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WO2017220233A1 - Réseau électrique de bord de véhicule à moteur, doté d'au moins deux accumulateurs d'énergie, procédé pour faire fonctionner un réseau électrique de bord et moyens pour sa mise en oeuvre - Google Patents

Réseau électrique de bord de véhicule à moteur, doté d'au moins deux accumulateurs d'énergie, procédé pour faire fonctionner un réseau électrique de bord et moyens pour sa mise en oeuvre Download PDF

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Publication number
WO2017220233A1
WO2017220233A1 PCT/EP2017/059469 EP2017059469W WO2017220233A1 WO 2017220233 A1 WO2017220233 A1 WO 2017220233A1 EP 2017059469 W EP2017059469 W EP 2017059469W WO 2017220233 A1 WO2017220233 A1 WO 2017220233A1
Authority
WO
WIPO (PCT)
Prior art keywords
voltage terminal
voltage
switching element
electrical system
motor vehicle
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/EP2017/059469
Other languages
German (de)
English (en)
Inventor
Wolfgang Mueller
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO2017220233A1 publication Critical patent/WO2017220233A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
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    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • 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
    • B60L50/66—Arrangements of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/19—Switching between serial connection and parallel connection of battery modules
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • 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
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    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • 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
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L9/22—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines polyphase motors
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    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using AC induction motors
    • B60L9/30—Electric propulsion with power supply external to the vehicle using AC induction motors fed from different kinds of power-supply lines
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    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
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    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/04—Arrangement of batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0024—Parallel/serial switching of connection of batteries to charge or load circuit
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Definitions

  • Motor vehicle electrical system with at least two energy stores, method for operating a motor vehicle electrical system and means for its implementation
  • the present invention relates to a motor vehicle electrical system with at least two energy stores, a method for operating such a motor vehicle electrical system and means for implementing the method.
  • recuperation The recovery of braking energy in motor vehicles by recuperation is known.
  • mechanical energy is converted by an electric machine into electrical energy and stored in a battery or other energy storage during braking. If the braking power requested by the driver is less than or equal to the efficiency of the recuperation system, the braking is typically carried out exclusively by means of this. If the requested braking power is higher, a conventional braking system is additionally used.
  • the potential fuel savings through recuperation is therefore not only dependent on the driving cycle and driver behavior, but also on the performance of the recuperation system. The latter is limited by the maximum regenerative power of the electric machine and the maximum electrical capacity of the energy store or stores in the motor vehicle electrical system.
  • the sailing operation is known.
  • the internal combustion engine is decoupled from the rest of the drive train during a so-called sailing phase.
  • the engine drag does not affect the rest of the drive train and the coasting phase of the vehicle is significantly extended.
  • the electrical consumers are supplied during the sailing phase only from the or the energy storage. Sailing and recuperation are not mutually exclusive.
  • the sailing operation can be initiated when the driver operates neither gas nor brake.
  • the recuperation can be done when the driver operates the brake.
  • a motor vehicle electrical system which has an electrical machine, a first energy store and a second energy store.
  • a more efficient recuperation can be achieved by increasing the voltage at the electric machine. This results in an increase of the regenerative power, which is available as braking power.
  • Due to the variable interconnection of the energy storage results at the same time an increase in the absorption capacity of the motor vehicle electrical system. This makes it possible to feed in with higher generator power and thus an overall increase in the fuel savings in recuperation.
  • the energy storage are also redundant for the sailing operation available, which increases the reliability of the vehicle electrical system in total.
  • Machine also to operate motor or to use a corresponding electric machine.
  • mechanical power can be generated, for example for starting or assisting the internal combustion engine (for example to compensate for the turbo lag or in the so-called boost mode).
  • a corresponding electric machine is typically connected to the motor vehicle electrical system via an active power converter that can be operated as a DC and inverter, as also explained with reference to FIG.
  • the active power converter is (pulse) alternating Inverter operated in a regenerative operation as a rectifier.
  • a corresponding active power converter is typically designed as a bridge rectifier with a number of half-bridges corresponding to the number of phases of the electrical machine.
  • An active power converter differs from a passive power converter in that controllable semiconductor switching elements, for example MOS field-effect transistors, are used as rectifying elements which are designed as diodes in a passive rectifier.
  • the present invention relates to the improvement of a vehicle electrical system, as disclosed in DE 10 2013 204 894 A1. Disclosure of the invention
  • the present invention proposes a motor vehicle electrical system with at least two energy stores, a method for operating such a motor vehicle electrical system, and means for implementing the method having the features of the independent patent claims.
  • Preferred embodiments are subject of the dependent claims and the following description.
  • a vehicle electrical system which has a motor and generator electric machine, a first energy storage and a second energy storage, and are provided in the means by which either only the first energy storage or only the second energy storage, the first Energy storage and the second energy storage in parallel or the first energy storage and the second energy storage can be connected in series to the electrical machine or its power converter can be improved, that instead of a capacitive element, ie the DC link capacitor, between the DC voltage terminals of the converter used several capacitive elements are used. These are permanently, ie not switched on or off, in each case arranged parallel to the energy storage, as also explained below.
  • a motor vehicle electrical system has a generator and motor-operated electric machine, an active converter with DC voltage connections, a first energy store and a second energy store.
  • the energy stores can be, for example, regular motor vehicle batteries, for example 12V lead batteries each. However, alternatively, other electrical storage technologies can be used.
  • the electrical machine is connected with its phase connections to corresponding AC voltage connections of the power converter. concluded, as generally known.
  • means are provided which are set up to set all of the following switching states a) to c) as an alternative: a) either only the first energy store or only the second energy store is connected to the DC voltage terminals of the active converter; b) the first energy store and the second energy store are connected in parallel to the DC voltage terminals of the active power converter; and c) the first energy store and the second energy store are connected in series to the DC voltage connections of the active power converter.
  • a first capacitive element is connected to the first energy store and a second capacitive element is permanently connected in parallel to the second energy store.
  • the capacitive elements may, for example, be commercially available capacitors.
  • corresponding capacitive elements permanently connected in parallel with the respective energy storage
  • a corresponding capacitive element with one of two terminals-electrically conductive and permanently connected to a first pole of the energy storage, such as positive battery terminal, and with the second of the two terminals conductively and permanently connected to the second pole of the energy storage, for example, the negative battery terminal.
  • Such a parallel connection is, of course, also present when the first of the two terminals of the capacitive element is connected to the positive battery terminal and the second of the two terminals and the "negative" battery terminal are connected to a common ground which is a conductive connection manufactures.
  • a corresponding connection is durable if it does not take place via a switching element but via cables and corresponding connections, for example solder joints, terminals or plugs, which are not interrupted in normal operation of a corresponding motor vehicle electrical system or whose elements are not separated or isolated from one another.
  • This motor vehicle electrical system also offers fundamental advantages in sailing operation because, during a sailing phase, the motor vehicle electrical system can optionally be supplied by one of the energy stores. If one fails due to an error, you can switch to the other.
  • either one or both energy stores can feed the electric machine when the internal combustion engine is started, which then, powered by a motor, can start the internal combustion engine accordingly.
  • the other energy storage device can be connected to the electrical consumers independently of this. This creates a starter circuit and a consumer circuit.
  • the available power and thus the torque of the electric starting device can be increased by connecting at least two energy storage in parallel.
  • the available voltage and thus the producible mechanical power can also be increased by a series connection of the energy storage.
  • the invention also makes it possible to encapsulate faults in the electric machine, ie to propagate a fault from the electric machine to the electrical machine.
  • the supply network is prevented. This increases the reliability.
  • a defective battery can be decoupled from the electrical system and thus the reliability can be further increased.
  • An arithmetic unit e.g. a control device for a vehicle electrical system, as means for implementing the method according to the invention, in particular programmatically, adapted to carry out a method according to the invention.
  • control device is equipped with a suitable data carrier for storing a corresponding computer program, for example a hard disk and / or a flash memory.
  • Figure 1 illustrates a plot of maximum output power of a 14V claw pole generator over a generator speed for output voltages of 14V and 28V.
  • Figure 2 shows a motor vehicle electrical system according to an embodiment of the present invention in a simplified schematic representation.
  • FIG. 3 shows the motor vehicle electrical system according to FIG. 2 in accordance with FIG.
  • Embodiment of the invention provided switching state.
  • FIG. 4 shows the motor vehicle electrical system according to FIG. 2 in accordance with FIG.
  • Embodiment of the invention provided switching state.
  • FIG. 5 shows the motor vehicle electrical system according to FIG. 2 in accordance with FIG.
  • Embodiment of the invention provided switching state.
  • FIG. 6 shows the motor vehicle electrical system according to FIG. 2 in accordance with FIG.
  • Embodiment of the invention provided switching state.
  • the electric machine feeds a 14V vehicle electrical system, this can deliver electrical power from a speed n 0 i.
  • the same electric machine can only supply electric power when it is fed into a 28V vehicle electrical system at a speed of n 0 2 and above.
  • n> ni2 is significantly higher higher maximum output power than when supplying a 14V vehicle electrical system. This effect can be used to increase the output of the electric machine during recuperation.
  • the invention particularly relates to the motor operation of a corresponding electric machine which is connected via a then operated as an inverter active power converter to a motor vehicle electrical system.
  • the electrical machine can be supplied with different voltages depending on the operating state of the corresponding vehicle. Even with motorized operation of the electric machine results in a dining
  • FIG. 2 a motor vehicle electrical system according to an embodiment of the present invention in the form of a circuit diagram is shown schematically in simplified form. and 100 in total.
  • This has a first energy store Bi and a second energy store B2, which may be formed, for example, in the form of identical or different motor vehicle batteries, for example in the form of two 12V motor vehicle batteries.
  • the energy storage Bi and B2 can by means of the switching elements S1, S2, S3 and S 4 are connected variable.
  • the switching elements S1 to S 4 may be formed, for example, by MOS field-effect transistors or other electronic components.
  • Electrical 14V consumers are collectively illustrated in the form of a resistor R1.
  • An electric machine EM can be operated both as a generator and as a motor. It can thus feed electrical power into the vehicle electrical system 100 or be supplied from this with electrical power.
  • an active power converter 110 is provided, which can be operated in a regenerative operation of the electric machine, for example during recuperation, as a rectifier, and during a motor operation, for example to support the internal combustion engine, as an inverter.
  • the active power converter 110 has controllable semiconductor switching elements 11 1.
  • At DC voltage terminals B + and B- is a DC voltage.
  • the DC voltage connection B- can be grounded.
  • the controllable semiconductor switching elements 11 1 are illustrated as diodes with parallel switches. They can be designed, for example, as MOS field-effect transistors.
  • a control device 120 is designed to control the switching elements Si, S 2 , S3 and S and possibly also the semiconductor switching elements 11 1.
  • the capacitive elements C z i and C z2 are used in the illustrated embodiment of the invention instead of a single link capacitor , which is included in the prior art between the DC voltage terminals B + and B-. In this way, as already explained above, achieved that when changing between supply voltages for the electric machine EM in motor and generator operation by a corresponding control of the switching elements S1, S 2 , S3 and S no or at least no excessively high Umladeströme may occur ,
  • the switching states of the motor vehicle electrical system 100 illustrated in FIGS. 3 to 6 and explained further below are set by means of the switching elements S1 to S.
  • Energy storage B 2 supplies the consumers R1 with a voltage of 14V.
  • the switching state according to FIG. 3 can then be selected if both energy stores Bi and B 2 are to be loaded simultaneously. He is preferred Recuperation selected.
  • the higher output voltage of the electric machine EM also yields a higher output power for generator speeds n> ni 2 (see FIG.
  • the possible power consumption of the motor vehicle electrical system is doubled compared to a single energy storage Bi or B2.
  • the first energy store Bi is charged more than the second energy store B2, since the consumers R1 are connected in parallel to the second energy store B2. If the first energy store Bi has reached the upper limit of its state of charge, the first energy store must be charged.
  • the discharge of the first energy store Bi is preferably carried out by setting the switching state shown in FIG.
  • the maximum deliverable mechanical power is also increased. This can be used, for example, to assist the internal combustion engine in certain operating phases when necessary with a correspondingly high mechanical power.
  • the electric machine EM or the DC voltage connections B + and B- are connected according to FIG. 4 only with the first energy store Bi.
  • the electric machine EM feeds an electric power with a correspondingly set voltage of approximately 14V into the motor vehicle electrical system 100 or is supplied with it accordingly. If the power fed in by the electric machine is smaller than the consumer power of the load R1, the first energy store Bi is discharged. If the power is greater than the consumer power R1, the first energy store Bi is charged. In the switching state shown, the first energy Memory Bi are charged without the state of charge of the second energy storage B2 is affected.
  • the switching state according to FIG. 4 is advantageously used when, for example, due to recuperation processes with the switching state shown in FIG. 3, the first energy store B1 has reached its upper permissible charging state. In this case, the power fed into the motor vehicle electrical system 100 by the electric machine is reduced so much that the first energy store B1 is discharged by the consumers R1. In the switching state shown in FIG. 4, the first energy store B1 can again be discharged to such an extent that, with the switching state shown in FIG. 3, further recuperation processes are subsequently possible again.
  • the switching state shown in Figure 4 can also be used for recuperation at low speed n ⁇ ni2 of the electric machine EM (see Figure 1).
  • electrical recuperation power can be stored in the first energy storage B1 even at low generator speed.
  • the electric machine EM can also be supplied with only the first energy storage B1 in motor operation. This can be used, for example, to discharge a fully charged energy store B1 in order, as already described, to be able to store further recuperation energy in the energy store Bi.
  • the electric machine EM is connected according to Figure 5 only with the second energy storage B2.
  • the capacitive element C Z 2 permanently permanently connected in parallel with the second energy store B2 is connected between the DC voltage terminals B + and B-.
  • the electric machine EM feeds at an output voltage of about 14V electrical power in the motor vehicle electrical system or is supplied from this with appropriate power. If the power fed in is smaller than the power of the consumers R1, the second energy store B2 is discharged. Is the fed-in power greater than the power of the consumer Ri, the second energy storage B2 is charged.
  • the illustrated switching state can also be used for recuperation at low speed of the electric machine EM n ⁇ ni2 (see FIG. In this case, electrical recuperation power can be stored in the second energy store B2 even at low speed.
  • Both energy stores B1 and B2 are connected in parallel according to FIG. This also applies to the capacitive elements C z i and C Z 2 permanently connected in parallel with the energy stores B1 and B2.
  • This switching state can advantageously be used when both energy stores B1 and B2 are to be simultaneously charged or discharged.
  • Another possible application arises when, during engine operation, the electric machine EM requires a high electrical current in order to generate the desired mechanical torque. This application can occur, for example, during a cold start after a very cold night.
  • Another application is sailing with the internal combustion engine switched off.
  • the electrical consumers R1 are supplied only by the energy stores B1 and B2 because the electric machine EM is not driven.
  • an excessively high voltage dip can be prevented by connecting the energy stores B1 and B2 in parallel.
  • recuperation at low speeds of the electric machine EM n ⁇ ni2 see Figure 1.
  • electric recuperation power can be stored in both energy stores Bi and B2. Due to the parallel connection of the two energy stores Bi and B2, as in the case of serial operation, the maximum possible charging power is doubled compared to only one energy store Bi or B2. In the however, equal to the serial operation of the energy storage Bi and B2 now the maximum possible charging current is doubled.
  • the invention can be implemented in a large number of variants and configurations, as illustrated, for example, in FIGS. 8 to 11 of DE 10 2013 204 894 A1, with the proviso that capacitive elements are also permanently connected in parallel with the energy stores B1 and B2 ,
  • An electric supply redundant with respect to the battery function can be ensured according to an embodiment of the invention by switching between the switching states according to FIGS. 4 and 5 and the energy stores B1 and B2 if one of the energy stores Bi or B2 fails.
  • an improvement in the efficiency of the electric machine EM can be achieved both in regenerative and in motor operation by switching to another voltage.
  • a further embodiment of the motor vehicle electrical system of the invention results when, in the embodiment according to FIG. 2, the second switching element S2 is replaced by a diode.
  • the switching element S2 does not have to be controlled, this embodiment corresponds mutatis mutandis to the embodiment according to the figure 2 (ie motor vehicle electrical system 100). Again, however, the capaci- integrated elements in the illustrated arrangement.
  • motor operation is no longer possible with serial shading of the batteries (FIG. 3).

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

Abstract

L'invention concerne un réseau de bord électrique de véhicule à moteur (100), lequel comprend une machine électrique (EM) pouvant être actionnée en mode moteur ou en mode générateur, un convertisseur (110) doté de bornes de tension continue (Β+, B-), un premier accumulateur d'énergie (B1) et un second accumulateur d'énergie (B2). Selon l'invention, il est prévu des moyens (S1 -S4, 120) conçus pour régler tous les états de commutation a) à c) mentionnés ci-après les uns par rapport aux autres en alternance : a) soit uniquement le premier accumulateur d'énergie (B1), soit uniquement le second accumulateur d'énergie (B2) est relié aux bornes de tension continue (Β+, B-) du convertisseur actif (110); b) le premier accumulateur d'énergie (B1) et le second accumulateur d'énergie (B2) sont reliés en montage en parallèle aux bornes de tension continue (Β+, B-) du convertisseur actif (110); c) le premier accumulateur d'énergie (B1) et le second accumulateur d'énergie (B2) sont reliés en montage en série aux bornes de tension continue (B+, B-) du convertisseur actif (110). Un premier élément capacitif (Cz1) est relié en parallèle de manière durable au premier accumulateur d'énergie (B1) et un second élément capacitif (CZ2) est relié en parallèle de manière durable au second accumulateur d'énergie (B2). L'invention concerne également un procédé pour faire fonctionner un réseau électrique de bord de véhicule à moteur correspondant ainsi que des moyens pour le mettre en oeuvre.
PCT/EP2017/059469 2016-06-22 2017-04-21 Réseau électrique de bord de véhicule à moteur, doté d'au moins deux accumulateurs d'énergie, procédé pour faire fonctionner un réseau électrique de bord et moyens pour sa mise en oeuvre Ceased WO2017220233A1 (fr)

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DE102016211164.7A DE102016211164A1 (de) 2016-06-22 2016-06-22 Kraftfahrzeugbordnetz mit wenigstens zwei Energiespeichern, Verfahren zum Betreiben eines Kraftfahrzeugbordnetzes und Mittel zu dessen Implementierung
DE102016211164.7 2016-06-22

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DE102018106306B4 (de) 2018-03-19 2025-02-06 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Fahrzeug mit einem Energiespeicher

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