provided in the selection stage for each function, this power path in the selection stage being significantly less expensive than an individual power modulation stage for each function.
  • the at least one power modulation stage may be considered as a resource that is available through the at least one multi-component selection stage, ie, is available at a later time and / or is available split into a plurality of power modulation stages or modulation sub-stages.
  • the invention reduces or minimizes the number of actuators over the prior art, these actuators being used for a large number of functions.
  • connection technology and integration is significantly simplified by the approach according to the invention, since the vehicle electrical system no longer comprises independent control circuits for the individual modulation of the associated power paths, but by at least one common legiungs- circuit numerous reuse options arise (for example, cooling, housing, wiring or interconnects , Degrees, etc.).
  • the same power modulation stage can be customized for numerous functions by accessing the at least one power modulation stage by time division, where one function after the other is processed by the same power modulation stage selectable by the selection stage. Furthermore, the same power modulation stage can be customized for numerous functions / components by (preferably variably) dividing the power modulation stage into modulation sub-stages, which can simultaneously perform different functions, so that individual control of functions is simultaneously possible.
  • each subset of the modulation level may be associated with a particular function (or a predetermined set of functions) while another subset simultaneously performs at least one other function.
  • the subgroups are selected according to the performance requirement of the function, so that in particular successive functions requiring a very powerful subset (eg charging a traction battery by means of external power source or supplying recuperation energy to a braking resistor), while less power intensive functions (for example Steering support and operating an air compressor) can be performed simultaneously by less powerful subgroups of the power modulation stage.
  • a very powerful subset eg charging a traction battery by means of external power source or supplying recuperation energy to a braking resistor
  • less power intensive functions for example Steering support and operating an air compressor
  • an on-board power control circuit (hereinafter: power circuit) is described, which has at least one electrically controllable power path selection stage (hereinafter: selection stage). Furthermore, the power circuit has at least one electrically controllable power modulation stage (hereinafter: modulation stage).
  • the at least one selection stage is connected in series with the at least one modulation stage. Several selection stages can be connected in parallel.
  • the power circuit has at least a first and a second connection side.
  • the connection side is also designed as a power connection side.
  • the first and the second terminal side are connected to each other via the at least one power path selection stage and the at least one power modulation stage.
  • the first port side may have the function of an input or an output.
  • the second terminal side may have the function of an input or an output.
  • the function of the respective connection side results in particular from the components which are connected to the power circuit (and which in particular are not part of the power circuit).
  • the second terminal side When the first terminal side is an input, the second terminal side preferably forms an output. When the first terminal side is an output, the second terminal side preferably forms an input. If the (first and / or second) terminal side is (are) formed in several parts, then a portion of the terminal side may be provided as an input, while another portion of the same terminal side is provided as an output.
  • connection sides preferably both connection sides or all connection sides, has or have a plurality of connections. This can also be referred to as a multi-part design of the connection side (s).
  • the plurality of terminals are selectably connected to a power terminal of the modulation stage via the at least one selection stage.
  • connections correspond in particular to a plurality of poles on one side of the at least one selection stage, one or more poles of the other side of the selection stage being connected to the modulation stage.
  • at least one switching element which can control the connection or connections (ie the power paths) between the one and the other side of the power selection stage.
  • the selectable performance paths lead from one to the other side of the selection level (s).
  • the at least one selection stage forms one
  • Multiplex switch or a demultiplex switch with which the access to the at least one power modulation stage or sub-stage thereof (or also a bypass of the power circuit) is controlled.
  • the at least one selection stage can thereby control the access to the modulation stage individually at the same time.
  • the power path selection stage can time-divide the access to the modulation stage.
  • accessing the modulation stage is meant the controlled connection of components (power sources or power sinks), whereby the modulation stage or modulation stages (or their sub-stages) are part of the
  • the prefix "power” means that the so-called feature (modulation level, selection stage, connections, control circuit, power path, semiconductors, etc.) is designed for a current of at least 1 A, at least 10 A, at least 50 A or at least 100 A.
  • devices or components which merely serve to generate, process or transmit control or communication signals are not designated by this prefix.
  • the modulation stage is arranged to modulate the power (or current) flowing through it.
  • the modulation stage modulates a power path that passes through the modulation stage (and, in particular, has been selected by the selection stage).
  • the at least one modulation stage may further be configured to modulate at least one power path passing through the modulation stage, and in particular a plurality of power paths passing through the modulation stage.
  • the at least one modulation stage is arranged to set the power (and in particular the current), which is passed through the power path (s), in accordance with a power setting, which is preferably reproduced by a drive signal. This adjustment is also called modulation.
  • the drive signal is an additional signal which corresponds to a control input of a switching element, the modulation stage, the modulation sub-stage, the Equally, it is understood to mean a driving excitation in the power signal passing through the switching element, which changes the switching state of the switching element, the modulation stage, the modulation sub-stage, the selection stage or the selection sub-stage.
  • the drive signal as an additional signal can come directly from a drive circuit.
  • a driving excitation may be generated according to the power specification of an element capable of generating excitation in the power signal, such as a power switch, a capacitor and / or a coil.
  • a triggering excitation can be generated if, for example, an electric machine connected to the power circuit is to be de-energized.
  • the triggering excitation may, in particular, be a current pulse, a current edge, a voltage pulse or a voltage edge which is present in the power signal or is fed into it.
  • the pulse or the edge preferably has a rate of change or an amplitude deviation which is sufficient to change the switching state of the switching element (or of the selection stage).
  • the at least one drive stage may have a thyristor whose switching state changes at a voltage peak, for example from "conducting" to "non-conducting".
  • the at least one modulation stage is set up to adjust the power or powers (or the at least one power path) in several stages (in particular more than two) or substantially continuously, in particular by pulse width modulation or by setting a duty cycle.
  • the at least one modulation stage is set up to set the power or the power path according to a modulation signal, wherein a temporal averaging of the modulation signal corresponds to the power specification.
  • the modulation signal comprises a signal component having a switching frequency which is higher than the frequency at which the power is changed through the modulation stage according to the power setting. If more than one modulation stage is used, these may be connected in parallel, possibly connected to different terminals and / or different selection stages or selection sub-stages.
  • the modulation stage may also be serially connected such that one side of a modulation stage (or modulation sub-stage) is connected to one side of another modulation stage (or modulation sub-stage).
  • the at least one modulation stage is set up, in particular, for generating a power signal which, averaged over time (such as averaging over a time window or low-pass filtering), yields an (approximate) sine wave, such as for driving an electrical machine.
  • a sine wave is a single or multi-phase signal.
  • the modulation stage is capable, in particular, of conducting a current independently of the current flow
  • the service life of the modulation stage or of the switching elements of the modulation stage is in particular at least 10 6 and preferably at least 10 9 or at least 10 12 switching cycles at rated switching power of the modulation stage or the switching elements
  • the modulation stage is preferably for switching operations with a frequency of at least 20 Hz, 100 Hz or 200 Hz, and preferably at least 1 kHz, at least 5 kHz or at least 10 or 20kHz or at least 100kHz.
  • the modulation stage comprises at least one switching element, in particular at least one power semiconductor, preferably a power semiconductor which can be controlled by drive signals, for example a power transistor.
  • Power semiconductors may in particular be a field-effect transistor (in particular with an insulated gate) or a bipolar transistor, for example a metal insulator semiconductor field effect transistor (MISFET), in particular a metal-oxide-semiconductor field-effect transistor (MOSFET). Metal oxide semiconductor field effect transistor) or an IGBT (Insulated Gate Bipolar Transistor).
  • the power semiconductor may also be a GTO thyristor (GTO: Gate Turn Off).
  • the controllable at least one power semiconductor of the modulation stage is preferably at least one controllable semiconductor element whose line state O
  • power semiconductors can be controlled arbitrarily on and off, and in particular independently of the current flowing through it, can be switched.
  • several power semiconductors are provided. These may be grouped as a semiconductor bank (for example a MOSFET bank or a GTO thyristor bank), for example in the form of a plurality of identical or at least in groups of similar power semiconductors, which are preferably connected in parallel.
  • a semiconductor bank for example a MOSFET bank or a GTO thyristor bank
  • the at least one switching element of the modulation stage has a control input (such as a gate or a base). About this control input of the switching state is set in dependence on the drive signal.
  • the switching element is preferably operated only in two switching states, namely on or off.
  • the onboard power supply control circuit comprises a drive circuit for the modulation stage.
  • the drive circuit is connected to at least one control input of at least one power semiconductor of the modulation stage.
  • the drive circuit is preferably connected directly or indirectly to all control inputs of the (for modulation used) power semiconductor of the modulation stage.
  • the drive circuit may in particular be part of the electrical system, wherein the drive circuit may generally be part of the electrical system, may be part of the power circuit, or may be part of a portion of the electrical system that is not part of the power circuit.
  • the drive circuit is configured to generate a drive signal in a modulation frequency, wherein the signal component of the drive signal that the
  • Modulation frequency for wave shaping or shaping of the (average) power curve of a working signal portion of the drive signal is used.
  • the drive signal corresponds to the modulation signal.
  • the working signal component corresponds to the power specification or its time course.
  • the time-averaged modulation signal is designed in accordance with the power specification. The maximal)
  • Frequency of the power specification is smaller than the modulation frequency, since the working signal component (which corresponds to the power specification) results from temporal averaging (ie low-pass filtering) from the control signal.
  • the modulation signal is preferably a rectangular signal, in particular with a variable duty cycle or a pulse width modulation signal, in order to define the course of the working signal by means of the variable duty cycle.
  • the modulation stage and in particular its power semiconductors are set up to modulate the power flow in accordance with the modulation signal, thereby modifying the Generate working signal, the course of which results from smoothing or by temporal means of the modulation signal.
  • the drive circuit is configured to generate a modulation signal with which the modulation stage can modulate the current flow to adjust the power path according to power setting.
  • the drive circuit may generate a single drive signal or a drive signal having a plurality of individual components (in the sense of a vector of drive signals), wherein the individual components are supplied in parallel switches, multiple switches of different phase of the same power path, or multiple switches of different power paths.
  • a single- or multi-phase sine or supersinus can be generated whose frequency is variable, wherein the modulation signal is a rectangular signal whose pulse width or duty cycle has a course that corresponds to the course of the sine signal (ie the working signal).
  • the sinusoidal signal is a signal with a fundamental sine wave, where the power of the fundamental sine wave is at least 50%, 70%, 90% or 95% of the total power of the signal.
  • Supersinus refers to signals which, in addition to a fundamental sine wave, have a third harmonic of this fundamental, the amplitude of which amounts to approximately 1/6 of the amplitude of the fundamental.
  • the fundamental and the harmonic make up most of the power of the supersinus signal, in particular more than 75%, 90% or 95%.
  • a signal in triangular, trapezoidal or rectangular form or else a sine signal with only one half-wave can be used as the working signal.
  • the operating signals can be single-phase or multi-phase, in particular three-phase.
  • the working signal may be a signal suitable for feeding an electrical machine, in particular a signal suitable for generating a rotating field in an electrical machine. Further, the working signal may be a signal suitable for operating a transformer. Since the possible waveforms or harmonic components depend essentially on the use and design of the transformer or the electrical machine, the waveforms or signal properties can not be enumerated.
  • the selection stage comprises a switching element, preferably at least one for each of the terminals of the selection stage.
  • the switching element can be designed as an electromechanical switch, but is preferably a power semiconductor, in particular a controllable power semiconductor.
  • the switching element of the selection stage is in particular a transistor, for example a field-effect transistor such as a MOSFET or a bipolar transistor, for example an IGBT.
  • the switching element may be provided in the form of a thyristor-based electronic switch, for example in the form of at least one thyristor, or in the form of at least one TRIAC.
  • the switching element may comprise a GTO thyristor.
  • the power circuit can have a selection circuit for the selection stage, which is set up to transmit to the selection stage or selection stages and, in particular, its switching elements, a control signal according to which the
  • the drive signal preferably controls the switching states maximally with the operating frequency, i. maximum with the maximum frequency of the power specification.
  • the control signal of the switching elements has a frequency or maximum frequency which is lower than the switching frequency of the modulation stage, d. H. the frequency of the modulation signal.
  • Switch elements of the selection stage may be switching elements in which the possibility of changing a switching state depends on the power flow through the switching element (such as thyristors or TRIACs, in particular without GTO function).
  • the modulation stage is set up to modulate the level of the power flow.
  • the selection stage is set up to select a configuration of several switching configurations. In different switching configurations, the two connection sides are connected to each other in different ways.
  • the selectable configuration defines which components are interconnected via the power control circuit, where, as already noted, the modulation stage drives the power of the flux, which are interconnected as configured through the power control circuit.
  • the power flow is preferably infinitely or in several stages (more than two preferably) adjustable by the modulation stage, so that the modulation can include several degrees of strength.
  • the selection stage (or at least one of the selection stages and sub-stages) may be set up, the power of the power flow (averaged over time) in more than two stages, and in particular continuously or continuously quasi-continuously adjust.
  • the selection stage can therefore be set up (by means of the associated drive circuit) to set the power, in particular by phase control or for vibration packet control.
  • the selection stage and in particular its drive circuit are thus set up for phase control or for oscillation packet control. It can be provided a drive circuit (as part of the power circuit or in particular as part of the selection stage), which is set up for phase control or for SchwingungsRean tenuung.
  • the power flow can thereby be controlled in cascade, on the one hand by the modulation stage as the first cascade and on the other hand by the selection stage as a second cascade.
  • the switching frequency of the selection stage is lower than the switching frequency of the modulation stage.
  • the modulation stage is arranged (together with its drive circuit) to generate a desired waveform (as a time-averaged signal) by modulating, ie by turning on and off, the turning on and off being performed at a frequency higher than the fundamental frequency the desired waveform is.
  • the waveform corresponds to the above-mentioned working signal.
  • the selection stage is arranged to perform pulse width modulation or oscillation packet driving on this waveform to adjust the (time averaged) power.
  • a sine signal with or without a significant harmonic content, a supersinus signal, a sine signal with only one half-wave, a triangular signal, a trapezoidal signal or a rectangular signal can be generated from a DC signal by modulating.
  • a supersinus signal comprises a sine wave as the fundamental and a third harmonic of the fundamental wave having an amplitude which is about one sixth of the amplitude of the fundamental wave.
  • the selection stage sets the power transmitted over the respective power path, in particular in terms of quantitative control.
  • the at least one selection stage sets the topological course of the power path or the power paths, ie adjusts which port of the first side is connected to which port of the second side, in particular in the sense of a qualitative control or adjustment of the configuration of the power circuit.
  • the selection level can therefore also as Selection and performance control stage. If a selection stage is set up only to select the power path, electromechanical components can also be used as switching elements of the selection stage, in addition to semiconductor switches such as thyristors or transistors.
  • the selection stage is further configured to adjust the power running over the selected power paths
  • semiconductor switches whose life is not limited by mechanical wear, such as thyristors or transistors, are used as switching elements of the selection stage.
  • semiconductor switches are used as switching elements which can be switched on and off independently of the current flow through them, or semiconductor switches are used which can be switched on independently of the current flow through them and only can be turned off at a current flow of zero or an applied voltage of zero, such as thyristors or TRIACs.
  • semiconductor switches are used as switching elements, which can be switched on independently of the instantaneous value of the voltage.
  • the selection stage and / or the modulation stage are preferably for
  • the selection stage and / or the modulation stage may be designed with peak blocking voltages of at least 60V, at least 250V, or of at least 400V or 600V, 650V. Switching elements with peak reverse voltages of at least 800, 1200 or at least 3000 V can also be used.
  • the selection stage and / or the modulation stage preferably comprise bidirectional switching elements. Thereby, the selection stage and / or the modulation stage is arranged to support a power flow in two opposite directions.
  • thyristors when using thyristors as switching elements thus comprises a switching element at least two antiparallel connected thyristors. While the first or the second connection side is used specifically as input or output in a flow direction, this is inverted in the reverse power flow direction, ie, an input becomes an output and vice versa.
  • the selection stage and / or the modulation stage can also be designed unidirectionally. Successive selection stages and modulation stage have the same power path direction. pa- Parallel selection stages or selection sub-stages and / or parallel modulation stages or modulation sub-stages, which may belong to different power paths (depending on the switching state of the selection stages), may have the same or opposite power path direction.
  • the electrical system power control circuit further comprises a rectifier arrangement and / or smoothing capacitor arrangement.
  • the rectifier arrangement and / or the smoothing capacitor arrangement may be upstream or downstream of the at least one modulation stage, may be upstream or downstream of one of the selection stages, or is connected between a modulation stage and a selection stage.
  • Smoothing capacitor arrangement is provided between the terminal sides. Further rectifiers and / or capacitors may be provided outside the power circuit and connected to one of the connection sides (or both connection sides). In particular, the rectifier arrangement and / or the smoothing capacitor arrangement can be arranged between one of the terminal sides and the subsequent selection stage or modulation stage.
  • the smoothing capacitor arrangement is preferably connected directly to the rectifier arrangement, or is connected to the rectifier arrangement via one of the power path selection stages.
  • the smoothing capacitor arrangement is advantageously connected downstream of the rectifier arrangement, in particular in a section of the power circuit which is configured unidirectionally.
  • the first connection side can be at a different voltage level than the second connection side.
  • the first connection side may be connected to a vehicle electrical system section, which has a different rated voltage than the vehicle electrical system section, to which the second connection side is to be connected.
  • the connection sides can be designed for different voltage levels.
  • a terminal side may be adapted to the voltage in question by design for a certain (maximum) operating voltage, such as design of insulator devices on the connection side and the like.
  • the selection stages can be designed for different nominal voltages.
  • the electrical system power control circuit may further comprise at least one transformer and / or at least one voltage converter, which is connected between the terminal sides.
  • the transformer or the converter can in this case between a connection side and a selection stage, between a selection stage and a modulation stage, between a modulation stage and a selection stage or between a modulation stage and a subsequent connection side be connected.
  • the converter may be a DC / DC converter, an AC / DC converter or a DC / AC converter.
  • the transformer is preferably a galvanically isolating transformer. Likewise, the converter is preferably a galvanically isolating converter.
  • the at least one power path selection stage, the at least one power modulation stage and / or the connections of the connection sides are single-phase or multi-phase, in particular three-phase. This applies in particular also to the rectifier arrangement, the smoothing capacitor arrangement and also to at least one primary or secondary side of the transformer or of the converter.
  • An N-phase selection stage or modulation stage therefore comprises N-switching elements or an integral multiple thereof, if several switching elements (parallel) are used per phase.
  • selection sub-stages of the selection stage and / or modulation sub-stages of the modulation sub-stage are formed in one or more phases. If a selection stage comprises a plurality of selection sub-stages or a modulation stage comprises a plurality of modulation sub-stages, different sub-stages may have a different number of phases.
  • At least one of the selection levels may be divided into several selection levels. These sub-stages may be formed in the same way (i.e., with the same components) or may be designed for different maximum powers. At least one of the modulation levels can be divided into several modulation sub-levels. Different modulation sub-stages may be the same (i.e., the same components) or may be designed for different maximum powers. Likewise, the terminals of the first and / or the second terminal side may be divided into the terminal subgroups.
  • Each selection sub-level and each modulation sub-level is preferably formed in terms of component properties and wiring as a selection stage or modulation stage.
  • each selection sub-level comprises at least one switching element.
  • each modulation sub-stage preferably comprises at least one switching element.
  • the sub-stages may be interconnected or may be individually connected to corresponding terminals or sub-groups of terminals.
  • subgroups may also overlap with regard to at least one switching element or with regard to at least one connection. Different subgroups can also be designed with different nominal voltages. The division into different subgroups c
  • the on-board power control circuit preferably comprises lines which interconnect the selection stage, the modulation stage and the terminals. These lines are preferably arranged together with the at least one selection stage and the at least one modulation stage in the same housing.
  • the lines may in particular be conductor strips which are fastened together with the selection stage and / or the modulation stage on the same carrier.
  • the at least one modulation stage and the at least one selection stage are preferably provided in the same housing, preferably on the same carrier.
  • the carrier and the lines may be constructed in the sense of a printed circuit board, wherein the conductor tracks run in or on the carrier and may be formed as a metal strip or metal body.
  • the modulation stage and / or the connections can also be provided plug-in connections or screw connections. Preferably, however, these are connected to one another via solder joints and / or welded joints (in general: cohesive joints).
  • the selection stage and the modulation stage can be connected heat-transmitting to the same heat sink.
  • the power control circuit may be provided with a housing from which the terminals are led out, while the isolation stage, the selection stage and possibly also the
  • the electrical system power control circuit described here is provided for controlling the power flow in a vehicle electrical system.
  • the electrical system is a vehicle electrical system of a motor vehicle, for example, a combustion engine-powered motor vehicle, a hybrid vehicle, which includes an internal combustion engine and an electric motor, or an electric vehicle.
  • the electrical system power control circuit described here is provided in the electrical system of a motor vehicle, which comprises an electric machine as a drive unit of the motor vehicle.
  • the power control circuit in a vehicle electrical system of a rail-bound vehicle, a watercraft or an aircraft, in particular an aircraft.
  • the power control circuit is preferably provided in a self-sufficient vehicle electrical system, which is basically the case for vehicles.
  • the power control circuit may further comprise fuses provided between at least one terminal side and a selection stage or a modulation stage.
  • at least one current sensor may be provided which is arranged in a power path, for example between a connection side and a selection stage, between a connection side and a modulation stage or between a selection stage and a modulation stage.
  • the current sensor can also be in a selection stage or in a
  • Modulatio be provided, in particular on one or more switching elements.
  • a plurality of current sensors are provided, as well as an evaluation circuit which can emit an error signal when a certain current is exceeded, or if an error current path is detected when summing the detected currents according to the Kirchhoff laws.
  • the on-board power control circuit may have a switchable bypass path that connects one or more ports of a port side to one or more ports of the other port side, for example, thereby relieving the modulation stage or the selection stage.
  • This switchable secondary path comprises at least one switching element, which is preferably formed as a switching element of the selection stage.
  • the at least one switching element of the sub-path is part of a selection circuit.
  • the secondary path may be single-phase or multi-phase and preferably three-phase.
  • the by-pass does not have the ability to modulate the current flow so as to turn on the power, this provides the ability to connect components that do not require modulation (especially not in a modulation frequency).
  • a rear window heater can be supplied with power via such a secondary path by being connected via the secondary path to a power source (battery, converter, generator or the like).
  • the rear window heater can be replaced by numerous other components whose performance does not have to be regulated in the millisecond range, but whose performance is usually regulated in seconds.
  • the at least one switching element of the sub-path is preferably formed as a switching element of the selection circuit (and therefore can in a selection circuit 7
  • the secondary path can also be called a bypass.
  • a wiring system which has at least one
  • the electrical system comprises several electrical supply components. These supply components are also referred to as components hereinafter and represent power sinks and / or power sources. Power sinks are also considered as transformers, such as voltage transformers or transformers, to which power is supplied and convert these for further use (through further power sinks). These converters can also be regarded as sources if this converted power is fed into the electrical system and, in particular, into the on-board power control circuit.
  • components are connected to the first and the second connection side.
  • components which are drive-related electrical components and which serve primarily to generate traction power for the vehicle or (as secondary drive-related components) to maintain propulsion of the vehicle, for example by discharging energy for control purposes Components that generate drive power.
  • the electrical system can be a traction power supply (for example, at 350 or 400 volts), can be an electrical system for an auxiliary drive (a 48 volt electrical system, a 42 volt electrical system, etc.) or can be a standard vehicle electrical system with a nominal voltage of 12 or 14 volts.
  • the on-board network may include sub-networks (or vehicle electrical system sections), which comprises a traction or high-voltage on-board electrical system, an auxiliary electrical system and / or a standard on-board network as described above.
  • the power circuit can thus be connected across the board network between individual electrical systems or electrical system sections, the functions and / or the rated voltage of the vehicle electrical system or the electrical system sections is different.
  • one or more batteries for example 12 volts, 48 volts and / or 350 or 400 volts, 1 o
  • one or more battery driving devices in particular battery charging devices or devices for distributing power starting from the battery, in particular in a controlled manner, preferably configured for bidirectional power flow from or to the battery,
  • capacitors or capacitor devices in particular double-layer capacitor or electrolytic capacitors, in particular for the intermediate storage of electrical energy
  • One or more voltage transformers or one or more current transformers in particular DC / DC, AC / DC, DC / AC converter or
  • AC / AC converter also called direct converter
  • One or more electrical machines in particular an electric machine for traction of the vehicle, in particular for
  • a starter-generator eg, belt starter, a starter (eg, belt starter, pinion starter, etc.), an alternator or other generator for generating electrical energy from kinetic energy, which is generated by the internal combustion engine or of the Vehicle comes,
  • one or more motor controllers for the said electrical machines in particular inverters,
  • Traction battery in particular with an AC / DC converter, a DC / DC converter or a power control or limitation;
  • a fuel cell which can serve in particular as a backup source of electrical energy;
  • resistive or inductive heating devices in particular for an internal combustion engine, for a battery or for an electrical machine or one or more temperature-conditioning devices configured for the temperature assembly of drive components such as ignition or glow plugs, battery, plug-in charging socket, exhaust aftertreatment devices or Tank (especially for fuel, urea solution or windscreen wiper fluid),
  • An electrically operated parking brake which in particular has an electric actuator such as an electric machine;
  • An electrically driven compressor or compressor in particular for the compression of a fuel / air mixture or for the compression of air, wherein the compressor or compressor may comprise an electric machine and further the air or the mixture is compressed before supplying to an internal combustion engine or the air is compressed before being fed to a fuel cell;
  • An electrically operated vacuum pump in particular for brake booster, which preferably has an electric machine as a drive;
  • a hydraulic pump such as the steering assistance, which preferably has an electric machine as a drive;
  • An electrically operated heat pump which preferably has an electric machine as a drive; and or
  • Coolant pump which preferably has an electric machine as a drive.
  • the components may include one or more air conditioning compressors, one or more radiator fans, one or more PTC heating elements, one or more suspension actuators, and / or one or more air compressors.
  • the latter components can also be considered as ancillary components.
  • the drive-related components and ancillary components may in particular have a single-, three- or generally multi-phase connection.
  • one or both connection sides can be formed in three-phase (generally multi-phase), in particular the connection side, which is connected to the power circuit described here.
  • the electrical supply components can furthermore be designed as electrical ancillary components, for example as described above, in particular as:
  • One or more disc heaters one or more air conditioning devices, in particular for the interior and / or
  • an electrically operated compressor of an internal combustion engine of the vehicle can be considered or even connected to an electric generator turbine, which is operated by the exhaust gas stream of an internal combustion engine of the vehicle.
  • the generator can feed power into the electrical system, in particular via the power control circuit.
  • the electrically operated compressor can be operated by the electrical system, in particular by reference of electrical power from the power control circuit. Since these components have a function used for traction of the vehicle (in which they are directly related to the internal combustion engine), these may also be considered as drive-related electrical components.
  • the components preferably have at least one electrical connection as a common feature, at which the electrical power from the power control circuit can be applied to the component, and / or via which the power control circuit can obtain power from the relevant component.
  • the electrical system comprises several voltage levels, in particular the voltage levels mentioned above, ie (i) 12 or 14 volts, (ii) 42 or 48 volts and (iii) 350, 380 and 400 volts). It can be provided with voltage levels several electrical systems, with different Have a Bordnetze different voltage level. According to another approach, the electrical system may have several electrical system sections, wherein different electrical system sections have different voltage level.
  • the electrical system or the on-board network sections comprises or comprise a plurality of on-board network power control circuits, wherein at least two of the
  • On-board power control circuits are provided in different voltage levels.
  • the on-board network can have a plurality of voltage levels, wherein a power control circuit comprises modulation sub-stages and selection sub-stages, which are assigned to different voltage levels.
  • a power control circuit comprises modulation sub-stages and selection sub-stages, which are assigned to different voltage levels.
  • two or more different voltage levels may be connected to the same power control circuit, wherein in particular one or more selection sub-stages or one or more modulation sub-stages may be connected to at least two different voltage levels.
  • the vehicle electrical system, a power control circuit or a plurality of power control circuits (together) comprise at least one drive circuit that is drivingly connected to the at least one selection stage and / or to the at least one modulation stage.
  • the on-board power control circuit is set to be selectably offset in at least two of the following states, in particular by means of the at least one drive circuit and preferably by driving the switching elements of the selection stage (s) and / or the modulation stage (s):
  • a state of charge in which an inductive or wired external charging connection is connected via the power modulation stage to the battery, to the batteries, or to the battery control device, or alternatively to a supply rail within the vehicle electrical system or within the power control circuit;
  • the battery and / or the capacitor in general: the capacitor device
  • the power circuit transfers power from the capacitor / from the battery to the electric machine
  • recuperation / in-charge state in which the electric machine, in particular the electric machine used for traction, or the starter generator or the alternator or another generator with the Battery is connected to the capacitor, with the battery driver and / or with the braking resistor;
  • a conditioning state in which the battery is connected to at least one of the temperature conditioning devices or with a climate compressor, with a heater, with a radiator fan, with a
  • ancillary unit can be used.
  • ancillary components are electrical components that are connected to the power control circuit and whose function has no immediate effect on the traction of the vehicle or the operation of traction or braking components.
  • the electrical system or the power circuit itself preferably comprises the drive circuit. This is connected to the at least one selection stage and / or to the at least one modulation stage in order to place the power circuit in one of the states mentioned.
  • the states are set by driving the switching elements of the selection stage (and / or the modulation stage).
  • the states are set by changing / setting the switching states of the selection stage (and / or the modulation stage).
  • the states are provided by the actuating drive signal which is supplied to the selection stage and / or the modulation stage.
  • the drive circuit of the selection stage is set up to change the switching states in the drive circuit such that the states mentioned result. It may be provided a higher-level control, which transmits the states in the form of desired states to the relevant drive circuit (s).
  • the power circuit may be arranged to be placed on the one hand in the state of charge, the drive state or the recuperation / internal state of charge, while at the same time being placed in the conditioning state and / or in the accessory supply state.
  • the at least one drive circuit is set up to set these states, in particular by delivering a corresponding drive signal to the relevant selection or modulation stage.
  • the electrical system or the power control circuit simultaneously serves to transmit electrical power from or to drive-related units and to or from ancillary units.
  • the selection stage or the at least one selection stage or the at least one selection sub-level can be configured as a switch that connects a pole on one side of the selection stage or selection sub-stage to a pole of the other side of the selection stage or the selection sub-level.
  • the at least one selection stage or the at least one selection sub-stage can be provided as a freely configurable switching matrix in which one or more poles of one side of the selection stage or of the selection sub-stage is connected to one or more poles of the other side of the selection stage or selection sub-stage ,
  • a further aspect of the invention relates to a vehicle electrical system with three-phase components.
  • the vehicle electrical system can be designed as described here or in some other way, and in particular may or may not include the power circuit.
  • the vehicle electrical system here is preferably designed as a vehicle electrical system set up for or arranged in a vehicle as described here, in particular in a (in particular not rail-bound) motor vehicle (passenger car, truck, bus, commercial vehicle, etc.) or in a watercraft.
  • the vehicle electrical system comprises at least one transformer, which is designed in three phases.
  • the transformer can be provided in a converter (DC / DC, DC / AC, AC / DC or AC / AC converter) or can connect on-board network branches of the vehicle electrical system.
  • the transformer can be provided in star or delta connection.
  • the vehicle electrical system may alternatively or in combination with the transformer have a three-phase braking resistor.
  • the braking resistor is connected within the vehicle electrical system as a consumer for recuperated power and, in particular, with an electrical machine of the motor vehicle used for traction, directly or via a switching arrangement. tied, in particular via a power circuit described here. It is also possible to provide a plurality of braking resistors which have different masses (and thus heat capacities) and / or different powers. The difference can be a factor of at least 1 .5, 2, 3 or 5.
  • a chopper As a further three-phase component, in particular a chopper (chopper) may be provided.
  • This has a DC side and an AC side.
  • the chopper includes at least one chopper switch configured to convert the DC-side signal into a (square wave) AC signal by repeatedly opening and closing
  • AC side of the chopper is applied.
  • a chopper switch an IGBT or a field effect transistor (in particular a MOSFET) is preferably used.
  • the chopper is designed in three phases.
  • the DC side and / or the AC side have for this purpose a three-phase connection.
  • the AC side may have a three-phase terminal, while the DC side has a single-phase or three-phase terminal.
  • the chopper switches are designed in three phases, with the chopper (at least) three chopper switches or three groups of
  • Chopper switches i.e., one chopper switch or a group thereof per phase.
  • a braking resistor in general: a heat converter which converts electrical energy into heat
  • a transformer in general: a transformer which converts electrical energy into heat
  • an electrical machine can be connected to the chopper switch.
  • These are preferably designed as the AC side of the chopper three-phase.
  • the braking resistors may be inductive braking resistors according to one embodiment.
  • the inductive braking resistors may comprise at least one primary coil, which has a connection for connection to a vehicle electrical system.
  • the inductive braking resistors further comprise at least one secondary coil. At least one ohmic resistance is connected to this.
  • the primary coil is magnetically coupled to the secondary coil, preferably via an at least one common core, which is set up to guide magnetic flux generated by the primary coil to the secondary coil.
  • the core is especially self-contained.
  • the primary coil is preferably galvanically isolated from the secondary coil.
  • the primary coil is preferably also sealed fluid-tight with respect to the secondary coil.
  • the secondary coil may be thermally coupled to a room or channel in which heat medium may reside or heat medium may flow.
  • the space or channel may be configured to be connected to a heating circuit of the vehicle. Since the heat drops substantially only at the secondary coil and the resistor, they may be formed with a lower mass than braking resistors, as ohmic braking resistors because ohmic braking resistors require additional electrical insulation.
  • an inductive heating resistor may be provided, which is designed like the inductive braking resistor.
  • the common term “inductive heat transducer” can be used for the inductive heating resistor and for the inductive braking resistor.
  • the inductive heat transducer is preferably provided in a vehicle electrical system which is located in a vehicle as described here be formed.
  • An on-board network of a vehicle is preferably equipped with at least one three-phase component or with an inductive heat converter as described here.
  • the same power can be transmitted with a smaller total cross section of the electrical lines as with single-phase systems, whereby conductor material can be saved.
  • the at least one selection stage can have connections which can be connected to one another differently by means of the switching elements of the selection stage (controlled).
  • the connections can be provided as phases of a multi-phase system, in particular as three-phase connections.
  • the selection stage can be configured for star-delta switching, wherein the connections or phases are connected to one another in an adjustable manner in the star or in the triangle by means of different switching states of the selection stage.
  • the selection stage may have two single phase connections for each phase. For example, individual phase windings or phase resistances (generally the individual phases of a source or a consumer) can be connected to these.
  • the selection stage has to implement the star-delta switch on a switch (especially single-pole) and a circuit breaker.
  • the changeover switch can be realized by means of two individual switching elements (in each case ON / OFF);
  • the circuit breaker can be realized with a switching element (ON / OFF).
  • the circuit breaker is connected in a series connection of two phases, and the toggle switch selectively connects a terminal of a first phase to one of two Connections of a second phase.
  • the first phase is not one of the two phases connected by the circuit breaker.
  • the switch and the circuit breaker may be at opposite ends of the same phase, in particular that one terminal of the switch is connected to this phase (to which the circuit breaker is also connected), which can be selectively connected to different terminals or sides of the same phase ,
  • the switch selectively connects a first single terminal or a second single terminal of the same phase to a first single terminal of a second phase.
  • the former switching position of the switch connects the first phase in series with the second phase (triangular configuration) and in the second switching position of the switch connects the second phase with a neutral point, to which the first phase is connected.
  • the star point is formed by the first single terminal of the first phase, wherein also the second terminal of the third phase and the first terminal of the second phase have this potential.
  • the circuit breaker is connected between individual terminals of different phases in order to be able to divide the triangle configuration to allow a star configuration.
  • the circuit breaker is in particular connected between the second single terminal of the second phase and a third phase, preferably between the second single terminal of the second phase and the first terminal of the third phase.
  • the circuit breaker is closed in the triangle configuration and open in the star configuration.
  • the second terminal of the third phase is directly connected to the first terminal of the first phase (ie to the star point).
  • the circuit breaker is open so that the second terminal of the first phase, the second terminal of the second phase and the first terminal of the third phase form the phase terminals of the star configuration, while the first terminal of the first phase, the first terminal of the star second phase and the second terminal of the third phase are connected together to form the neutral point.
  • the connection of the first terminal of the second phase to the neutral point is established by the switch, which further separates series connection of the first phase with the second phase in this star configuration.
  • the circuit breaker separates the series connection of the second phase with the third phase.
  • the first, second and third phases are connected in series.
  • the switch connects the first phase and the second phase in series, while the switch separates the direct connection between the second phase and the first terminal of the first phase (corresponding to the neutral point) in the triangular configuration.
  • circuit breaker (due to its closed state) serially connects the second to the third phase.
  • the at least one selection stage can therefore also be set up to select the configuration in which the connections of the selection stage are connected (star or triangle). This concerns the first and / or the second selection stage.
  • the mentioned reversing and disconnecting switches interconnect terminals of the at least one selection stage and may be provided in combination with the switching elements with which the selector stage selects one or more terminals for connection (with the modulation stage).
  • FIGS. 1 to 3 are overview illustrations of various variants of a vehicle electrical system power control circuit.
  • FIGS. 4 and 5 show specific embodiments of electrical systems and serve to illustrate exemplary functions.
  • FIG. 6 shows by way of example a three-phase component.
  • FIG. 7 shows an example of an inductive heat converter.
  • the electrical system power control circuit 10 shown in FIG. 1 (in the following: power circuit) comprises a first power path selection stage 20 and a second power path selection stage 20 '. Between the first selection stage 20 and the second selection stage 20 ', a power modulation stage 30 is provided.
  • the first selection stage 20 is shown as a switch in which a first page (in Figure 1: the left side of the selection stage 20) comprises three poles, which according to the selected selection with a pole of the other side (in Figure 1: the right side of Selection stage 20) of the selection stage 20 can be connected.
  • the illustrated selection stage 20 can also be considered as a three-pole selection switch.
  • the second selection stage 20 ' can be considered as a four-pole selection stage.
  • the side of the first selection stage 20, which is connected to the modulation stage 30 (in Figure 1: the right side of the selection stage 20), has only one pole.
  • the side of the second selection stage 20 'which is connected to the modulation stage (in FIG. 1: the left side of the selection stage 20') has only one pole.
  • the modulation stage 30 and the second selection stage 20 ' are formed in two parts (see horizontal graduation line, dashed). There are two modulation levels and two selection levels. Each part of the modulation stage 30 and the selection stage 20 '(i.e., each sub-stage) has at least one corresponding one
  • each of the sub-stages of the second selection stage 20 ' is connected to a corresponding modulation sub-stage of the modulation stage 30.
  • the power circuit 10 shown in FIG. 1 comprises a connection side 40 connected to the first selection stage 20 (with the side of the first selection stage 20 opposite to the modulation stage 30), and a second connection side 42 of the power circuit 10 having the second selection stage 20 ', in particular with the side of the selection stage 20', which is opposite to the modulation stage 30.
  • the selection stages 20 and 20 'and the modulation stage 30 are provided between the first and the second terminal side 40, 42.
  • the first selection stage 20, the modulation stage 30 and subsequently the second selection stage 20 ' are connected in series in this order.
  • the first and the second connection side are connected to one another via this serial connection of the first and second selection stage as well as the modulation stage.
  • the first selection stage 40 comprises three connections 50, wherein the number of connections 50 of the first connection side 40 corresponds to the number of poles of the selection stage 20.
  • the number of poles can exceed the number of connections.
  • the number of terminals can exceed the number of poles.
  • the second connection side 42 comprises four connections 52, wherein the number of connections 52 of the second side 42 corresponds to the number of poles of the selection stage 20 '.
  • the variant shown in Figure 1 thus comprises two selection stages 20 and 20 ', which are arranged on both sides of the modulation stage.
  • FIG. 2 shows a variant in which the modulation stage 30 is connected directly to the second connection side 42, in contrast to the variant of FIG. 1, in which the second selection stage 20 'is provided between the modulation stage 30 and the second connection side 42.
  • the variant shown in FIG. 2 comprises a first connection side 40, which has three connections 50.
  • the first selection stage 20, which is connected to the first terminal side has three poles, which can be connected to one pole of the side of the first selection stage 20, which is the modulation stage and is connected to it.
  • the first selection stage shown in Figure 2 is in contrast to the selection stage of Figure 1 is not a switch, in which only a single pole of a page with a pole of the opposite side of the selection stage can be connected. Rather, the selection stage 20 of Figure 2 is designed in the sense of a switching matrix, in which the connection between each pole of one side and the pole of the opposite side (the modulation stage facing) can be controlled individually. In this case, for example, only one connection 50 can be connected to the modulation stage 30. Furthermore, two or all three connections 50 can also be connected to the modulation stage 30, or no connection 50 can also be connected to the modulation stage. The possibility of not connecting any of the terminals 50 to the modulation stage 30 via the first selection stage 20 would be shown in FIG. 1 if the changeover switch 20 had a further, unoccluded pole position that could be selected to connect the terminal 40 from the modulation stage 30 to separate.
  • an optional rectification arrangement 62 is shown, wherein between the selection stage 20 and the modulation stage 30, an equally optional smoothing capacitor arrangement is interposed. Both arrangements are optional and can therefore be omitted. If these are omitted, the relevant arrangement is replaced by a direct connection between the first terminal side 40 and the selection stage 20 or between the selection stage 20 and the modulation stage 30.
  • the second connection side 42 comprises two connections 52, which are individually (ie individually) connected to the modulation stage 30. If the modulation stage 30 is divided into sub-stages which are operated with the same drive signal or with different drive signal components, the respective sub-stages are individually connected to the individual terminals 52 of the second side 42. Thereby, the switching elements in the modulator stage 30 can be divided and to the terminals 52 different components can be connected to perform different functions.
  • a second selection stage should be provided between the modulation stage 30 and the second connection side 42, this selectably connects two poles (on the modulation stage side) with two poles on the side of the second connection side 42 and can also be used in the sense of a switch as in FIG 1 as well as in the sense of a switching matrix as the first selection stage 20 of Figure 2 may be formed.
  • FIG. 3 shows a further variant of the power circuit 10, in which the modulation stage 30 is connected to the second connection side 42 via the second selection stage 20 '.
  • the modulation stage 30 is connected directly (without selection stage) to the first connection side 40.
  • the first connection side 40 comprises only one connection 50. This connection is led directly to the modulation stage 30.
  • the second selection stage 20 ' is provided which operates as a four-pole changeover switch. As already noted, instead of a changeover switch, a switching matrix can also be provided.
  • a drive circuit 70 is further shown, which is shown here in two parts as an example.
  • a part of the drive circuit 70 outputs a drive signal for the modulation stage 30 and a further part of the drive circuit 70 outputs a drive signal for the second selection stage 20 '.
  • the drive circuit 70 is connected to respective drive signal inputs of the modulation stage 30 and the second selection stage 20 '.
  • a higher-order control unit 80 can be provided (see dashed box of FIG. 3), which generates a power specification and outputs it to the drive circuit 70.
  • a corresponding output of the higher-level control unit 80 is connected to an input for power specifications, the drive circuit 70.
  • FIG. 3 An optional bypass 90 is shown in FIG. 3, which bypasses the selection stage 20 '.
  • An alternative connection is shown in dotted line, wherein the bypass 90 connects the first connection side 40 with the second connection side 42.
  • the dotted line thus represents a variant in which the modulation stage and the second selection stage 20 'are bridged by the bypass.
  • a bypass 90 bypasses the modulation stage but not the selection stage.
  • the bypass would connect the first connection side 40 to the second selection stage 20 '.
  • the bypass would be in series with the second selection stage, this series circuit connects the first terminal side to the second terminal side.
  • an optional bypass switch 92 is shown in FIG. 3, which is connected in series with the bypass 90 and can be controlled as a separate switch.
  • a drive input of the bypass switch 92 is connected to the drive circuit 70 so that the drive circuit 70 can drive the bypass switch 92.
  • the bypass line 90 is shown in FIG. 3 as a second connection of the modulation stage 30 on the side of the selection stage 20 '.
  • the modulation stage 30 may be subdivided into two modulation stages, wherein a first modulation sub-stage connects the first connection side 40 to the selection stage 20 ', and a second modulation sub-stage of the modulation stage 30 connects the first connection side 40 directly to the second connection side (or via the bypass switch 92) connects.
  • the bypass may also preferably be provided including the bypass switch 92 between the modulation stage 30 and the first terminal side 40, in which case a first selection stage such as the selection stage 20 parallel to the bypass connects the first terminal side 40 with the modulation stage 30.
  • FIGS. 1-3 Since the components of FIGS. 1-3 have similar functions, they will be denoted by the same reference numerals. Elements designated by the same reference sign may have the same characteristics.
  • FIG. 4 shows a vehicle electrical system 100 with a
  • the component 120 is a traction motor unit with a controllable bridge circuit 122 to which an electric machine is connected. This can work as a traction engine of the vehicle. Further, the electric machine 124 may operate as a generator to recuperate kinetic energy of the vehicle.
  • the component 120 is connected to a first side of the power circuit 110.
  • the bridge circuit (and also connected thereto electrical machine 124) are formed in three phases.
  • the traction motor unit On one side of the traction motor unit, which is opposite to the side of the traction motor unit connected to the power circuit 110, the traction motor unit has a smoothing capacitor 127. On the side to which this smoothing capacitor 127 is connected, there are connections 126.
  • connections can be switched via switch 128.
  • a high-voltage battery (rated voltage 400 V, 350 V, 360 V or 380 V) connected, see dashed line.
  • the high-voltage battery 129 can serve as a sink for the recuperated by the electric machine 124 and power to be charged with this.
  • the bridge circuit 122 forms part of the power circuit, in particular including the smoothing capacitor 127.
  • the bridge circuit 122 forms in particular a modulation stage or modulation sub-stage of the power circuit.
  • the bridge circuit is configured to operate as an inverter for the electrical machine 124 connected thereto.
  • this is only one of several possibilities of the function of the chunk circuit 122, since it may also modulate or otherwise control power from the electric machine to the battery 129 in other power path directions, such that the battery 129 functions as a power sink as in FIG can work shown.
  • the power circuit 110 shown in FIG. 4 comprises a modulation stage 140. As described, this may form modulation stages of the power circuit together with the bridge circuit 122, or the bridge circuit 122 and the modulation stage 140 may be considered as modulation sub-stages of a common modulation stage of the power circuit. In this way, the terminals 126 may be considered as the first terminal side of the power circuit thus illustrated. Similarly, only the battery 129 can be considered as a connected component, with the elements labeled 127 and 122 being considered part of the power circuit.
  • the modulation stage 140 as shown in Figure 4 is polyphase, in particular three-phase, formed and includes for each polarity and for each phase one (or more) power switch or power switching elements, which may be formed as shown in Figure 4 as MOSFETs.
  • the circuit breakers are designed with a diode (body diode).
  • the side of the bridge circuit 140 that is closed to the first terminal has a smoothing capacitor 142.
  • the smoothing capacitor 142 (in particular, in general, smoothing capacitors) are connected in parallel.
  • the bridge circuit 140 as well as the bridge circuit 122 are configured as B6C bridges.
  • the bridge circuit 140 is used in the figure 4 as Mauaggratestellglied or as an auxiliary unit actuator.
  • the modulation stage 140 is on the side opposite the side of the modulation stage 140 connected to the component 120, is connected to a selection stage 160 via a connection circuit 150.
  • the connection circuit 150 may be formed as a terminal board (or as a fuse unit) be.
  • the selection stage 160 may also be referred to as a plurality of (similar) switching elements in view of their function and their realization
  • a second side 1 12 of the power circuit is connected to the selection stage 160.
  • the selection stage has a plurality of individually controllable switching elements and is designed as a switching matrix.
  • the switching elements of the selection stage are each a pair of antiparallel-connected thyristors.
  • connection side 1 12 is formed multi-phase, in particular three-phase.
  • a terminal contact (or at least one terminal contact) of the three-phase terminals is connected directly to the modulation stage 140.
  • a connection contact (in particular a plurality of connection contacts) of the three-phase connections is connected to the modulation stage 140 via a switching element of the selection stage.
  • a terminal contact (i.e., a phase) of the three-phase terminals is connected to the modulation stage 140 directly (i.e., without switching element of the selector stage 160). Further, two terminal contacts (i.e., the remaining two phases) are connected to the modulation stage 140 via switching elements of the selector stage 160. In particular, the same phase of each terminal is connected directly (i.e., without switching element of selection stage 160) to modulation stage 140, while the other phases are connected to modulation stage 140 via switching elements of selection stage 160.
  • Component 130 is an electrically powered air conditioning compressor.
  • Component 132 is a braking resistor. Because of this (in addition to the conversion of recuperated
  • Power sink also has a drive-related function (namely, deceleration of the vehicle through interaction with the electric machine 124), component 132 may also be considered as a drive-related component.
  • This division into drive-related components and ancillary components is merely optional and may vary depending on the view of the function being considered.
  • the component 124 is an electrical heating element (PTC element).
  • PTC element electrical heating element
  • component 130 or 134 may be regarded as a drive-related component or accessory component.
  • a power path from the electric machine 124 is in the direction of the battery 129 (as a component, in particular drive-related component) via a modulation stage 122 or modulation sub-stage, and another one
  • Power path runs from the electric machine 124 via a modulation stage 140 or modulation sub-stage via the selection stage 160 to the components 130, 132, 134. Since the power path from the electric machine 124 to the battery or to the terminal 126 via the controllable switch 128 runs , these switches may be considered as switching elements of a common selection stage, which further comprises the switching elements between the modulation stage 140 and the second terminal 12. In this case, these switching elements on the one hand and the switching elements 128 form selection sub-stages of the same selection stage. Alternatively, the switching elements 128 form a selection stage and the selection stage 160 forms its own selection stage (the same power circuit or different power circuits). If the electric machine 124 works as a motor, then there is a first
  • FIG. 5 shows a vehicle electrical system 200 with an external charging connection 202, via which the vehicle electrical system is connected to a stationary supply network (not part of the vehicle electrical system).
  • a stationary supply network not part of the vehicle electrical system.
  • the charging port 202, the rectifier 204 and the smoothing capacitor 206 are single-phase and designed for the operating voltage of the supply network (AC).
  • the operating voltage of the supply network is converted by the rectifier and the smoothing capacitor into a DC voltage (about 365 V).
  • This DC voltage is supplied to a controlled three-phase bridge 208, which operates as a DC / AC converter to convert the DC voltage into a three-phase current.
  • the bridge 208 is configured as a modulation stage or modulation sub-stage.
  • the double arrows indicate a possible power flow in FIG.
  • the power flow leads from the external charging connection 202 via the bridge 208 to a transformer 210.
  • the transformer is three-phase and transmits the power received from the external charging connection 202 and converted by the bridge 208 to an on-board network section 220 and to an on-board network section 230.
  • the on-board power supply section 220 comprises an input side 221 (three-phase) and an output side 222. To the output side, a plurality of accessory components are connected, including motors 223a, b as ancillary components (such as servomotors) and a heating element 223c, also a Mauaggregatkomponente. This ancillary component is three-phase.
  • the components 223a and b may alternatively include at least one traction motor driven by the onboard power supply section 220.
  • the components 223a and / or b may further include a starter / generator for an internal combustion engine, a generator (alternator) and / or a starter for an internal combustion engine.
  • the components 223a and b are hub wheel motors of the vehicle (disposed on an axle or on two axles of the vehicle).
  • the vehicle electrical system section 220 further comprises a first modulation sub-stage 224a and a second modulation sub-stage 224b.
  • the modulation sub-stages are designed as B6C bridges.
  • the modulation stages are designed in three phases, with at least one controllable power switching element being provided for each polarity of the alternating current and for each phase. In FIG. 5, the power switching elements are MOSFETs.
  • Selection sub-stages 225a, b are provided between the modulation sub-stages 224a, b and the components 223a, b.
  • a first selection substage 225a is connected between the first modulation substage 224a and the ancillary components 223a, c.
  • a second selection sub-stage 225b is connected between the second modulation sub-stage 224b and the ancillary components 223b.
  • Subsidiary components are divided into two groups, each group is connected via an individual selection lower stage with a modulation sub-level.
  • the number of poles of the selection sub-stages corresponds to the number of sub-aggregate components connected to the respective selection sub-level.
  • the number of phases of the selection sub-stages and the modulation stages corresponds to the number of phases of the connected components.
  • the on-board network section 220 is at a different voltage level than the bridge 208.
  • the on-board power supply section 220 is at a voltage level of 48 V (or 42 V), which corresponds to the operating voltage of the components 223a-c.
  • a voltage level of 12 V or 14 V be provided instead of a Voltage level of 48 V (or 42 V).
  • the input side 221 and the output side 222 are operated only in a power flow direction, in particular since all ancillary components of the electrical system section 220 are consumers. Should at least one accessory component of the electrical system section 220 be a power source or at least have a state in which this auxiliary component represents a power source, then there is a power flow that is opposite to the power flow represented by the double arrows. Side 221 would be an output side with reverse power flow and side 222 would be an input side. In general, pages 221 and 222 would be power interfaces of the on-board electrical system section.
  • a power flow from one of the accessory components to another accessory component of the same on-board power supply section may take place when one accessory component serves as a power source and the other accessory component operates as a power sink.
  • the input side and the output side can also be referred to as power interfaces (within the on-board network or within the on-board network power control circuit.) These interfaces connect vehicle electrical system sections with one another.
  • a further on-board network section 230 comprises an input side 231 and an output side 232 (in general: a first and a second power interface) as well as accessory components and drive-related components 233a-e.
  • the components 233a and 233e are braking resistors but with different power. The different performances result from the different wiring.
  • the component 233a is connected between two phases of a three-phase three-phase system
  • the component 233e is connected between a phase of a three-phase three-phase system and a dc potential
  • the dc potential with another dc potential forms a dc voltage which is modulated by a modulation sub-stage 234c to therefrom the three-phase system to build.
  • the components 233a and 233e are thus themselves single-phase.
  • Component 233b is an electrically powered air conditioning compressor. This is formed in a single phase, but may also be formed in three phases (not shown in Figure 5).
  • the component 233d is an inductive heater that is single-
  • a first modulation sub-stage 234a connects the input side 231 (generally: power interface) to a first selection sub-stage 235a.
  • a second modulation sub-stage 234b connects the input side 231 (generally: power 7
  • a third modulation sub-stage 234c connects the input side 231 to a second selection sub-stage 235b.
  • the first selection sub-stage 235a connects the first modulation sub-stage 234a to the output page 232.
  • the second selection sub-stage 235b connects the third modulation sub-stage 234c to the output page 232.
  • the second modulation sub-stage 234b is connected to the output side 232 without an intermediate selection stage.
  • the first, second and third modulation sub-stages 234a-c are designed in three-phase, in particular as bridges with controllable switching elements.
  • the modulation sub-stages are each designed as B6C bridges.
  • the component 233c is driven in a three-phase manner by the second modulation sub-stage 234b.
  • the first and / or the third modulation sub-stage 234a, c can be connected to the terminals of the output side, to which the second modulation sub-stage 234b is also connected.
  • a first group of the modulation sub-stages (first and third modulation sub-stages 234a, c) is connected to the output side 232 via a respective selection sub-stage (first and second selection sub-stages 235a, b).
  • a different group of the modulation sub-stages (comprising only the second modulation sub-stage 234b in FIG.
  • selection sub-stages may be interconnected to allow for the connection of at least one modulation sub-stage to a port (as shown in FIG. 5). If the first and third modulation sub-stages 234a, c are not switched on, then other components (i.e., components other than component 233c) may be operated with these sub-stages.
  • a selection stage 236 comprising two switches (one for each phase).
  • the switches are designed as a changeover switch and are arranged to prefer the connection of the input side 231 to the transformer 210 or to the bridge 208.
  • the input side 231 is designed like the bridge 208 for high voltage (DC voltage 400 V, 350 V, 360 V or 380V).
  • the transformer 210 comprises a winding unit which is also designed for high voltage and thus can be connected to the input side 231.
  • the input side is connected to the bridge 208 for connection to an external charging connection or connected to the transformer 210.
  • the bridge is designed for a unidirectional power flow, but can also be bidirectional O
  • the selection stage 236 is preceded by a rectifier 240 (three-phase).
  • the rectifier 240 connects the transformer 210 to the input side 231.
  • a smoothing capacitor 250 (connected in parallel) is provided.
  • a high-voltage battery 260 is connected to the modulation stage via a switch pair 262 (contactor).
  • the pair of switches and the selection stage 236 may be considered as a common (higher level) selection level, or alternatively may be considered as two selection levels or selection levels.
  • the power path (originating from the external charging port) from transformer 210 passes through rectifier 240 and select stage 236 and past smoothing capacitor 250 to high voltage battery 260. A portion of the power may be passed through modulation sub-stages 234a, c to components 233a -233e lead. Further, part of the power from the external charging terminal via the transformer leads to the input side 221.
  • a connection contact of the rectifier 240 may be connected to ground (of the onboard power supply section 230), preferably to a ground potential, which is galvanically isolated from a chassis ground of the vehicle (in particular from the ground potential of the onboard power supply section 220).
  • connection from the selection stage 236 to the high-voltage battery 260 may be considered a bypass, wherein a second connection side (not shown) may be provided in front of the battery, which is connected by the bypass to the connection side 231.
  • the state shown in Figure 5 corresponds to a state of charge, in which a wired external charging port 202 is connected to the power circuit. Instead of a wired external charging port 202 may also be provided an inductive charging port.
  • the entire circuit of Fig. 5 can be considered, minus the supply network to the left of the charging port 202, the high-voltage battery 260, the components 223a, b and the components 233a-e.
  • the power circuit comprises a plurality of voltage levels, wherein a voltage level is formed by the circuit portion to the right of the input side 221 and another voltage level is formed by the remaining elements of the power circuit.
  • the different voltage levels are split. In this case, a galvanic isolation between different voltage levels is provided. Furthermore, a galvanic separation between different parts of the same voltage level is provided.
  • an inductive charging port 270 (shown in phantom) can be provided. This is connected to the connection between the transformer 210 and the bridge 208. The result is the power paths shown by dashed arrows: From charging port 270 to bridge 208, from bridge 208 to selection stage 236 and from selection stage 236 to high-voltage battery 260. In addition, a power path results from charging terminal 270 via transformer 210 to the electrical system section 220. The switches 236 are in position 1 when using the inductive charging connection and when using the wired charging connection in position 2. When using the inductive charging connection, there is no power path from the transformer to the vehicle electrical system section 230 due to the switch position.
  • a driving condition (which may also be referred to as an accessory supply condition)
  • the switches 236 are in position 1.
  • the charging port 270 is switched off, the supply network is not connected. This results in the power paths shown with dotted lines: From the
  • High-voltage battery via the switches 236 to the bridge 208 and to the modulation sub-stages 234a-c (wherein the bridge 208 can also be considered as a modulation sub-stage) when power is removed from the high-voltage battery 260, and in the reverse direction, when the high-voltage battery is powered, about from the electric machine 233c or a generator or starting generator as one of the components of the on-board power supply section 230 or 220.
  • the power balance of the battery 260 is preferably balanced such that the dashed arrow representing the power flow is bidirectional.
  • the bridge 208 and the modulation sub-stages 234a-c together modulate the power derived from the high-voltage battery 260 and the power supplied to the high-voltage battery and the onboard power supply section 230, respectively.
  • Another power path leads from the bridge 208 or from the modulation sub-stages 234a-c to the transformer 210 or vice versa. Through this Power can be supplied from the on-board power supply 220 to the on-board power supply section 230 or the battery 260, or power can be transmitted in the opposite direction.
  • the power path continues from the transformer 210 to the onboard power supply section 220 and from the onboard power supply section 220, respectively, to the transformer. Due to the switch position of the switches 236 (position 1), there is no power path from the transformer 210 to the vehicle electrical system section 230, whereby the switch 236 can also be in position 2 and the vehicle electrical system section delivers or receives power.
  • bidirectional arrow left of the modulation sub-stage 234b shows that power can flow in both directions when driving, ie towards the components and away from the components.
  • at least one of the components can generate power, such as component 233c (formed as a traction motor, for example, which is capable of recuperation), wherein the power is fed from the modulation stage 234b into the onboard power supply section 230.
  • This power can also be transmitted via the connection between the onboard power supply section 230 and the on-board power supply section 220 from the component 233c to the on-board power supply section 220 or to other components 233a, b, d, e of the on-board power supply section 220.
  • the modulation sub-step 234b thus serves as a bidirectional converter To transmit power to the component 233c, and to transfer power from the component 233c to other components (the on-board power supply section 230 or the Bornetzabitess 220).
  • Other modulation sub-stages of the electrical system section 230 may be unidirectional, for example when the component connected to it has only the function of a load.
  • the arrows shown in the on-board network sections 220 and 230 show the power flow from one side of a modulation stage or modulation sub-stage to a component or, if also represented by the arrow direction, in the opposite direction.
  • the switches 236 operate as a first selection stage, with delivery via the external charging port 202 bypassing the selection stage. It is therefore possible to provide a connection between a first connection side and a modulation stage (or modulation sub-stage) which does not lead beyond the (first) selection stage.
  • different voltage levels may be present, but these are preferably electrically isolated from one another, in particular via a transformer.
  • a component can also be connected to connections on a second connection side. be closed, which are connected to different modulation levels or selection stages, in order to be able to obtain performance over several performance paths.
  • the components of a vehicle electrical system section preferably have an operating voltage which corresponds to the nominal operating voltage of the electrical system section.
  • Figure 6 shows a three-phase component 300.
  • This includes a three-phase terminal side 302 (i.e., a three-phase terminal) with three terminal contacts, i. one connection contact per phase.
  • the connection side 302 is designed for connection to an electrical system of a vehicle as described here.
  • the three-phase component 300 comprises three single-phase components 304a-c (in each case, for example, in the form of a winding, in particular one
  • Transformer in the form of a coil, a resistor, a capacitor, etc.).
  • FIG. 7 shows, by way of example, an inductive heat converter 400.
  • the heat converter comprises a connection 402 with connection contacts. The connection is set up to be connected to a vehicle electrical system.
  • the terminal 402 is shown in single phase, but the terminal 402 may also be formed multi-phase and in particular three-phase.
  • the heat converter 400 further includes a primary coil 404 connected to the terminal 402.
  • a magnetic core 406 of the thermal transducer magnetically connects the primary coil 404 and a secondary coil 408 of the thermal transducer.
  • the magnetic core 406 comprises iron and / or at least one ferrite and guides the magnetic flux between the primary coil and the secondary coil.
  • At the secondary coil 408 is a resistor
  • the heat converter comprises a channel 412 with a feed line and a drain and an inner space 412a, with which the resistor 410 and / or the secondary coil is thermally coupled.
  • the channel is fluidly separated from the primary coil 404 (and the terminal 402), in particular by a seal.
  • the channel is configured to be provided in a heating circuit in which circulates the heat medium, which is also passed through the channel 412.
  • the magnetic core 406 separates the primary coil 404 galvanically from the secondary coil 408.
  • the primary coil 404 of Figure 7 is single-phase, but the primary coil may also be multi-phase and in particular three-phase.
  • the secondary coil is preferably single-phase, as shown in FIG. 7, but may also be multi-phase and in particular three-phase. This also applies to the resistor connected to the secondary coil.

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Abstract

L'invention concerne un circuit de commande de puissance d'un réseau de bord (10), comprenant au moins une étage de sélection du chemin de puissance (20, 20') commandable électriquement, au moins un étage de modulation de puissance (30) commandable électriquement, et un premier ainsi qu'un second côté de connexion (40, 42). Le premier et le second côté de connexion (40, 42) sont reliés l'un à l'autre par le ou les étages de sélection du chemin de puissance (20, 20') et par le ou les étages de modulation de puissance (30). L'un au moins des côtés de connexion (40, 42) comporte plusieurs bornes (50, 52) qui peuvent être sélectionnées par le ou les étages de sélection du chemin de puissance (20, 20') afin d'être reliées à une borne de puissance du ou des étages de modulation de puissance (30). L'invention concerne en outre un réseau de bord (100) équipé d'un circuit de commande de puissance (10) tel que décrit ici.
PCT/EP2014/072213 2013-11-18 2014-10-16 Circuit de commande de puissance d'un réseau de bord et réseau de bord Ceased WO2015071045A1 (fr)

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DE102015209114A1 (de) 2015-05-19 2016-11-24 Continental Automotive Gmbh Stationäre Leistungssteuerungsschaltung und teilstationäre Leistungssteuerungsschaltung
WO2017063832A1 (fr) * 2015-10-12 2017-04-20 Continental Automotive Gmbh Réseau de bord de véhicule
DE102016218160A1 (de) 2016-09-21 2018-03-22 Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. Vorrichtung und Verfahren zum Zuführen von Energie zu einer Mehrzahl von Energiespeicherbauteilen und/oder zum Bereitstellen von in den Energiespeicherbauteilen gespeicherter Energie
WO2018069098A1 (fr) 2016-10-13 2018-04-19 Continental Automotive Gmbh Dispositif de commutation d'une machine électrique, agencement de compresseur de climatisation équipé d'une machine électrique, et procédé de fonctionnement d'une machine électrique et d'un élément de chauffage
DE102017102657A1 (de) 2017-02-10 2018-08-16 Airbus Defence and Space GmbH Energieversorgungssystem für elektrische Verbraucher eines Luftfahrzeugs
DE102017216741A1 (de) 2017-09-21 2019-03-21 Continental Automotive Gmbh Bordnetz-Leistungssteuerungsschaltung, Bordnetz und Verfahren zur Steuerung einer Bordnetz-Leistungssteuerungsschaltung
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DE102018207960A1 (de) * 2018-05-22 2019-11-28 Volkswagen Aktiengesellschaft Elektrische Bordnetzvorrichtung zum Versorgen von zumindest zwei elektrischen Verbrauchern in einem Kraftfahrzeug sowie Kraftfahrzeug, Umschaltvorrichtung und Verfahren zum Betreiben einer Bordnetzvorrichtung
DE102019209280A1 (de) * 2019-06-26 2020-12-31 Robert Bosch Gmbh Fahrzeug und Verfahren zum Betreiben eines Fahrzeuges
DE102019209789A1 (de) * 2019-07-03 2021-01-07 Zf Friedrichshafen Ag Elektrischer Antriebsstrang für einen LKW, Einheit für einen Antriebsstrang für einen LKW und Verfahren zum Betrieb eines Antriebsstranges für einen LKW
WO2022018202A1 (fr) * 2020-07-23 2022-01-27 Zf Friedrichshafen Ag Appareil convertisseur permettant de convertir une tension de fonctionnement pour un véhicule électrique, appareil d'entraînement et procédé permettant de convertir une tension de fonctionnement
DE102021208223A1 (de) 2021-07-29 2023-02-02 Mahle International Gmbh Verfahren zum Betreiben eines Systems
EP4261063A4 (fr) * 2020-12-30 2024-02-28 Huawei Technologies Co., Ltd. Système de gestion de la chaleur d'un véhicule, dispositif d'entraînement et véhicule électrique
DE102022124425A1 (de) * 2022-09-22 2024-03-28 Stetter Gesellschaft mit beschränkter Haftung Elektrisch angetriebener Fahrmischer
EP4352851A4 (fr) * 2021-06-11 2025-06-25 DUS Operating Inc. Alimentation électrique de secours de véhicule

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WO2017063832A1 (fr) * 2015-10-12 2017-04-20 Continental Automotive Gmbh Réseau de bord de véhicule
US10862315B2 (en) 2016-09-21 2020-12-08 Fraunhofer-Gesellschaft Zur Foerderung Der Angewandten Forschung E.V. Device and method for supplying energy to a plurality of energy storage components and/or for providing energy stored within the energy storage components
DE102016218160A1 (de) 2016-09-21 2018-03-22 Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. Vorrichtung und Verfahren zum Zuführen von Energie zu einer Mehrzahl von Energiespeicherbauteilen und/oder zum Bereitstellen von in den Energiespeicherbauteilen gespeicherter Energie
WO2018054926A1 (fr) 2016-09-21 2018-03-29 Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. Dispositif et procédé permettant l'alimentation en énergie d'une pluralité de composants d'accumulateur d'énergie et/ou la fourniture de l'énergie stockée dans les composants d'accumulateur d'énergie
WO2018069098A1 (fr) 2016-10-13 2018-04-19 Continental Automotive Gmbh Dispositif de commutation d'une machine électrique, agencement de compresseur de climatisation équipé d'une machine électrique, et procédé de fonctionnement d'une machine électrique et d'un élément de chauffage
DE102016220009A1 (de) 2016-10-13 2018-04-19 Continental Automotive Gmbh Schaltvorrichtung für eine elektrische Maschine, Klimakompressoranordnung mit elektrischer Maschine und Verfahren zum Betreiben einer elektrischen Maschine und eines Heizelements
DE102017102657A1 (de) 2017-02-10 2018-08-16 Airbus Defence and Space GmbH Energieversorgungssystem für elektrische Verbraucher eines Luftfahrzeugs
DE102017216741B4 (de) 2017-09-21 2024-05-02 Vitesco Technologies GmbH Bordnetz-Leistungssteuerungsschaltung, Bordnetz und Verfahren zur Steuerung einer Bordnetz-Leistungssteuerungsschaltung
DE102017216741A1 (de) 2017-09-21 2019-03-21 Continental Automotive Gmbh Bordnetz-Leistungssteuerungsschaltung, Bordnetz und Verfahren zur Steuerung einer Bordnetz-Leistungssteuerungsschaltung
DE102018207960A1 (de) * 2018-05-22 2019-11-28 Volkswagen Aktiengesellschaft Elektrische Bordnetzvorrichtung zum Versorgen von zumindest zwei elektrischen Verbrauchern in einem Kraftfahrzeug sowie Kraftfahrzeug, Umschaltvorrichtung und Verfahren zum Betreiben einer Bordnetzvorrichtung
WO2019223995A1 (fr) 2018-05-22 2019-11-28 Volkswagen Aktiengesellschaft Dispositif de réseau de bord électrique pour alimenter au moins deux consommateurs électriques dans un véhicule automobile et véhicule automobile, dispositif de commutation et procédé de fonctionnement d'un dispositif de réseau de bord
US11345240B2 (en) 2018-05-22 2022-05-31 Volkswagen Aktiengesellschaft Electrical on-board network device for supply of at least two electrical loads in a motor vehicle, and motor vehicle, switching device, and method for operating an on-board network device
CN110155345B (zh) * 2019-06-05 2022-09-13 重庆隆鑫通航发动机制造有限公司 无人机混合动力系统
CN110155345A (zh) * 2019-06-05 2019-08-23 重庆隆鑫通航发动机制造有限公司 无人机混合动力系统
CN114340936A (zh) * 2019-06-26 2022-04-12 罗伯特·博世有限公司 一种车辆和一种用于运行车辆的方法
EP3990305A1 (fr) * 2019-06-26 2022-05-04 Robert Bosch GmbH Véhicule et procédé pour faire fonctionner un véhicule
DE102019209280A1 (de) * 2019-06-26 2020-12-31 Robert Bosch Gmbh Fahrzeug und Verfahren zum Betreiben eines Fahrzeuges
DE102019209789A1 (de) * 2019-07-03 2021-01-07 Zf Friedrichshafen Ag Elektrischer Antriebsstrang für einen LKW, Einheit für einen Antriebsstrang für einen LKW und Verfahren zum Betrieb eines Antriebsstranges für einen LKW
WO2022018202A1 (fr) * 2020-07-23 2022-01-27 Zf Friedrichshafen Ag Appareil convertisseur permettant de convertir une tension de fonctionnement pour un véhicule électrique, appareil d'entraînement et procédé permettant de convertir une tension de fonctionnement
EP4261063A4 (fr) * 2020-12-30 2024-02-28 Huawei Technologies Co., Ltd. Système de gestion de la chaleur d'un véhicule, dispositif d'entraînement et véhicule électrique
EP4352851A4 (fr) * 2021-06-11 2025-06-25 DUS Operating Inc. Alimentation électrique de secours de véhicule
DE102021208223A1 (de) 2021-07-29 2023-02-02 Mahle International Gmbh Verfahren zum Betreiben eines Systems
DE102022124425A1 (de) * 2022-09-22 2024-03-28 Stetter Gesellschaft mit beschränkter Haftung Elektrisch angetriebener Fahrmischer

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