CN112238758A - Vehicle and method for operating a vehicle - Google Patents

Vehicle and method for operating a vehicle Download PDF

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Publication number
CN112238758A
CN112238758A CN202010691880.7A CN202010691880A CN112238758A CN 112238758 A CN112238758 A CN 112238758A CN 202010691880 A CN202010691880 A CN 202010691880A CN 112238758 A CN112238758 A CN 112238758A
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CN
China
Prior art keywords
electrical energy
energy accumulator
vehicle
inverter
preparation
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202010691880.7A
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Chinese (zh)
Inventor
C·沃尔
P·迈尔
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of CN112238758A publication Critical patent/CN112238758A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • 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
    • B60L58/22—Balancing the charge of battery modules
    • 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
    • B60R16/033—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 characterised by the use of electrical cells or 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
    • H02J7/0025—Sequential battery discharge in systems with a plurality 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
    • H02J7/0063—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1423—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple 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
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • H02J9/066—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems characterised by the use of dynamo-electric machines
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Abstract

The invention relates to a vehicle (1) and to a method for operating a vehicle (1) having at least one first electrical energy accumulator (7), a second electrical energy accumulator (11), a third electrical energy accumulator (9), a first electric motor (2) having a first inverter (3), and a second electric motor (17) having a second inverter (16), wherein the first inverter (3) can be electrically conductively connected to the first electrical energy accumulator (7) and/or the third electrical energy accumulator (9), wherein the second inverter (16) can be electrically conductively connected to the second electrical energy accumulator (11) and/or the third electrical energy accumulator (9).

Description

Vehicle and method for operating a vehicle
Technical Field
The invention relates to a vehicle and a method for operating a vehicle.
Background
WO 2016/062284 a1 describes a switching method for at least two batteries for driving an electric motor.
US 2016/0617678 a1 describes a vehicle with an electric motor that can be connected either with a lithium ion battery or with a supercapacitor.
Disclosure of Invention
The vehicle has at least one first electrical energy accumulator, a second electrical energy accumulator, a third electrical energy accumulator, a first electric motor having a first inverter, and a second electric motor having a second inverter. The invention is based on the vehicle being characterized in that the first inverter can be electrically conductively connected to the first electrical energy accumulator and/or the third electrical energy accumulator, wherein the second inverter can be electrically conductively connected to the second electrical energy accumulator and/or the third electrical energy accumulator.
The background of the invention is that the first or second electrical energy accumulator can be replaced by a third electrical energy accumulator in the event of a failure. In this case, the power of the electrical energy accumulator can be selected just so much that the vehicle can be driven by the first and second electric motors.
The service life of the electrical energy accumulator can advantageously be extended. For this purpose, the electrical energy accumulator can be replaced periodically. If the state of charge of the activated electrical energy store falls below the state of charge limit value, it is replaced by an electrical energy store which was not activated at that time. The inactive electrical energy store can be at rest or be equalized or charged during driving and can replace the active electrical energy store again at a later time when the active electrical energy store has a critical operating state or a state of charge below a state of charge limit value.
Further advantageous embodiments of the invention are the subject matter of the dependent claims.
According to an advantageous embodiment, the vehicle has a drive shaft and a transmission, wherein the drive shaft can be connected to the first electric motor and/or the second electric motor by means of the transmission, in particular wherein the transmission is designed as an aggregate transmission and/or a coupling transmission. Thereby, the drive shaft can be driven simultaneously by the first electric motor or by the second electric motor or by both the first and the second electric motor.
Furthermore, it is advantageous if the first inverter can be electrically conductively connected to the first electrical energy accumulator and/or the third electrical energy accumulator by means of a switching element. For this purpose, the switching element is arranged between the first inverter and the first electrical energy store or between the first inverter and the third electrical energy store. By means of the switching element, the first electrical energy accumulator can be automatically replaced by a third electrical energy accumulator. In this way, the vehicle can be driven further in the event of a failure of the first electrical energy accumulator, at least up to an emergency stop or parking area, without having to replace the electrical energy accumulator with a tool. Furthermore, the first and third electrical energy stores can be connected alternately to the first inverter, so that the service life of the electrical energy stores can be extended.
The second inverter can advantageously be electrically conductively connected to the second electrical energy accumulator and/or the third electrical energy accumulator by means of a further switching element. For this purpose, the further switching element is arranged between the second inverter and the second electrical energy store or between the second inverter and the third electrical energy store. By means of the further switching element, the second electrical energy accumulator can be automatically replaced by the third electrical energy accumulator. In this way, the vehicle can be driven further in the event of a failure of the second electrical energy accumulator, at least up to an emergency stop or parking area, without having to replace the electrical energy accumulator with a tool. Furthermore, the second and third electrical energy stores can be connected alternately to a second inverter, so that the service life of the electrical energy stores can be extended.
Furthermore, it is advantageous if the vehicle has a control unit, which is connected to the switching element and the electrical energy accumulator in a signal-transmitting manner. As a result, the sensor of the electrical energy accumulator can be evaluated by means of the control unit and the switching element can be actuated on the basis of the evaluation.
The control unit is advantageously designed as a central control unit for the vehicle, which is connected to the inverter, the sensors and the operator control interface of the vehicle in a signal-transmitting manner.
The control unit is advantageously designed to actuate the switching element. This enables a defective electrical energy store or an electrical energy store with a low state of charge to be automatically replaced.
Furthermore, it is advantageous if the control unit is designed to receive and evaluate signals from sensors of the electrical energy accumulator. The signal can thus be used to actuate the switching element as a function of the operating state of the electrical energy accumulator.
In this case, it is advantageous if the control unit is designed to recognize an imminent operating state of the activated electrical energy accumulator or a state of charge below a state of charge limit value and to activate the switching element in such a way that, instead of an activated electrical energy accumulator having an imminent operating state or a state of charge below a state of charge limit value, the deactivated electrical energy accumulator is connected to the first or second inverter. This enables a defective electrical energy store or an electrical energy store with a low state of charge to be automatically replaced.
According to a further advantageous embodiment, the first and second and third electrical energy accumulators are of the same type. In this case, it is advantageous if the first electric motor and the first inverter or the second electric motor and the second inverter can also be operated without change as a third electric energy accumulator as a backup for the first or second electric energy accumulator. The settings on the respective inverter can thereby advantageously be kept constant.
According to an alternative advantageous embodiment, the third electrical energy accumulator has a larger storage capacity than the first and second electrical energy accumulators, in particular wherein the storage capacity of the third electrical energy accumulator corresponds to the sum of the storage capacities of the first and second electrical energy accumulators, in particular wherein the first and second electrical energy accumulators are of the same type. In this way, the first and second electrical energy stores can be completely replaced by the third electrical energy store. As a result, the first and second electrical energy stores can be replaced by the third electrical energy store during driving and, in the inactive state, are balanced or charged or relaxed.
The method is used for operating a vehicle, in particular as described above or according to one of the claims relating to a vehicle, having at least one electric motor with an inverter and a first, a second and a third electric energy accumulator. The method according to the invention is characterized in that the electric motor is supplied with power by at least one electric energy accumulator as an active electric energy accumulator and one or more other electric energy accumulators are inactive, wherein the operating state of the electric energy accumulator is detected and evaluated, wherein an active electric energy accumulator is replaced by an inactive electric energy accumulator if a critical operating state or a state of charge limit value below is determined for the active electric energy accumulator.
The background of the invention is that the vehicle can be operated further in the event of a failure of the activated electrical energy accumulator or a low charging state. In this case, the vehicle can also be driven at least as far as an emergency stop or parking area without having to replace the electrical energy accumulator by means of a tool.
The state of charge limit value is advantageously greater than 20% and less than 60%, in particular greater than 30% and less than 50%, of the maximum state of charge of the respective electrical energy accumulator, preferably 40% of the maximum state of charge of the respective electrical energy accumulator. The service life of the electrical energy accumulator can thereby be extended. Furthermore, an electrical energy store which has become inactive due to its low state of charge can be reactivated when a critical operating state of the active electrical energy store occurs.
According to an advantageous embodiment, in order to replace an activated electrical energy accumulator having a critical operating state or a state of charge below a state of charge limit value, the electrical energy accumulator is separated from the inverter and becomes deactivated, and the deactivated electrical energy accumulator is then connected to the inverter and becomes activated instead of an electrical energy accumulator having a critical operating state or a state of charge below a state of charge limit value. This enables a defective electrical energy store or an electrical energy store with a low state of charge to be automatically replaced.
In this case, it is advantageous to switch the activated electrical energy accumulator to a currentless state or to limit the current of the electrical energy accumulator after it has been determined that it has a critical operating state, in particular wherein the current is less than 40A, in particular less than 20A. In this case, the disconnection of the electrical energy accumulator is not carried out under load, but rather, for example, in a standstill of the vehicle, for example, at a lighting device.
Furthermore, it is advantageous to adapt the charging states of the two inactive electrical energy stores to one another, in particular passively, during operation of the vehicle. As a result, the service life of the electrical energy accumulator and the travel distance of the vehicle can be increased.
Advantageously, at least one inactive electrical energy accumulator is charged during driving, in particular in a regenerative or inductive manner. In this case, it is advantageous if the high charging current during regeneration or rapid charging is less damaging to the inactive electrical energy accumulator than to the active electrical energy accumulator, since the inactive electrical energy accumulator has a lower temperature than the active electrical energy accumulator and can be rested before charging or between two regeneration processes.
Furthermore, it is advantageous that, after charging all the electrical energy stores, the first inactive electrical energy store first becomes active after a previous charging of all the electrical energy stores, in particular wherein the electrical energy stores become active periodically. Thus, the vehicle is always started up with at least one further electrical energy accumulator or a further combination of electrical energy accumulators. As a result, the load of the electrical energy accumulator due to a cold start can be reduced, since the number of cold starts and thus the load are distributed uniformly over the electrical energy accumulator.
Furthermore, it is advantageous to replace an activated electrical energy accumulator having critical operating states by an inactive electrical energy accumulator having a state of charge below a state of charge limit value. The charging state of the inactive electrical energy accumulator is thus selected such that it can also be used for emergency operation of the vehicle. Thereby improving the safety of the vehicle.
The above-described embodiments and developments can be combined with one another as far as they are relevant. Further possible configurations, developments and embodiments of the invention also include combinations of features of the invention described above or below with respect to the exemplary embodiments, which are not explicitly mentioned. In particular, the person skilled in the art will add individual aspects as modifications or additions to the basic form of the invention.
Drawings
The invention is explained in the following paragraphs with the aid of exemplary embodiments from which further features according to the invention can be derived, but the invention is not limited to these features within its scope. Embodiments of which are shown in the drawings. Wherein:
fig. 1 shows a schematic representation of a drive train of a first exemplary embodiment of a vehicle 1 according to the invention; and is
Fig. 2 shows a flow chart of a method 100 according to the invention for operating a vehicle 1.
Detailed Description
Fig. 1 shows a drive train of the vehicle 1 according to the invention.
The drive train of the first exemplary embodiment of the vehicle 1 has:
-a drive shaft 18 for driving the drive shaft,
-a transmission mechanism 19 for transmitting the rotational movement of the motor,
-a first electric motor 2 for driving the motor,
-a second electric motor 17 for driving the motor,
a first electrical energy accumulator 7,
a second electric accumulator 11,
a third electric accumulator 9,
-a first inverter 3 for converting the voltage of the first inverter,
-a second inverter 16 for converting the voltage of the alternating current,
-a first switching element 4 for switching the first switching element,
-a second switching element 5 which is,
-a third switching element 6 which is,
a fourth switching element 8 which is connected to the first switching element,
a fifth switching element 12 which is connected to the first switching element,
a sixth switching element 13,
a seventh switching element 14 which is connected to the first switching element,
an eighth switching element 15 and
a control unit 10.
The drive shaft 18 can be connected, in particular coupled, to the first electric motor 2 and/or the second electric motor 17 by means of a transmission 19. The drive shaft 18 can be driven by means of the first electric motor 2 and/or the second electric motor 17.
The gear mechanism 19 is designed as a coupling gear mechanism and/or as an aggregate gear mechanism.
The first electric motor 2 is electrically conductively connected to a first inverter 3. In this case, the first electric motor 2 is fed by a first inverter 3.
The first inverter 3 can be connected to a third electrical energy store 9 by means of a first switching element 4 and a fourth switching element 8. The first inverter 3 can be connected to a first electrical energy accumulator 7 by means of a second switching element 5 and a third switching element 6.
The first inverter 3 is designed to generate an alternating voltage for the first electric motor 2 from the direct voltage of the first electrical energy accumulator 7 and/or the third electrical energy accumulator 9.
The second electric motor 17 is electrically conductively connected to the second inverter 16. The second electric motor 17 is fed by a second inverter 16.
The second inverter 16 can be connected to the third electrical energy store 9 by means of the fifth switching element 12 and the eighth switching element 15. The second inverter 16 can be connected to the second electrical energy store 11 by means of a sixth switching element 13 and a seventh switching element 14.
The second inverter 16 is designed to generate an ac voltage for the second electric motor 17 from the dc voltage of the second electric energy accumulator 11 and/or the third electric energy accumulator 9.
Preferably, the first electrical energy accumulator 7, the second electrical energy accumulator 11 and the third electrical energy accumulator 9 are of the same type, in particular they have the same storage capacity and/or the same maximum voltage and/or the same maximum charging current and/or the same maximum discharging current.
Alternatively, the third electrical energy accumulator 9 has a larger storage capacity than the first electrical energy accumulator 7 and the second electrical energy accumulator 11, preferably the storage capacity of the third electrical energy accumulator 9 is double the storage capacity of the first or second electrical energy accumulator (7, 11), and/or the storage capacity of the third electrical energy accumulator 9 corresponds to the sum of the storage capacities of the first and second electrical energy accumulators (7, 11).
The control unit 10 controls the first switching element 4, the second switching element 5, the third switching element 6, the fourth switching element 8, the fifth switching element 12, the sixth switching element 13, the seventh switching element 14 and/or the eighth switching element 15. For this purpose, the control unit 10 is connected to the switching elements (4, 5, 6, 8, 12, 13, 14, 15) in a signal-transmitting manner.
The control unit 10 is preferably designed as a central control unit of the vehicle 1. As a central control unit of the vehicle 1, the control unit 10 is connected to the inverters (3, 16), sensors and control interfaces of the vehicle 1 in a signal-transmitting manner.
In a further exemplary embodiment of the vehicle, which is not shown in the figures, the vehicle additionally has a further drive shaft which, like the drive shaft, can be driven by two further electric motors by means of a further transmission, the further inverters of which can each be connected to a further electric energy accumulator and/or a redundant electric energy accumulator associated with the further inverter. In this case, it is also possible for the third electrical energy accumulator 9 to function as a redundant electrical energy accumulator. In this case, the vehicle has four electric motors, four inverters and five electrical energy stores.
Fig. 2 shows a flow chart of a method according to the invention for operating a vehicle 1. The vehicle 1 has at least one first and one second electric motor (2, 17), a first and a second inverter (3, 16), a first, a second and a third electric energy accumulator (7, 9, 11) and switching elements (4, 5, 6, 8, 12, 13, 14, 15).
In a first method step 101, the first electrical energy accumulator 7 is connected to the first inverter 3, and the second electrical energy accumulator 11 is connected to the second inverter 16. The third electrical energy accumulator 9 is arranged electrically insulated from the inverters (3, 16).
In a second method step 102, the vehicle is driven by means of the first and/or second electric motor (2, 17), wherein the operating state of the electrical energy accumulator (7, 11) is monitored.
In a third method step 103, a critical operating state or a situation below a state of charge limit value of the first and/or second electrical energy store (7, 11) is determined, in particular in which the state of charge is less than 40% of a maximum state of charge.
In a fourth method step 104, one or more electrical energy stores (7, 11) having critical operating states are separated from the respective inverter (3, 16). For this purpose, the respective electrical energy store (7, 11) is switched to a currentless state or at least limited in terms of current, in particular wherein the current is less than 20A.
In a fifth method step 105, instead of the electrical energy store (7, 11) having a critical operating state or a state of charge below a state of charge limit value, the inactive electrical energy store (7, 9, 11), in particular the third electrical energy store 9, is connected to the respective inverter (3, 16). If two of the electrical energy stores (7, 9, 11), in particular the first and second electrical energy stores (7, 11), simultaneously have a critical operating state, the inactive electrical energy stores (7, 9, 11), in particular the third electrical energy store 9, are connected to the first or second inverter (3, 16) and only drive the electric motor (2, 17) associated with the respective inverter (3, 16).
According to an alternative embodiment of the method 100 according to the invention, in an alternative fourth method step 104, the first and second electrical energy stores (7, 11) are always separated from the respective inverter (3, 16), even if only one of the two electrical energy stores (7, 11) has a critical operating state or a state of charge below a state of charge limit value. In an alternative fifth method step 105, the third electrical energy accumulator 9 is then connected to the first and second inverters (3, 16) for driving the first and second electric motors (2, 17).
In a sixth method step 106, during the supply of the first and/or second inverter (3, 16) by the active electrical energy store (7, 9, 11), in particular by the third electrical energy store 9, the two inactive electrical energy stores (7, 9, 11), in particular the first and second electrical energy stores (7, 11), are connected to each other in an electrically conductive manner and the charging state is equalized.
As an alternative to the sixth method step 106, in a seventh method step 107 the inactive or inactive electrical energy store (7, 9, 11), in particular the first and/or second electrical energy store (7, 11), is charged, in particular is charged in a regenerative or inductive manner.
In an eighth method step 108, it is determined that the electrical energy store (7, 9, 11) has a critical operating state or a state of charge below a state of charge limit value, which is different from the third method step 103, and the method is subsequently continued with a fourth method step 104.
The method can also be applied to a drivetrain having only one single electric motor, a single inverter and three electric accumulators. In this case, the inverter can be connected to each of the electrical energy stores in an electrically conductive manner and the electric motor can be fed simultaneously from one or both electrical energy stores.
Critical operating states of the electrical energy accumulator are, for example, an overvoltage or a too high or too low temperature of the electrical energy accumulator.
The active electrical energy accumulator is an electrical energy accumulator which is electrically conductively connected to at least one of the inverters for feeding at least one of the electric motors. In contrast, an inactive electrical energy store is an electrical energy store by which no electric motor is fed at this point in time. However, an inactive electrical energy accumulator can be connected in an electrically conductive manner to at least one of the inverters for receiving regenerative energy from at least one of the electric motors.
An "electrical energy accumulator" is understood here to mean, in particular, a chargeable energy accumulator having electrochemical energy storage cells and/or an energy storage module having at least one electrochemical energy storage cell and/or an energy storage group having at least one energy storage module. The energy storage cell can be designed as a lithium-based battery cell, in particular as a lithium-ion battery cell. Alternatively, the energy storage cell is designed as a lithium polymer battery cell or a nickel metal hydride battery cell or a lead-acid battery cell or a lithium air battery cell or a lithium sulfur battery cell.
"vehicle" here means a land vehicle, in particular a passenger car or a bus or a truck or a mobile work machine or a driverless transport system or a watercraft or an aircraft. The vehicle can be configured as an autonomously controllable structure.

Claims (16)

1. A vehicle (1) having at least one first electrical energy accumulator (7), a second electrical energy accumulator (11), a third electrical energy accumulator (9), a first electric motor (2) having a first inverter (3) and a second electric motor (17) having a second inverter (16),
it is characterized in that the preparation method is characterized in that,
the first inverter (3) can be electrically conductively connected to the first electrical energy accumulator (7) and/or the third electrical energy accumulator (9),
wherein the second inverter (16) can be electrically conductively connected to the second electrical energy accumulator (11) and/or the third electrical energy accumulator (9).
2. A vehicle (1) according to claim 1,
it is characterized in that the preparation method is characterized in that,
the vehicle (1) has a drive shaft (18) and a transmission (19), wherein the drive shaft (18) can be connected to the first electric motor (2) and/or the second electric motor (17) by means of the transmission (19),
in particular, the gear mechanism (19) is designed as an aggregate gear mechanism and/or a coupling gear mechanism.
3. A vehicle (1) according to any of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the first inverter (3) can be electrically conductively connected to the first electrical energy store (7) and/or the third electrical energy store (9) by means of switching elements (4, 5, 6, 8).
4. A vehicle (1) according to any of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the second inverter (16) can be electrically conductively connected to the second electrical energy store (11) and/or the third electrical energy store (9) by means of further switching elements (12, 13, 14, 15).
5. A vehicle (1) according to any of claims 3 or 4,
it is characterized in that the preparation method is characterized in that,
the vehicle (1) has a control unit (10) which is connected to the switching elements (4, 5, 6, 8, 12, 13, 14, 15) and the electrical energy accumulator (7, 9, 11) in a signal-transmitting manner.
6. A vehicle (1) according to claim 5,
it is characterized in that the preparation method is characterized in that,
the control unit (10) is designed to actuate the switching elements (4, 5, 6, 8, 12, 13, 14, 15).
7. A vehicle (1) according to any of claims 5 or 6,
it is characterized in that the preparation method is characterized in that,
the control unit (10) is designed to receive and evaluate signals from sensors of the electrical energy accumulator (7, 9, 11).
8. A vehicle (1) according to claim 7,
it is characterized in that the preparation method is characterized in that,
the control unit (10) is designed to recognize an imminent operating state or a state of charge-below limit value of the activated electrical energy store (7, 11) and to activate the switching elements (4, 5, 6, 8, 12, 13, 14, 15) in such a way that an inactive electrical energy store (9) is connected to the first and/or second inverter (3, 16) instead of the activated electrical energy store (7, 11) having an imminent operating state or a state of charge-below limit value.
9. A vehicle (1) according to any of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the first and second electrical energy accumulators (7, 11) and the third electrical energy accumulator (9) are of the same type,
or the third electrical energy accumulator (9) has a greater storage capacity than the first electrical energy accumulator (7) and the second electrical energy accumulator (11), in particular wherein the storage capacity of the third electrical energy accumulator (9) corresponds to the sum of the storage capacities of the first and second electrical energy accumulators (7, 11), in particular wherein the first and second electrical energy accumulators (7, 11) are of the same type.
10. Method (100) for operating a vehicle (1), in particular according to one of the preceding claims, having at least one electric motor (2, 17) with an inverter (3, 16) and a first, a second and a third electric energy accumulator (7, 9, 11),
it is characterized in that the preparation method is characterized in that,
the electric motor (2, 17) is supplied with power by at least one electric energy accumulator (7, 9, 11) as an active electric energy accumulator (7, 9, 11) and the other electric energy accumulator(s) (7, 9, 11) is/are not active,
wherein the operating state of the electrical energy accumulator (7, 9, 11) is detected and evaluated,
in this case, an inactive electrical energy store (7, 9, 11) replaces the active electrical energy store (7, 9, 11) if a critical operating state of the active electrical energy store (7, 9, 11) or a situation below a state of charge limit value is determined.
11. The method (100) of claim 10,
it is characterized in that the preparation method is characterized in that,
in order to replace an activated electrical energy accumulator (7, 9, 11) having a critical operating state or a state of charge below a state of charge limit value, the electrical energy accumulator (7, 9, 11) is separated from the inverter (3, 16) and becomes inactive, and the inactive electrical energy accumulator (7, 9, 11) is then connected to the inverter (3, 16) and becomes active instead of an electrical energy accumulator (7, 9, 11) having a critical operating state or a state of charge below a state of charge limit value.
12. The method (100) of claim 10 or 11,
it is characterized in that the preparation method is characterized in that,
after it is determined that the activated electrical energy store (7, 9, 11) has a critical operating state, the electrical energy store (7, 9, 11) is switched to a currentless state or the current of the electrical energy store (7, 11) is limited, in particular wherein the current is less than 40A, in particular less than 20A.
13. The method (100) according to any one of claims 10 to 12,
it is characterized in that the preparation method is characterized in that,
during operation of the vehicle (1), the charging states of the two non-activated electrical energy stores (7, 9, 11) are adapted to one another, in particular passively.
14. The method (100) according to any one of claims 10 to 13,
it is characterized in that the preparation method is characterized in that,
at least one non-activated electrical energy accumulator (7, 9, 11) is charged during driving, in particular in a regenerative or inductive manner.
15. The method (100) according to any one of claims 10 to 14,
it is characterized in that the preparation method is characterized in that,
after a charging process of all the electrical energy stores (7, 9, 11), the first inactive electrical energy store (7, 9, 11) becomes active after a preceding charging process of all the electrical energy stores (7, 9, 11), in particular wherein the electrical energy stores (7, 9, 11) become active periodically.
16. The method (100) according to any one of claims 10 to 15,
it is characterized in that the preparation method is characterized in that,
the active electrical energy store (7, 9, 11) having a critical operating state is replaced by an inactive electrical energy store (7, 9, 11) having a state of charge below a state of charge limit value.
CN202010691880.7A 2019-07-18 2020-07-17 Vehicle and method for operating a vehicle Pending CN112238758A (en)

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