CN109963750A - Method for running onboard power system - Google Patents
Method for running onboard power system Download PDFInfo
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- CN109963750A CN109963750A CN201780066151.9A CN201780066151A CN109963750A CN 109963750 A CN109963750 A CN 109963750A CN 201780066151 A CN201780066151 A CN 201780066151A CN 109963750 A CN109963750 A CN 109963750A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
Abstract
The present invention relates to a kind of methods for running the onboard power system in motor vehicle, a kind of operation strategy for onboard power system is developed in the method, wherein, consider at least one standard, wherein, for each standard, value is stored in order according to its priority, wherein, it first checks for: whether the selected value of at least one standard should be observed, its mode is: according to selected standard, the energy requirement for being used to continue traveling is compared with existing energy resource, and the case where being more than energy resource for energy requirement, the value of at least one of at least one standard is degraded at least once according to the sequence distributed, and the process is repeated always, until the energy requirement is covered by resource.
Description
Technical field
The method that the present invention relates to a kind of for running the onboard power system in motor vehicle and a kind of for executing this method
Device.
Background technique
Onboard power system is interpreted as the entirety of all electronic components in motor vehicle.The onboard power system not only includes electricity consumption
Device and including power supply source --- such as generator or energy storage (such as battery).In a motor vehicle it should be noted that electric energy energy
It is enough so available, so that motor vehicle can start at any time and ensure enough power supplies during operation.For this purpose, can
To use for energy domination or for the method and apparatus of energy management.
As (driver assistance system is in the longitudinal guide and lateral control of vehicle for the appearance of driver assistance system
Initiatively support driver), the requirement for the safety and reliability of the electric energy supply to the relevant component of security-critical
Increase.(driver assistance system should partially or even wholly adapter tube vehicle guide in driver assistance system of new generation
Task), distinguished between highly automated traveling and full-automatic traveling, driver only limitedly or is no longer able to be used as standby
Use level.
Highly automated traveling (also referred to as increasingly automated traveling) is interpreted as auxiliary travelling and full automatic or autonomous
Intermediate steps between traveling, in auxiliary travelling, support of the driver by auxiliary system, in full automatic or autonomous row
In sailing, vehicle travels automatically and in the case where no driver's intervention.In highly automated traveling, vehicle has itself
Intelligent apparatus, the intelligent apparatus can plan traveling task in advance and can take over traveling at least in most of travel situations
Task.Therefore, in highly automated traveling, electric energy supply has high safety-relevant.
Even if the system as a result, in case of a failure, independently travelled also must provide the function of bottom line simultaneously
And it can be realized the conversion in safe condition.For this purpose, especially must assure that the relevant component of security-critical (such as is held in covering
Row device, sensor and logic) energy requirement.
Due to a large amount of executing agencies (such as energy onboard power system of the vehicle independently travelled) in complication system, also obtain
A large amount of possible operating points, onboard power system can be in operating in these operating points.It is vehicle-mounted in order to control this fault-tolerant energy
Power grid needs following operation reserve: the operation reserve makes system in the optimal operating point for realizing defined target
Middle operation.If, should in order to select optimal operating point only to consider the cognition about current and past system mode
Operation reserve is known as (kausal) of cause and effect formula.If operation reserve additionally has the cognition of the system mode about future
(system mode is sought known to inferentially or predictably), then the operation reserve is known as non-causal formula.
Another classification of operation reserve is realized according to control optimality.If be based on to the selection of best operating point intuitive
The rule derived by human thinking, then the operation reserve is related to heuristic operation reserve.If unlike this, found most
Optimally-controlled theory is considered when good operating point, then the operation reserve is referred to as optimal.For this purpose, the system is (vehicle-mounted herein
Power grid) it is mapped in the cost function in mathematical model and proposed for realizing higher level's target, then equal in accordance with what is given
The cost function is set to maximize or minimize in the case where condition and/or the conditions such as not.Here, optimizing or in the system runtime
Between (i.e. online) carry out or purely for purpose of design during the development phase and in order to evaluate rule-based method
And (i.e. offline) carries out.
Main target is raising efficiency and will be in energy resource allocation to all parts in energy onboard power system
Operation reserve is known as energy management.Here, in the energy for pure oil-engine driven vehicle, mixed motor-car and pure electric vehicle
It is distinguished between amount way to manage.Here, the target of operation reserve can be divided into following groups:
Improve efficiency --- such as raising operating distance,
Improve ride characteristic and driving comfort,
It reduces part-load or improves component service life,
Reduce running time.
For given non-fault-tolerant onboard power system topology, all operation reserve schemes mentioned are related to normal condition
Under operation.This scheme also referred to as relevant to topology.Without considering the operation under fault condition.It does not discuss equally and transports these
Row strategy is for independently travelling.In order to improve efficiency, in most cases optimize energy consumption, without optimizing energy distribution originally
Body.Its reason is: in not fault-tolerant onboard power system topology, lacking the freedom degree for controlling energy distribution.Only pass through
In fault-tolerant onboard power system topology new freedom could be added in the distribution of the energy of onboard power system using redundancy and multichannel
Degree.
Even if needing another operation plan for failure operation to also ensure that reliable energy supply in case of a fault
Summary and safety approach.One kind is for realizing a possibility that this safety approach: rule-based and predefined failure is anti-
It answers.For given onboard power system topology, executes fail-safe analysis and recognize possible failure.If there is to security-critical
Vehicle, then be transformed into safe condition by relevant failure (failure is known for system) according to determining scheme.Cause
This does not merely have to failure definition reaction in advance and it is necessary to defined in advance for being transformed into safe shape for each known fault
Scheme in state.In this approach, when the topology and/or component of energy onboard power system change, it is necessary to re-execute
Fail-safe analysis, matching and safety approach and operation reserve are stored again.
The method and strategy illustrated before have the shortcomings that, these disadvantages are set forth below:
Operation reserve and underlying security scheme are related to the topology of energy onboard power system.When topology changes, it is necessary to
Fail-safe analysis is re-executed, is matched and stores safety approach and operation reserve again.
Operation reserve and underlying security scheme are rule-based, that is to say, that according to the failure of appearance, introduce and fix
The fault reaction of definition and the scheme for being transformed into safe condition of fixed definitions.Here, the definition of fault reaction with
And the design of onboard power system is based on the hypothesis for system and ambient enviroment.
Pass through the fixedly predetermined scheme being transformed into safe condition (safety stop is horizontal, SSL), it is necessary to correspondingly set
Count the component of energy onboard power system.Further, it is necessary to simulate ground and/or prove with calculating: in case of a fault, for onboard power system
The energy used is still enough to be transformed into safe condition.Thus there is following risk: by existing partially with the hypothesis made
Lack a possibility that changing predefined SSL when changing when poor and in system or ambient enviroment, so can not realize again
Safe condition.
Since the component of energy onboard power system changes or is re-determined size, it is necessary to ensure again operation reserve with
And underlying security scheme.
Operation reserve and underlying security scheme do not consider the efficiency of the distribution of the energy in onboard power system.
Summary of the invention
Under the background, propose a kind of feature with claim 1 method and a kind of 1 institute according to claim 1
The device stated.In addition, proposing a kind of computer program according to claim 12 and a kind of according to claim 1 described in 3
Machine readable storage medium.Embodiment is obtained by dependent claims and specification.
It is to for one of the major requirement of onboard power system of failure safe in motor vehicle: especially in the system failure
In the case of, for the duration being transformed into safe condition, it is ensured that supply the reliable energy of the relevant function of security-critical
It is supplied to power.With under ISO26262:2011 unanimous circumstances, to establish reliable energy to the relevant function of security-critical
Amount supply is functional safety demand.In order to meet the requirement, novel fault-tolerant onboard power system topology is on the one hand needed.It is another
Aspect needs the functional safety scheme of the electric energy management system for controlling fault-tolerant onboard power system.
It is a kind of for develop be used for electric management system functional safety scheme method may is that analysis and identification it is all can
The onboard power system malfunction of energy, and each single fault definition is reacted.This scheme will lead to a kind of based on rule
Then with the onboard power system control strategy and safety approach of topology, this will need to carry out for the configuration of each onboard power system and topology
Time-consuming accident analysis, definition and validation fault reaction, without guaranteeing that made failure hypothesis is complete.
Under system fault conditions, the safe condition that must be realized for having the vehicle of automation driving is parking
State.However, the scheme for being transformed into dead ship condition can be different: with traveling, to destination, (destination is by making
User or passenger are predetermined) and park cars beginning (as best-case scheme) in destination, and with vehicle same
End is stopped in emergency and parked on runway to terminate (as worst case scenario).Rule-based functional safety scheme is also anticipated
Taste, for each single possible breakdown, it is necessary to which fixed solution of the definition for being transformed into safe condition, this makes
Verifying proves that " under all conditions all realize safe condition " is very time-consuming and with change in topology.Onboard power system topology aspect
And/or the size of onboard power system component determine that the slight change of aspect will need to carry out new repetition to verifying.Additionally,
In view of the verifying of safety approach is under the determining hypothesis and model limitation to onboard power system component and vehicle condition state
It executes, it is evident that, safety approach can disintegrate (aufweichen) by the unreliability in the hypothesis that is carried out.
One of main target of Energy Management System is the efficiency of raising system.The target is to be by optimizing and reducing
System energy consumption and realize.Due to lacking the allocative abilities on systemic hierarchial to energy distribution or power distribution, do not consider
Energy distributes this aspect.In the case where considering the onboard power system topology for automate traveling, it may be necessary to which redundancy expires
Requirement of the foot for the power supply of failure safe.There is provided redundancy means using additional onboard power system component, it means that
More high-freedom degree on systemic hierarchial, this is required for energy distribution and the optimization of power distribution.
One important goal of the Energy Management System herein proposed is: providing a kind of for automating the failure of traveling
The scheme of the generic control strategy of the onboard power system of safety, the program are unrelated with the topology and part dimension of the onboard power system.It is false
If vehicle onboard power grid is made of a sub- onboard power system of most N (N >=1), the sub- onboard power system is connected each other by power connection
It connects.The scheme for Universal Energy management system herein proposed can be used for having the vehicle of internal combustion engine, mixed motor-car or pure
Electric vehicle.The example herein proposed shows the onboard power system topology for pure electric vehicle, however does not limit generality.It is general
Application of the Energy Management System in particular vehicle type haves no need to change control algolithm and functional safety scheme, and only passes through
The configuration of Energy Management System and parametrization are realized.In order to realize the target, a kind of frame for Energy Management System is proposed
The mathematical description of structure and a kind of pair of distributed fault safe vehicle-mounted power grid and abstract.
The another of Energy Management System aims at, and optimizes power supply or energy supply as follows: not only in needle
To normal operation and after implementing traveling scheme for fault condition, maximize the dump energy resource in vehicle.It will
Consider about the runing time of onboard power system component and the diagnostic message of current state flow-optimized for energy.Hereinafter illustrate
The definition of optimization problem and for system requirements needed for realizing the target.
An important goal in terms of functional safety is to adjust onboard power system as follows: in case of a fault, making
Vehicle reaches dead ship condition at most safe possible place.Exist for the additional non-functional requirements of Energy Management System
In: for operating normally and for fault condition, provide the driving comfort and most suitable ride characteristic of maximum possible
(Fahrprofile).In order to fulfill these requirements, three level degradation schemes (Drei-Ebenen- of one kind are proposed in terms of configuration
Degradierungskonzept), this based on for ride characteristic prediction data, for driving and for security-critical
The utilisable energy resource of the prediction of relevant function and comfortable sexual function and the energy requirement of prediction.
These three levels of degradation schemes especially may is that the degradation of the load characteristic for comfortable sexual function, traveling are special
The property degradation of (velocity and acceleration) and the degradation for the target that must be realized for dead ship condition.
In the above and below, load characteristic, ride characteristic and traveling target are known as level or standard.In principle,
It can choose other standards.In particular, the method can be executed under only one standard.At least one standard is set in principle.
Accordingly it is also possible to execute the method by two, three, the standard of four or more.If multiple standards are arranged, this
A little standards can successively be degraded with determining sequence.This sequentially represents the priority of standard.
Generally consider all targets and requirement, the Energy Management System herein proposed is that one kind is adaptive transports for optimizing
The control strategy (online) unrelated with topology of row time, the control strategy have following main target: for for automating
The distributed fault safe vehicle-mounted power network topology of traveling provides reliable and high energy efficiency power supply and energy distribution, this is not only
Suitable for operating normally and being suitable for failure operation.
Different from the method illustrated before, the method proposed realizes a kind of configurable and topological with onboard power system
The unrelated Energy Management System (EEM) for normal condition and fault condition.Usually assume that herein: energy onboard power system can
By until N (N >=1) a sub- onboard power system forms, the sub- onboard power system can be connected to vehicle in an arbitrary manner each other
Total onboard power system.Here, the vehicle can be driven with pure internal combustion engine, mixed dynamic driving or pure electric vehicle drive.
The embodiment and example described herein of the method and apparatus proposed mainly describe operation reserve in pure electric vehicle
Application in the vehicle of driving.It should be noted that operation reserve only passes through operation with mixed dynamic or pure being adapted to for oil-engine driven vehicle
The configuration of strategy and parametrization realize and do not need to re-start exploitation.It is different from known method, it is thus achieved that operation
Strategy is simple integrated into new vehicle variant schemes.
Existing energy resource, travel route and vehicle driving load, comfort load from onboard power system
It sets out with the prediction data of the energy requirement to security-critical related load, so optimizes the energy stream in entire onboard power system,
So that can still reach traveling target as safe as possible.Here, by being considered as most by the predetermined traveling target of driver
The traveling target of safety --- i.e. with the traveling target of highest priority, according to entire onboard power system, onboard power system component
And ambient enviroment state, can degrade to the traveling target.It should be noted here that in the method, it is safest
Traveling target obtains highest priority.But the traveling target with highest priority is usually not necessarily safest row
Sail target.Hereinafter propose each classification of the degradation of traveling target.It nonserviceables or in unfaulty conditions, such as such as
The energy content of fruit battery is enough in given ride characteristic and in the case where connecting comfort load according to its load characteristic
For reaching by the predetermined traveling target of driver, then operation reserve is by for increasing operating distance and optimizing arranging for energy stream
It applies to make a response, these measures are shown in detail below.It nonserviceables or in unfaulty conditions, for example, if electric
The energy content in pond given ride characteristic with according to its load characteristic connect comfort load in the case where be not enough to reach by
The predetermined traveling target of driver, then operation reserve is additionally done by the degradation measure of the energy requirement for reducing system
It reacts out, these degradation measures are shown in detail below.If operation reserve determines: although having carried out onboard power system tune
Section, but is still unable to reach by the predetermined traveling target of driver, then seek with time high priority traveling target (example after
It continues and sails to parking lot).Here, can consider the diagnosis on systemic hierarchial and component level in real time when optimizing energy stream
The state of all parts of data, environmental information and energy onboard power system and the state change of these components.
Therefore, different from known method, the selection of fault reaction and the scheme for being transformed into safe condition is not
Fixation is predefined, and for example according to the availability of system mode and ambient enviroment and onboard power system component come adaptively
It realizes.Therefore, it is related to a kind of Energy Management System with predictability of optimization, even if there is the event other than specific fault hypothesis
When barrier, the Energy Management System can also take the measure for keeping onboard power system stable, and by as optimal as possible
Scheme is transformed into vehicle in safe condition.In addition, even if in the case where the diagnosis to onboard power system component is broken down, institute
The scheme of the method for proposition also can allow for recognizing abnormal conditions --- situations i.e. different from particular state, and proposed
The scheme of method can be realized the corresponding measure taken when recognizing abnormal conditions for keeping onboard power system stable.
A kind of method (this method realizes Energy Management System) proposed follows five main targets:
Realize following Energy Management System: the Energy Management System is unrelated with the topology of energy onboard power system and only passes through
It configures and parameterizes and be matched with vehicle.
In normal condition and fault condition, so optimize the energy stream in onboard power system, so that being present in onboard power system
Energy accumulator in energy it is maximum when reaching target.The mathematics of distributed locomotive power grid established is described below
Model.The it is proposed of optimization problem is hereinafter also described.
In normal condition and fault condition, in order to realize safe condition, by traveling scheme optimization as optimal as possible
Energy stream in onboard power system.Hereinafter the traveling scheme for being transformed into safe condition is defined and is determined preferentially
Grade.
In normal condition and fault condition, so optimize the energy stream in onboard power system, so that driving comfort (relaxes
The utilization of adaptive load) it maximizes.It is described below for making the maximized algorithm of driving comfort.
In normal condition and fault condition, so optimize the energy stream in onboard power system, so that most preferably selection traveling
Characteristic --- i.e. measured speed, acceleration etc..The algorithm for selecting best ride characteristic is described below.
The advantages of obtaining other of the invention by the description and the appended drawings and configuration.
It is to be understood that mentioning before and hereinafter can not only also be to illustrate respectively by the feature of explaination
Combined form uses, and in the form of other combinations or can be used alone, without departing from the scope of the present invention.
Detailed description of the invention
Fig. 1 illustrates a kind of structure of embodiment of Energy Management System with box；
Fig. 2 shows the suggestions for determining the priority of the scheme for being transformed into safe condition；
Fig. 3 shows the electrical block diagram of sub- onboard power system K；
Fig. 4 shows the energy flow diagram of the sub- onboard power system K in Fig. 3；
Fig. 5 shows the Sang Jitu (Sankey-Diagramm) of the sub- onboard power system K in Fig. 3；
Fig. 6 shows three level degradation schemes；
Fig. 7 shows a kind of example of embodiment of three level degradation schemes；
Fig. 8 shows the onboard power system topology with four sub- onboard power systems；
Fig. 9 illustrates energy resource and energy consumption value with curve；
Figure 10 shows the possibility solution of optimization problem.
The present invention is schematically shown by the embodiment in attached drawing, and describes this hair in detail referring next to attached drawing
It is bright.
Specific embodiment
Fig. 1 illustrates the framework or structure of Energy Management System (EEM) with box, which borrows on the whole
Appended drawing reference 10 is helped to indicate.The diagram shows highest level Energy Management System (highest EEM) 12, the first energy management system, junior
Unite (junior EEM) 14, second junior EEM 16, the n-th junior EEM 18, the first sub- onboard power system 20, the second sub- onboard power system 22
With the sub- onboard power system 24 of N.Sub- onboard power system 20,22 and 24 constitutes energy onboard power system 26, and the energy onboard power system is thus by n
A sub- onboard power system 20,22,24 forms.Every sub- onboard power system 20,22 or 24 has junior's Energy Management System 14,16
Or 18, which knows the configuration and state of sub- onboard power system 20,22 or 24.Here, sub- onboard power system 20,
22 or 24 configuration for example, in the size of energy accumulator, the peak power output of coupling element and energy transmission
Efficiency etc..The state of sub- onboard power system 20,22 or 24 for example, the state of energy accumulator and load --- i.e. normal fortune
Row, fault condition, diagnostic message etc..It is taken according to the configuration of sub- onboard power system 20,22 or 24 and state for keeping son vehicle-mounted
Power grid 20,22 or 24 stable measures.
Superordinate elements (highest EEM 12) optimize the energy exchange between sub- onboard power system 20,22,24 and define junior
Energy Management System 14,16,18 for realizing the prespecified of target defined herein.
In order to realize defined target, the functional architecture of Energy Management System is shown in FIG. 1.It is assumed that vehicle mounted electric
Net is made of a channel N (N >=1) or sub- onboard power system.Controlled by the sub- Energy Management System K ∈ [1 ... N] distributed and
Monitor every sub- onboard power system K.The general controls algorithm for being used for sub- Energy Management System is used for by configuration file given
Sub- onboard power system topology, the configuration documentation include all relevant informations of the component about the sub- onboard power system.These information examples
It such as include: the quantity (this is also possible to zero) of energy accumulator, the nominal capacity of these energy accumulators, to security-critical correlation
Component and comfort component energy consumption and its degradation characteristic.
It is possible that in said embodiment it should be noted that mode is implemented as follows, is not that every sub- onboard power system all divides
Equipped with sub- Energy Management System.
During runtime, the monitoring of sub- Energy Management System be associated with the component of sub- onboard power system current state and
Diagnostic message is received, this makes it possible to promote to make local reaction to abnormal condition or unit failure, without will be responsible for being
System level carries out control and the highest level Energy Management System of fault reaction involves into together.
One task of highest level Energy Management System is: by the energy stream in optimization system level, it is ensured that right
The reliable energy supply of the relevant component of security-critical, and enough energy resources are dispatched to such as lower component: these components
It is required for vehicle to be transformed into safe condition.General highest level Energy Management System passes through following configuration documentation
Designed for given system: the configuration documentation includes the information of all significant correlations about given system.These information examples
Such as include: sub- onboard power system quantity, for drive and its component and power for connecting sub- onboard power system
Energy significant correlation needed for the efficiency characteristic race of connection, the vehicle parameter for predicting energy, these information and prediction driving.
Based on these data and by the received duration of runs information of sub- electric on-board power system institute, highest level Energy Management System energy
Enough: optimization energy stream makes control strategy be matched with current system mode and on systemic hierarchial to abnormal condition or event
The reaction of barrier is matched.
If a failure occurs, then vehicle must be transformed into safe condition.Herein, it may be considered that for the conversion
Scheme --- i.e. safety stop is horizontal (SSL).According to the method setting proposed, the scheme for being used for the conversion is so selected,
So that still can travel or reach as far as possible place as safe as possible.
Following traveling target is regarded as safest place: the traveling target is predetermined by driver.If running plan
The target can not all be reached under any circumstance by slightly recognizing, then seeks next safest target, this for example may mean that
Continue to travel to nearest idle parking lot.This is also referred to as the degradation of traveling target.Such as vehicle-to-vehicle or V2X (vehicle can be passed through
To X) it communicates to reserve idle parking lot.
The suggestion for determining the priority of SSL scheme is shown in FIG. 2.This is shown in table 50 and shows traveling target
52, the such column of priority 54, title 56 and energy requirement 58.Traveling target is: by the predetermined target 60 of driver, parking
Field 62, urgent park 64, road shoulder 66, right side runway 68, identical runway 70 and emergency braking 72.Title 56 is: SSL A
80, SSL B 82, SSL C 84, SSL D 86, SSL E 88, SSL F 90 and SSL G 92.
Therefore it is shown in Fig. 2 with descending and is built for what the possibility priority for the scheme being transformed into safe condition determined
View.Depending on the state of vehicle, scheme as optimal as possible is selected.Scheme SSL A 80 to SSL E 90 needs to drive function
Energy, turning function and braking function.If such as driving function failure, these schemes are no longer able to implement.Assuming that can delay
Slow to slide to stopping, then scheme SSL E 88 and SSL F 90 need turning function and braking function.If turning function can not
With must then implement the emergency braking according to scheme SSL G 92 at this time.
Assuming that the required sensing device for detecting ambient enviroment works normally, and assume the drop with SSL priority
Low, required energy is also reduced thus.This column of reference energy demand 58.The scheme defined in Fig. 2 and its priority should regard
To suggest, without forcibly should sequentially be realized with this.The traveling target of prespecified, the described scheme of the quantity of the scheme
And priority can be realized by manufacturer or OEM (original equipment manufacturer) and be parameterized in terms of operation reserve.
From now on it is arranged, realizes that a kind of operation reserve of topology independently of energy onboard power system, the operation reserve are logical
It crosses configuration and parameterizes to be matched with vehicle.Here, operation reserve can be adaptive, prediction and on-line optimization
's.Mathematical description of the realization of these operation reserves based on distributed locomotive power grid.
It is assumed that energy onboard power system can be made of maximum up to N (N >=1) a sub- onboard power system, this little onboard power system
It is connected to each other by energy converter/coupler.
Fig. 3 shows sub- onboard power system, which indicates by appended drawing reference 100 on the whole.The diagram is shown
The K output end PL of first sub- onboard power systemOUT_1,k102 and K input terminal PLIN_k,1104, the K of the sub- onboard power system of N is defeated
Outlet PLOUT_n,k106 and K input terminal PLIN_k,n108, the first input end PL of k-th sub onboard power systemOUT_1,k110 and N is defeated
Enter to hold PLIN_n,k112, the first output end PL of K- onboard power systemOUT_k,1114 and N output end PLOUT_k,n116, (1,
K) coupling element 118, (N, K) coupling element 120, (K, 1) coupling element 122, (K, N) coupling element 124, for depositing
Store up the energy Β in k-th sub onboard power systemKComponent 126, in k-th sub onboard power system to the relevant parts R of security-criticalS_K
128, the comfort parts R in k-th sub onboard power systemC_K130 and k-th sub onboard power system in driving part RPR_K 132。
Fig. 4 shows the energy flow diagram of the k-th sub onboard power system 150 corresponding to Fig. 3.The diagram shows sub- onboard power system 1
Energy stream Ε on K output endOUT_1,K152 and sub- onboard power system 1 K input terminal on energy stream EIN_K,1154, sub
Energy stream E on the K output end of onboard power system NOUT_N,KEnergy stream on the K input terminal of 156 and sub- onboard power system N
EIN_K,N158, the energy stream E on the first input end of sub- onboard power system KIN_1,KThe N input terminal of 160 and sub- onboard power system K
On energy stream EIN_N,K162, the energy stream Ε on the first output end of sub- onboard power system KOUT_K,1164 and sub- onboard power system K
N output end on energy stream EOUT_K,N166, power connection (1, K) 168, power connection (N, K) 170, power connection (K,
1) 172 (K, N) 174, energy stream/resource of sub- onboard power system K 176 and affiliated energy stream/demand E are connected with powerB_K
178, in onboard power system K180 it is relevant to security-critical load and affiliated energy stream/demand ERS_K182, son is vehicle-mounted
Comfort load and affiliated energy stream/demand E in power grid K184RC_K186, in onboard power system K188 driving load with
And affiliated energy stream/demand EPR_K190.In addition, showing energy stream EIN_K192 and EOUT_K 194。
Some energy streams and other energy stream in these energy streams are correspondingly shown in the Sang Jitu of Fig. 5: i.e.
ΕOUT_1,K 184、EOUT_N,K 186、EIN_1,K 190、EIN_N,K 192、EIN_K 200、EB_K 202、ERS_K 204、ERC_K 206、
EPR_K 208、EOUT_K210 and coupling element in energy loss EPL_1,K230 and EPL_N,K 232。
As illustrated in FIG. 3, sub- onboard power system K { K ∈ [1 ... N] } can be on input terminal by until N-1 sub- onboard power systems
Pass through energy converter PLIN_{i},K118,120 power supply, sub- onboard power system K is used as " energy place ", and the sub- onboard power system K can
To pass through energy converter PL on the outputOUT_K,{i}124 122, (i ∈ [1 ... N] { K }) gives until N-1 sub vehicle-mounted
Power grid power supply, the sub- onboard power system K are used as " energy source ".
Herein, energy converter can be dc voltage changer, switch, toggle switch (Toggle-Umschalter)
Or the coupling element that can allow for the energy stream between two sub- onboard power systems of any other type.It is η for efficiencyPL_i,K
Coupler energy observation, be applicable in:
EIN_i, K=ηPL_i, KEOUT_i, K (1)
Herein, EOUT_i,KOr EiN_i,KIndicate the energy that sub- onboard power system K is flowed to from sub- onboard power system i.
Assume further that sub- onboard power system K (K ∈ [1 ... N]) can have following component categories (referring to Fig. 3,4 and 5):
Energy content is EB_KEnergy accumulator ΒK
Energy requirement is ERC_KComfort load RC_K
Energy requirement is ERS_KLoad R relevant to security-criticalS_K
Energy requirement is EPR_KDriving load RPR_K
Under the hypothesis, following energy balance formula can be established for each sub- onboard power system:
Only when the two sub- onboard power systems work normally, from sub- onboard power system i is to K or be only from K to the energy stream of i can
Can.The quantity of the sub- onboard power system of all normal works is indicated by OPR (OPeRational).
The target of on-line optimization is: making the energy resource being present in vehicle maximization when reaching traveling target.Thus
It can establish following cost function:
In the cost function established, distinguish between following sub- onboard power system: the sub- onboard power system is source
Or place.If compared with the energy (continue to travel for whole) powered for the component to the sub- onboard power system, in sub- vehicle
It carries in the energy accumulator of power grid and is stored with more energy, then the sub- onboard power system is known as source.Such as the energy of fruit onboard power system
Amount demand is greater than the energy stored in the sub- onboard power system, then the sub- onboard power system is known as place, and must be by other sons
Energy resource lacking in onboard power system offer.All quantity for being the sub- onboard power system in source are by SRC (SouRCe), expression.
Therefore, the cost function established is the institute when reaching target location in all sub- onboard power systems for serving as source and working normally
There is the summation of dump energy resource.Following symbol is used in formula (3):
N: the quantity of sub- onboard power system
EB_i: the energy stored in sub- onboard power system i (i ∈ [1 ... N])
ERS_i: the energy requirement to the relevant load of security-critical being present in sub- onboard power system i (i ∈ [1 ... N])
ERC_i: it is present in the energy requirement of the comfort load in sub- onboard power system i (i ∈ [1 ... N])
EPR_i: it is present in the energy requirement of the driving load in sub- onboard power system i (i ∈ [1 ... N])
EOUT_i,k: from onboard power system i to the energy stream of onboard power system j
Energy balance E is followed in all sub- onboard power systems not failedSPN_K(K ∈ [1 ... N]) (referring to formula (3)) feelings
Under condition, in order to improve efficiency, it is necessary to maximize the cost function established in formula (4), this causes energy loss by energy
Conveying determines that ground minimizes.The group onboard power system either energy accumulator with normal work or at least by another normal
When the sub- onboard power system power supply of work, which is known as non-failed.It is flat that energy is followed for every sub- onboard power system K
Weigh (ESPN_K>=0) it is meant that being so assigned energy resource, so that meeting the energy requirement of component always.
When cost function maximizes, it is necessary to consider: flow into the energy in sub- onboard power system K from sub- onboard power system i
EOUT_i,KConsistently greater than or it is equal to zero, alternatively, flowing into the ENERGY E in sub- onboard power system i from sub- onboard power system KOUT_K,iConsistently greater than
Or it is equal to zero.Thus following secondary conditions are obtained, these secondary conditions must take into account in optimization:
ESPN_K> 0, for (K ∈ 1 ... N) Λ (K ∈ OPR)
E0UT_i,K> 0, for (i, K ∈ 1 ... N) Λ (i ≠ K)
Here, OPR (OPeRational) is expressed as follows the quantity of sub- onboard power system: the sub- onboard power system has normal
The energy accumulator of work can at least be powered by the sub- onboard power system of another normal work.
It is according to the main target of the operation reserve of the method proposed: the energy stream so in optimization vehicle mounted electric network,
So that with driving comfort (i.e. comfort load) as high as possible and (such as speed, acceleration etc. as optimal as possible
Aspect) ride characteristic reaches traveling target as safe as possible.To realize the main target, the data based on prediction will
Energy requirement for continuing traveling is compared in real time or online with existing energy resource.If energy resource is more than
Energy requirement, then traveling target can be reached.Operation reserve does not execute the measure for degrading and only taking for improving efficiency.
If in contrast, energy requirement is more than energy resource, then operation reserve executes degradation measure.Here, as shown in Figure 6,
It is proposed a kind of three level degradation schemes.
Fig. 6 is shown:
1. the first level 300: comfort loads the gradually degradation of (load characteristic)
2. the second level 302: the gradually degradation of ride characteristic
3. third level 304: the gradually degradation of traveling target
Thus, it is possible to which the standard for being assigned value is load characteristic, ride characteristic and traveling target.
Fig. 6 shows the principle process of degradation (appended drawing reference 320) on right side.This is three circulations being nested with one another.It is first
The first initial value (appended drawing reference 322) of predetermined standard.The sequence of these circulations can exchange each other.Go out as shown in FIG. 6,
All classifications (the first level or circulation 328) to degrade firstly for all loads execute optimization.If vehicle-mounted for all sons
Power grid realizes energy balance, then interrupts algorithm.If solution is still not present in the first classification, the second level is executed
All degradations of (second circulation 326) are classified.If finding solution, algorithm is interrupted.If it is not, then being similar to layer
Grade 1 and 2 like that degrades third level (third circulation 324).The calling of the expression majorized function of appended drawing reference 330.
In the first level 300 of degradation schemes, comfort load (load characteristic) is degraded step by step.Each junior's energy
Amount management system (junior EEM) has loaded degradation table in its sub- onboard power system.What is be based on herein is that will load classification
Into different grade or classification.It is that degradation table can have load until M grade, these grades can be arbitrarily true by OEM
It is fixed.The grade of load indicates priority simultaneously.If energy requirement is more than existing energy resource, load is degraded step by step
Or shutdown.Here, the M grade of load is degraded first.Degrade to load always, until in the sub- vehicle of each normal work
It carries in power grid, energy balance is realized for the duration for continuing traveling, that is to say, that ESPN_K>=0, wherein K ∈ [1 ... N])
(referring to Fig. 6).
If energy balance can not be realized by the degradation of load, make to go in the second level 302 of degradation schemes
Sail characteristic degradation.The degradation of ride characteristic equally realizes step by step, and can be in multiple classifications from normal ride characteristic
Degradation is defined to slow ride characteristic.The definition of ride characteristic (i.e. speed, acceleration etc.) and classification realized by OEM and
It is correspondingly configured in operation reserve.For each degradation of ride characteristic, (the ginseng of degradation step by step of load (load characteristic) is executed
See Fig. 6).Degrade in the first level 300 and the second level 302 always, until in the sub- vehicle mounted electric of all normal works
Energy balance is realized for continuing the duration of traveling in net.
If energy balance can not be realized by the degradation in the first level 300 and the second level 302, in degradation side
Traveling target is set to degrade in the third level 304 of case.The priority of the definition of classification, quantity and traveling target determines can also be with
It is realized by OEM, and mutually copes with it by configuring in operation reserve and account for.For each of in third level 304
Degrade classification, and ride characteristic (the second level 302) and load characteristic (the first level 300) are degraded step by step.Always first
Degrade in level 300, the second level 302 and third level 304, until realizing energy for the duration for continuing traveling
It balances (referring to Fig. 6).One example is shown in FIG. 7.
Fig. 7 shows an example of the embodiment of three level degradation schemes.The diagram is shown with a column step 402
Table 400, in the column, for 404 record group M410 of load characteristic, group M-1 412 to group 1 414, for ride characteristic 416
It records normal 420 to slow 422 and SSL A 430, SSL B 432 to SSL G 434 is recorded for traveling target 426.Most
A line 440 shows the result of optimization afterwards: whether i.e. current degradation classification (load characteristic, ride characteristic and traveling target) can
Realization continues to travel by current SSL.By the degradation schemes, can be realized according to current onboard power system state: still
The comfort 450 of maximum possible, the optimality of the still maximum possible of ride characteristic and still most pacifying corresponding to SSL priority
The vehicle is transformed into safe condition (dead ship condition) by full place.
In the example in figure 7 as can be seen that from the initial value SSL A430 (mesh i.e. predetermined by driver of traveling target
Mark pre- prespecified), setting out starts to carry out for the comfort load (group M 410) of normal ride characteristic 420 and all connections
Optimization.For the sub- onboard power system of all normal works, only in (the i.e. traveling to parking of traveling target SSL B 432
), slow ride characteristic 422 and the classification of load connected or just realize energy balance in the case where organizing 1 414.It is this to match
It sets while indicating that the comfort of maximum possible and ride characteristic as optimal as possible, the comfort and ride characteristic allow
Up to most probable traveling target.
Only when finding the solution of optimization problem, operation reserve ability operating element.Then it also correspondingly manipulates motor-driven
Vehicle.The level of degradation can exchange each other.If OEM is dedicated to the comfort of maximum possible and is not dedicated to continuing traveling extremely
Traveling target as safe as possible can then exchange the level of degradation.
Illustrated block optimization (referring to Fig. 6) will hereinafter be carried out with an example, which optimizes the solution for showing optimization problem 4
Scheme.Assuming that a kind of onboard power system topology being made of four onboard power systems.
For this purpose, Fig. 8 shows onboard power system 500, which has the first sub- onboard power system 502, the second sub- vehicle mounted electric
The sub- onboard power system 506 of net 504, third and the 4th sub- onboard power system 508.First sub- onboard power system 502 is converted by DC voltage
Device 510 is connect with the second sub- onboard power system 504.Second sub- onboard power system 504 passes through dc voltage changer 512 and the sub- vehicle of third
Power grid 506 is carried to connect.4th sub- onboard power system 508 passes through toggle switch 520 and the second sub- onboard power system and the sub- vehicle mounted electric of third
Net 504 and 506 connects.The loaded energy requirement of institute in sub- onboard power system K (K ∈ [1 ... 4]) is by ELOAD{K}It indicates.Son
The summation of all energy resources in onboard power system K (K ∈ [1 ... 4]) is by EBAT{K}It indicates.It is vehicle-mounted from sub- onboard power system i to son
The efficiency of the energy stream of power grid j (i, j ∈ [1 ... 4]) is by η{i},{j}It indicates.Here, EAVB{K}Represent realization energy balance
ESPN_K(K ∈ [1 ... 4]) and energy extra in sub- onboard power system K, and EREQ{K}It represents and realizes energy balance ESPN_K
(K ∈ [1 ... 4]) and the energy lacked in sub- onboard power system K.It is assumed that predictably being asked for given traveling target
Energy requirement and existing energy resource have been taken, and their value is shown in FIG. 9:
Fig. 9 shows the striked predicted value of energy resource and energy consumption in curve graph 600.The diagram shows
One sub- onboard power system 602, the second sub- onboard power system 604, the sub- onboard power system 606 of third and the 4th sub- onboard power system 608.
The energy consumption or energy resource of first sub- onboard power system 602 are:
EBAT1=5.8kWh
ELOAD1=3.1kWh
EAVB1=2.7kWh
The energy consumption or energy resource of second sub- onboard power system 604 are:
EBAT1=1.7kWh
ELOAD2=2.6kWh
EREQ2=0.9kWh
The energy consumption or energy resource of the sub- onboard power system 606 of third are:
EBAT3=1.2kWh
ELOAD3=0.5kWh
EAVB3=0.7kWh
The energy consumption or energy resource of 4th sub- onboard power system 608 are:
EBAT4=0.0kWh
ELOAD4=0.4kWh
EREQ4=0.4kWh
In addition, being illustrated by the first double-head arrow 620: energy transmission can realize bidirectionally, for from sub- onboard power system 2
(PN2) to the energy stream of sub- onboard power system 1 (PN1), efficiency is η12=80%, for vehicle-mounted from sub- onboard power system 2 (PN2) to son
The energy stream of power grid 1 (PN1), efficiency are η21=70%.By other double-head arrow 622,624 and 626, same explanation is corresponding
Energy stream that can be two-way between sub- onboard power system.Here, the corresponding efficiency of energy stream is η24=90% (from PN2 to PN4's
Energy stream) and η42=90% (from PN4 to the energy stream of PN2), η34=70% (from PN3 to the energy stream of PN4) and η43=70%
(from PN4 to the energy stream of Ρ Ν 3), η23=85% (from PN2 to the energy stream of PN3) and η32=90% (from PN3 to the energy of PN2
Amount stream).
In the first sub- onboard power system and the sub- onboard power system 602 and 606 of third, existing energy resource is more than energy requirement
(referring to Fig. 9).In the second sub- onboard power system and the 4th sub- onboard power system 604 and 608, energy requirement is provided more than existing energy
Source.Therefore, according to definition before, the first sub- onboard power system and the sub- onboard power system 602 and 606 of third are sources, and the second son is vehicle-mounted
Power grid and the 4th sub- onboard power system 604 and 608 are places.Therefore, it is necessary to which energy is vehicle-mounted from the first sub- onboard power system and third
Power grid 602 and 606 is delivered to the second sub- onboard power system and the 4th sub- onboard power system 604 and 608.
It is assumed that dc voltage changer can (i.e. noenergy be transmitted, forward energy transmission or backward energy in three modes
Transmission).Toggle switch (can be connect with the second sub- onboard power system or the sub- onboard power system 604 or 606 of third in two states
In the case of) operation.18 (=3*3*2) a possible operating point in total is obtained as a result,.6 only in this 18 operating points
The energy balance in all sub- onboard power systems just may be implemented in operating point, this is then being shown in FIG. 10.
Figure 10 shows possible solution for optimization problem.The diagram is with six boxes 700,702,704,706,708
Four sub- onboard power systems 602,604,606 and 608 are shown respectively with 710.
Suitable for the first box 700:
First arrow 720: from PN1 to the energy stream of the 1.681kWh of PN2
Second arrow 722: from PN2 to the energy stream of the 0.444kWh of PN4
Mode dc electric pressure converter 510 (Fig. 8): positive
Mode dc electric pressure converter 512 (Fig. 8): it disconnects
Mode toggle switch 520 (Fig. 8): it is connect with network 2
At the end of SSL in onboard power system there are still ENERGY ETOT.END: 1.719kWh
Suitable for the second box 702:
First arrow 730: from PN1 to the energy stream of the 1.125kWh of PN2
Second arrow 732: from PN3 to the energy stream of the 0.571kWh of PN4
Mode dc electric pressure converter 510 (Fig. 8): forward
Mode dc electric pressure converter 512 (Fig. 8): it disconnects
Mode toggle switch 520 (Fig. 8): it is connect with network 3
At the end of SSL in onboard power system there are still ENERGY ETOT.END: 1.704kWh
Suitable for third box 704:
First arrow 740: from PN1 to the energy stream of the 1.681kWh of PN2
Second arrow 742: from PN2 to the energy stream of the 0.444kWh of PN4
Third arrow 744: from PN2 to the energy stream of the 0.0kWh of PN3
Mode dc electric pressure converter 510 (Fig. 8): forward
Mode dc electric pressure converter 512 (Fig. 8): forward
Mode toggle switch 520 (Fig. 8): it is connect with network 2
At the end of SSL in onboard power system there are still ENERGY ETOT.END: 1.719kWh
Suitable for fourth block 706:
First arrow 750: from PN1 to the energy stream of the 1.125kWh of PN2
Second arrow 752: from PN2 to the energy stream of the 0.0kWh of PN3
Third arrow 754: from PN3 to the energy stream of the 0.571kWh of PN4
Mode dc electric pressure converter 510 (Fig. 8): forward
Mode dc electric pressure converter 512 (Fig. 8): forward
Mode toggle switch 520 (Fig. 8): it is connect with network 3
At the end of SSL in onboard power system there are still ENERGY ETOT.END: 1.704kWh
Suitable for the 5th box 708:
First arrow 760: from PN1 to the energy stream of the 0.937kWh of PN2
Second arrow 762: from PN2 to the energy stream of the 0.444kWh of PN4
Third arrow 764: from PN3 to the energy stream of the 0.70kWh of PN2
Mode dc electric pressure converter 510 (Fig. 8): forward
Mode dc electric pressure converter 512 (Fig. 8): backward
Mode toggle switch 520 (Fig. 8): it is connect with network 2
At the end of SSL in onboard power system there are still ENERGY ETOT.END: 1.763kWh
Suitable for the 6th box 710:
First arrow 770: from PN1 to the energy stream of the 0.988kWh of PN2
Second arrow 772: from PN3 to the energy stream of the 0.129kWh of PN2
Third arrow 774: from PN3 to the energy stream of the 0.571kWh of PN4
Mode dc electric pressure converter 510 (Fig. 8): forward
Mode dc electric pressure converter 512 (Fig. 8): backward
Mode toggle switch 520 (Fig. 8): it is connect with network 3
At the end of SSL in onboard power system there are still ENERGY ETOT.END: 1.712kWh
As seen from Figure 10, target (E is reachedTOT.END) when, for the operating point according to the 5th box 708, own
The summation of energy resource is maximum: in the operating point, (energy is from the first sub- vehicle mounted electric forward by dc voltage changer 510=
Net 502 is transmitted to the second sub- onboard power system 504), (energy is from the sub- onboard power system 506 of third backward by dc voltage changer 512=
It is transmitted to the second sub- onboard power system 504) and toggle switch 520=network 2 (the second sub- onboard power system 504 and the 4th sub- vehicle mounted electric
Net 508 connects).
Claims (13)
1. a kind of method for running the onboard power system in motor vehicle (26,500), in the method, exploitation is for described
The operation strategy of onboard power system (26,500), wherein consider at least one standard, wherein for each standard, will be worth according to it
Priority (54) stores in order, wherein first checks for: at least one described standard, whether selected value should be abided by
It keeps, mode is: according to selected standard, the energy requirement for being used to continue traveling being compared with existing energy resource
Compared with, and for the case where energy requirement is more than the energy resource, according to the sequence distributed will it is described at least one
The value of at least one of standard degrades at least once, and repeats the process always, until the energy requirement is by described
Resource covering.
2. according to the method described in claim 1, in the method, by traveling target (52,426), ride characteristic (416)
And/or load characteristic (404) is considered as at least one standard.
3. method according to claim 1 or 2, the method uses in the scope of adaptive security scheme, and institute
Method is stated for being transformed into the motor vehicle in safe condition.
4. according to the method in any one of claims 1 to 3, in the method, if energy requirement and energy resource
Comparison show that the energy requirement is covered by the resource, then in the value considering the standard, the comparison is based on
In the case of manipulate the motor vehicle.
5. method according to claim 1 to 4, in the method, onboard power system (26, the 500) packet
Include multiple sub- onboard power systems (20,22,24,100,150,502,504,506,508,602,604,606,608), wherein for
Every sub- onboard power system (20,22,24,100,150,502,504,506,508,602,604,606,608) establishes energy balance,
And consider between the sub- onboard power system (20,22,24,100,150,502,504,506,508,602,604,606,608)
Energy stream.
6. according to the method described in claim 5, in the method, the energy stream is so controlled, so that realizing energy point
The optimization matched, and the energy balance of entire onboard power system (26,500) is therefore made to become best.
7. method according to any one of claim 1 to 6 executes the method in case of a failure, and
In the method, the motor vehicle is transformed into safe condition.
8. method according to any one of claim 1 to 7 in the method will be described in the first level (300)
Load characteristic (404) degrades, and the ride characteristic (406) degrades in subsequent the second level (302), and last
The traveling target (52,426) are degraded in third level (304).
9. according to the method described in claim 8, in the method, after degrading in the third level (304), first
Degrade in second level (302) or in first level (300).
10. method according to any one of claim 1 to 9 based on the data predicted, will be used in the method
It is compared in real time in the energy requirement for continuing traveling with existing energy resource.
11. one kind is arranged for carrying out according to claim 1 extremely for running the device of onboard power system (26,500), described device
Method described in any one of 10.
12. a kind of computer program with program code unit, the setting of said program code unit for when computing unit,
Implement side according to any one of claim 1 to 10 when especially running the computer program on mobile computing unit
Method.
13. a kind of machine readable storage medium, the storage medium has to be stored according to claim 12 on it
Computer program.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102016220957.4 | 2016-10-25 | ||
| DE102016220957.4A DE102016220957A1 (en) | 2016-10-25 | 2016-10-25 | Method for operating a vehicle electrical system |
| PCT/EP2017/072583 WO2018077518A1 (en) | 2016-10-25 | 2017-09-08 | Method for operating an on-board power supply system |
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|---|---|
| EP (1) | EP3532346A1 (en) |
| CN (1) | CN109963750A (en) |
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| WO (1) | WO2018077518A1 (en) |
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| FR3080073B1 (en) * | 2018-04-12 | 2020-12-18 | Psa Automobiles Sa | AUXILIARY ELECTRICAL POWER SUPPLY FOR VEHICLE |
| DE102020200249A1 (en) | 2020-01-10 | 2021-07-15 | Robert Bosch Gesellschaft mit beschränkter Haftung | Method for operating a fuel cell system |
| EP4101676A1 (en) * | 2021-06-09 | 2022-12-14 | Volvo Car Corporation | Monitoring system for a vehicle |
| DE102021205851A1 (en) | 2021-06-10 | 2022-12-15 | Robert Bosch Gesellschaft mit beschränkter Haftung | Method for operating an on-board network |
| DE102021208257A1 (en) | 2021-07-29 | 2023-02-02 | Robert Bosch Gesellschaft mit beschränkter Haftung | Method for operating an on-board network |
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|---|---|---|---|---|
| US20040124703A1 (en) * | 2002-10-15 | 2004-07-01 | Denso Corporation | Method and apparatus for driving and controlling on-vehicle loads |
| EP1626322A1 (en) * | 2004-08-10 | 2006-02-15 | Robert Bosch GmbH | Method for managing the energy demand of electrical consumers in a electric Network |
| CN102271956A (en) * | 2009-01-07 | 2011-12-07 | 罗伯特·博世有限公司 | Method for operating an on-board power network having at least two on-board sub-networks |
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|---|---|---|---|---|
| DE19838248A1 (en) * | 1998-08-22 | 2000-03-02 | Volkswagen Ag | Process for controlling electrical consumers |
| DE19857916A1 (en) * | 1998-12-15 | 2000-06-21 | Bosch Gmbh Robert | Method and device for controlling electrical consumers in a vehicle |
| DE10145270B4 (en) * | 2001-09-14 | 2006-05-04 | Audi Ag | Energy management device and method for energy management in a vehicle |
| US10479298B2 (en) * | 2014-09-08 | 2019-11-19 | Mahindra Electric Mobility Limited | Intelligent determination and usage of energy in energy systems |
-
2016
- 2016-10-25 DE DE102016220957.4A patent/DE102016220957A1/en active Pending
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2017
- 2017-09-08 CN CN201780066151.9A patent/CN109963750A/en active Pending
- 2017-09-08 EP EP17768410.7A patent/EP3532346A1/en not_active Withdrawn
- 2017-09-08 WO PCT/EP2017/072583 patent/WO2018077518A1/en unknown
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20040124703A1 (en) * | 2002-10-15 | 2004-07-01 | Denso Corporation | Method and apparatus for driving and controlling on-vehicle loads |
| EP1626322A1 (en) * | 2004-08-10 | 2006-02-15 | Robert Bosch GmbH | Method for managing the energy demand of electrical consumers in a electric Network |
| CN102271956A (en) * | 2009-01-07 | 2011-12-07 | 罗伯特·博世有限公司 | Method for operating an on-board power network having at least two on-board sub-networks |
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| WO2018077518A1 (en) | 2018-05-03 |
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