DE102013207370A1 - Electronically commutated electric motor for use as a DC voltage converting unit in a multi-voltage vehicle electrical system - Google Patents

Electronically commutated electric motor for use as a DC voltage converting unit in a multi-voltage vehicle electrical system

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Publication number
DE102013207370A1
DE102013207370A1 DE102013207370.4A DE102013207370A DE102013207370A1 DE 102013207370 A1 DE102013207370 A1 DE 102013207370A1 DE 102013207370 A DE102013207370 A DE 102013207370A DE 102013207370 A1 DE102013207370 A1 DE 102013207370A1
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Germany
Prior art keywords
voltage
electric motor
subnetwork
operating
subnet
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
DE102013207370.4A
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German (de)
Inventor
Marc Eschenhagen
Axel Reuter
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Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Publication date
Priority to DE102013206301 priority Critical
Priority to DE102013206301.6 priority
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to DE102013207370.4A priority patent/DE102013207370A1/en
Publication of DE102013207370A1 publication Critical patent/DE102013207370A1/en
Ceased legal-status Critical Current

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    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00Circuit arrangements for dc mains or dc distribution networks
    • H02J1/08Three-wire systems; Systems having more than three wires
    • H02J1/082Plural DC voltage, e.g. DC supply voltage with at least two different DC voltage levels
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00Circuit arrangements for dc mains or dc distribution networks
    • H02J1/10Parallel operation of dc sources
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02NSTARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00Starting of engines by means of electric motors
    • F02N11/08Circuits or control means specially adapted for starting of engines
    • F02N11/0862Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02NSTARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00Starting of engines by means of electric motors
    • F02N11/08Circuits or control means specially adapted for starting of engines
    • F02N2011/0881Components of the circuit not provided for by previous groups
    • F02N2011/0888DC/DC converters
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34Parallel operation in networks using both storage and other dc sources, e.g. providing buffering

Abstract

The invention relates to an electronically commutable electric motor (40) which is designed for use in a multi-voltage on-board network (100) for a motor vehicle, which has a first first sub-network (10) that can be operated at a first operating voltage and a second second that can be operated at a second operating voltage Subnetwork (20), wherein the first operating voltage and the second operating voltage are the same or different. The electronically commutable electric motor (40) is designed for at least intermittent operation as a DC-converting unit (40) between the first sub-network (10) and the second sub-network (20) of the multi-voltage electrical system (100). A corresponding multi-voltage electrical system (100), the use of an electronically commutable electric motor (40) in such a multi-voltage electrical system (100), a method for operating a corresponding electric motor (40) or a corresponding multi-voltage electrical system (100) and means for its implementation are also part of the present invention.

Description

  • The present invention relates to an electronically commutated electric motor for use in a multi-voltage vehicle electrical system having a first, operable at a first operating sub-network and a second, operable at a second operating voltage second subnet, a corresponding multi-voltage electrical system, the use of an electronically commutated Electric motor in such a multi-voltage vehicle electrical system, a method for operating a corresponding electric motor or a corresponding multi-voltage vehicle electrical system and means for implementing the method.
  • State of the art
  • So-called multi-voltage vehicle systems for motor vehicles are known in principle. Multi-voltage electrical systems are used, for example, when consumers with different power requirements are present in a particular motor vehicle. Multi-voltage electrical systems have so-called subnetworks in the language usage of this application, which are set up for operation at identical or different voltage levels, referred to here as "operating voltages". In particular, multi-voltage vehicle systems can be designed as two-voltage systems, in which the operating voltages can be, for example, 48 V (in a so-called high-voltage subnetwork) and 12 V (in a so-called low-voltage subnetwork).
  • Two subnetworks of a multi-voltage vehicle electrical system can be connected to one another via a DC-DC converter. At least one of the two subnetworks has a generator-operable electric machine, which feeds the respective subnetwork. The respective other subnetwork connected via said DC-DC converter can in turn be fed from the sub-network with the generator-operable electric machine, if this itself does not have a generator machine that can be operated as a generator.
  • In principle, the present invention can be used for all multi-voltage vehicle electrical systems which (at least) have a first sub-network which can be operated at a first operating voltage and a second sub-network which can be operated at a second operating voltage. The operating voltages can be the same or different. The same operating voltages in two subnetworks are used, for example, when security-relevant electrical consumers are grouped in one of the subnetworks, which are to be protected against potential voltage spikes or burglaries in the respective other subnetwork. The use of the invention is therefore not limited to two-voltage systems, ie multi-voltage systems with exactly or only two subnetworks. Multi-voltage systems, however, have at least two subnetworks referred to in the context of this application as "first subnetwork" and "second subnetwork". In conventional two-voltage on-board networks, for example, the first subnet has a higher operating voltage (high-voltage subnet) and the second subnet has a lower operating voltage (low-voltage subnet).
  • However, the invention particularly relates to the illustrated two-voltage electrical systems in which only in one of the (two) subnetworks, typically the first subnetwork, a generator-operable electric machine is provided. The second subnet is then fed via the DC-DC converter from the first subnet. Known from the prior art DC-DC converter (also called DC / DC converter) are typically installed as stand-alone devices with a separate housing or as stand-alone devices in a housing together with a pulse inverter or a battery.
  • A corresponding DC-DC converter has, as mentioned, the task of ensuring the exchange of energy between the subnetworks.
  • Multi-voltage systems are used in particular in so-called recuperation systems for the recovery of braking energy. For recuperation in this case an at least regeneratively operable electric machine is involved in the first subnetwork. This must be designed to be powerful enough to provide sufficient braking power can. The design of the electrical system as a multi-voltage vehicle electrical system is therefore required. From the JP 2007-259511 A1 , of the US Pat. No. 7,407,025 B2 , of the EP 1 219 493 B1 , of the JP 2012-021687 A as well as the EP 1 138 539 B1 It is known to use a DC-DC converter to stabilize the power supply of the second subnet.
  • Modern motor vehicles have a multiplicity of electrical machines, typically electric motors, which are responsible for additional functions of the motor vehicle, for example in brake and / or steering assistance systems (for example the so-called anti-lock braking system and / or the so-called electronic stability program). However, such electric motors are required only very rarely and represent in the remaining phases of operation only unnecessary ballast. At the same time, the provision of a DC-DC converter u.a. associated with high costs.
  • There is therefore a need for improvements in the operation of motor vehicles with corresponding multi-voltage on-board networks.
  • Disclosure of the invention
  • According to the invention, an electronically commutated electric motor for use in a multi-voltage vehicle electrical system having a first, operable at a first operating voltage subnet and a second, operable at a second operating voltage second subnet, a corresponding multi-voltage electrical system, the use of an electronically commutated electric motor in Such a multi-voltage vehicle electrical system, a method for operating a corresponding electric motor or a corresponding multi-voltage vehicle electrical system and means for implementing this method, each with the features of the independent claims proposed. Advantageous embodiments are the subject of the dependent claims and the following description.
  • The following explanations relate in each case to the advantages of the inventively embodied electronically commutated electric motor, the multi-voltage electrical system according to the invention, the inventive use of the electronically commutated electric motor, the operating method according to the invention and the inventive means for implementing this method in the same way. These will be explained below mainly with reference to the multi-voltage vehicle electrical system.
  • Advantages of the invention
  • As explained in the introduction, known multivoltage systems typically include a first subnetwork that can be operated at a first operating voltage and a second subnetwork that can be operated at a second operating voltage. While in classical two-voltage on-board networks, the two operating voltages at different voltage levels (eg 48 V on the one hand and 12 V on the other hand), the present invention can be used in particular in multi-voltage on-board networks comprising two subnets whose operating voltages are equal or (for example, by a temporarily uneven feed or load) are only substantially equal.
  • As also explained, in conventional multi-voltage on-board networks, for example the classic two-voltage on-board networks, the two subnetworks are connected to each other via a DC-DC-operable unit. This is in conventional multi-voltage on-board networks to a classic DC-DC converter (DC / DC converter). A DC-DC converter has, as mentioned, the task of ensuring the exchange of energy between the sub-grids of a corresponding multi-voltage on-board electrical system as a DC-voltage-operable unit.
  • According to the invention can be dispensed with such a conventional DC-DC converter. As Gleichspannungswandelnd operable unit is used in the context of the present invention, an electronically commutated electric motor. An "electronically commutatable electric motor" is understood to mean an electric motor which is connected to a corresponding commutation circuit, i.d.R. a bridge circuit having a number of half bridges. The number of half-bridges corresponds to the number of stator windings of the electronically commutated electric motor. Known, used in motor vehicles electric motors are typically formed three-phase, so that both the number of stator windings of the stator of the electric motor and the number of half-bridges is three. A corresponding bridge circuit is known as a B6 bridge circuit. However, it should be expressly emphasized that the invention can also be used in multi-voltage on-board networks, which have an electronically commutatable electric motor with a different number of phases. The number of phases is insignificant, but a significant function-determining effect results from a star point arrangement of the stator windings (see below).
  • The invention thus creates a sort of fusion of an electric motor and a DC-DC converter. By means of such a combination, the degree of utilization of provided in a motor vehicle electronically commutated electric motors that are not permanently required for functions of the motor vehicle can be increased. For example, a pump motor of a braking and / or steering assistance system mentioned in the beginning can be operated with DC voltage during normal operation of the motor vehicle in which no corresponding braking and / or steering assistance is required. Only in a braking intervention or for driving stabilization by the steering assistance, a corresponding pump or steering assist motor is torque-forming, i. while providing a mechanical power operated. This is done by a known commutation means of the mentioned bridge circuit. The corresponding motor is then temporarily not available for a DC voltage conversion. The correspondingly supplied subnet can however be supplied in these cases from an energy store provided there, for example the regular vehicle battery.
  • The invention makes use of the fact that one or more half bridges of a corresponding bridge circuit, together with the inductance connected in the form of the stator winding in an electronically commutatable electric motor, substantially functionally correspond to the respective switching elements of known DC-DC converters. This is with reference to the 2 and 3 explained. The inductance results here from the number of turns of the corresponding stator winding and the induced magnetic field through the rotor.
  • According to the invention, this makes use of the fact that, depending on the rotor-position-dependent activation of a corresponding bridge circuit, either electrical conversion of voltages can be carried out or mechanical power can be generated by commutation. Especially the described electric motors, which are only required in phases for corresponding functions of the motor vehicle, can be used according to the invention.
  • The corresponding operating modes of such an electric motor are referred to in the context of the present invention as "first" and "second" mode. The first operating mode comprises the electronic commutation of the electric motor by means of the bridge circuit for providing a mechanical power. The second mode includes a DC voltage converting operation of the electric motor by means of the bridge circuit. It is understood that the second mode of operation is only performed when a corresponding electric motor is not suitable for further functions in the motor vehicle, e.g. a braking and / or steering intervention is needed.
  • In certain cases, it may prove advantageous to mechanically fix the shaft of the electric motor in the second operating mode, so that the expense of controlling the bridge circuit can be kept low. The control of the bridge circuit of a corresponding electric motor is carried out analogously to that of a known active DC-DC converter. In this case, at least one of the half bridges of the bridge circuit or its switching elements are driven. The bridge circuit of the electric motor thus represents a functional multi-phase, for example, three-phase, not galvanically isolated DC-DC converter with correspondingly coupled inductances in the form of the stator windings.
  • The invention can be used for all systems which have an illustrated two- or multi-voltage on-board electrical system and at least one suitable for a corresponding operation electric motor. In particular, the present invention can be used in so-called start / stop systems that require stabilization of a subnetwork for so-called "comfort consumers" during a restart. When restarting this particular voltage dips are disadvantageous, causing a short-term failure of appropriate consumers. These can therefore be fed during a converter operation of the electric motor from the other sub-network.
  • An arithmetic unit according to the invention, e.g. a control device of a motor vehicle, as means for implementing a method according to the invention, in particular programmatically, adapted to carry out a method according to the invention.
  • The implementation of the method in the form of software is also advantageous, since this causes particularly low costs, in particular if an executing control device is still used for further tasks and therefore exists anyway. Suitable data carriers for providing the computer program are, in particular, floppy disks, hard disks, flash memories, EEPROMs, CD-ROMs, DVDs and the like. It is also possible to download a program via computer networks (Internet, intranet, etc.).
  • Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawings.
  • It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination indicated, but also in other combinations or in isolation, without departing from the scope of the present invention.
  • The invention is illustrated schematically with reference to an embodiment in the drawing and will be described in detail below with reference to the drawing.
  • Brief description of the drawings
  • 1 shows a non-inventive two-voltage electrical system in the form of a schematic circuit diagram.
  • 2 shows a non-inventive DC-DC converter in the form of a schematic circuit diagram.
  • 3 shows a trained as a DC voltage operable unit electric motor in the form of a schematic circuit diagram.
  • 4 shows a two-voltage electrical system according to an embodiment of the invention in the form of a schematic circuit diagram.
  • Embodiment (s) of the invention
  • In the figures, corresponding elements are given identical reference numerals and will not be explained repeatedly.
  • 1 shows a non-inventive two-voltage electrical system in the form of a schematic circuit diagram. It is altogether with 110 designated.
  • The two-voltage on-board network 110 has a first subnet 10 and a second subnet 20 , The first subnet 10 is designed here for example for operation at 48 V as operating voltage. The second subnet 20 is designed here for example for operation at 12 V as the operating voltage. In the first subnet 10 it is a so-called high-voltage sub-network, in the second sub-network 20 to a so-called low-voltage subnet.
  • In the first subnet 10 is an electrical machine 11 with a converter 12 intended. The electric machine 11 can be operated at least as a generator and via the inverter 12 a stream in the first subnet 10 feed. In particular, the electric machine 11 also be operated by motor. For example, in so-called recuperation systems by means of the electric machine 11 Brake power recovered and / or a combustion engine torque-assisted.
  • In the first subnet 10 is a suitably designed energy storage 13 provided, which is adapted for operation with the first operating voltage, for example a battery or a capacitor. A consumer in the first subnet 10 is schematic with 14 illustrated.
  • In the second subnet 20 is for example a starter motor 21 provided for a start of the motor vehicle in which the two-voltage electrical system 110 is formed, can be used. In the second subnet 20 is also an energy store, which is also set up for a corresponding operating voltage 23 provided, for example, a conventional vehicle battery. A consumer is also here with schematically 24 illustrated.
  • The first subnet 10 and the second subnet 20 are via a DC-DC converter 30 connected with each other. In the example shown, only in the first subnetwork 10 a generator-operated electric machine 11 provided, so that ultimately the second subnetwork 20 exclusively from the first subnetwork 10 is fed. With "exclusively fed" is thus expressly a supply using the energy storage 23 which in its turn consists of the first subnetwork 10 is loaded.
  • In 2 is a non-inventive DC-DC converter 30 represented in the form of a schematic circuit diagram. The DC-DC converter 30 serves to connect the first subnetwork 10 over DC poles 31 and 32 , The DC pole 31 is for example a positive battery pole of an energy store 13 in the first subnet 10 connected, the DC pole 32 For example, it can be grounded. Between the DC poles 31 and 32 falls the operating voltage of the first subnet 10 , here denoted by U 10 , from.
  • The second subnet 20 is over DC poles 33 and 34 tethered. Again, the DC pole 33 a positive battery pole (the energy store 23 ) and the DC pole 34 lying on earth. Between the DC poles 33 and 34 drops the operating voltage of the second subnet 20 , here denoted by U 20 , from.
  • As explained, the operating voltages U 10 and U 20 of the first and second subnets 10 and 20 be the same or different. Typically, the operating voltage U 10 of the first subnetwork 10 but higher than the operating voltage U 20 of the second subnet 20 , The operating voltage U 10 of the first subnetwork 10 For example, 48 V, the operating voltage U 20 of the second subnet 20 for example 12V.
  • For DC voltage conversion has the DC-DC converter 30 via a bridge circuit 36 which is here as a B6 bridge circuit 36 is illustrated. The bridge circuit 36 has three half-bridges 361 . 362 and 363 on. The half bridges 361 . 362 and 363 are with their endpoints each with the DC poles 31 and 32 and thus with the first subnet 10 connected. The half bridges 361 . 362 and 363 have in their upper and lower branches each have controllable (active) switching elements S. These can be operated in a known manner. For this purpose, for example, a control unit 50 be provided, which the switching elements S via schematically with 51 illustrated control lines 51 controls.
  • With the middle taps of the half bridges 361 . 362 and 363 are each coils 371 . 372 and 373 an inductive unit 37 connected. The spools 371 . 372 and 373 represent inductances in a known manner with the corresponding half-bridges a rectifier are coupled. The spools 371 . 372 and 373 are, as mentioned, at their one end with the middle taps of the half bridges 361 . 362 and 363 and at the other end to the DC pole 33 of the second subnetwork 20 connected.
  • As explained, the provision of a DC-DC converter 30 in conventional two-voltage on-board networks, among others, associated with high costs.
  • 3 shows a Gleichspannungswandelnd operable unit, which is designed as an electronically commutated electric motor, in the form of a schematic circuit diagram. The electronically commutatable unit or the electric motor is a total of 40 designated. The presentation is greatly simplified. In particular, has been dispensed with a representation of a rotor winding.
  • The electric motor 40 has a bridge circuit 46 , which in the example shown also as a B6 bridge circuit 46 is trained. The half bridges of the bridge circuit 46 are with 461 . 462 and 463 designated. They are fundamentally comparable to those of the previously described DC-DC converter 30 out 2 constructed and have controllable (active) switching elements S. These are also here, for example by means of a control device 50 via suitable control lines 51 controllable.
  • With the endpoints of the half bridges 461 . 462 and 463 Here are the DC poles, here with 41 and 42 referred to, the first subnet 10 connected. The DC pole 41 is for example a positive battery pole of an energy store 13 in the first subnet 10 connected. The DC pole 42 can be on earth. Between the DC poles 41 and 42 falls the operating voltage of the first subnet 10 , here denoted by U 10 , from.
  • A stator unit of the electric motor 40 is with 47 designated. The stator unit 47 here has three stator windings connected in star connection 471 . 472 and 473 on. The stator windings 471 . 472 and 473 are each at one end with the middle taps of the half bridges 461 . 462 and 463 the bridge circuit 46 connected. With their second ends are the stator windings 471 . 472 and 473 on a star point 45 ,
  • With 48 is a dashed line a mechanical power P m illustrates, by means of the electric motor 40 , or a rotor, not shown, can be generated. As in the synopsis of 2 and 3 directly visible, can be a corresponding electric motor 40 due to the interconnection of the stator windings 471 . 472 and 473 of the stator 47 with the bridge circuit 46 be operated advantageously as a DC-DC converter, if it is suitably controlled.
  • This is with the star point 45 the stator windings 471 . 472 and 473 of the stator 47 a first DC pole 43 of the second subnetwork 20 connected. Between this DC pole 43 and the second DC pole 44 falls, according to the previously explained rectifier 30 , the operating voltage U 20 of the second subnet 20 from. Again, the DC pole 43 a positive battery pole (the energy store 23 ) and the DC pole 44 lying on earth. As explained, the mechanical shaft of the electric motor 40 be set for DC-DC operation.
  • 4 shows the integration of the Gleichspannungswandelnd operable unit 40 in the form of the electronically commutated electric motor 40 in a two-voltage electrical system 100 according to an embodiment of the invention in the form of a schematic circuit diagram. To illustrate the integration of the electric motor 40 this is with the DC poles 41 and 43 shown. The DC poles 42 and 44 lie on earth.
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • JP 2007-259511 A1 [0007]
    • US 7407025 B2 [0007]
    • EP 1219493 B1 [0007]
    • JP 2012-021687A [0007]
    • EP 1138539 B1 [0007]

Claims (17)

  1. Electronically commutatable electric motor ( 40 ) for use in a multi-voltage vehicle electrical system ( 100 ) is designed for a motor vehicle, which has a first, at a first operating voltage operable first sub-network ( 10 ) and a second, at a second operating voltage operable second subnet ( 20 ), wherein the first operating voltage and the second operating voltage are the same or different, characterized in that the electronically commutatable electric motor ( 40 ) for at least temporary operation as DC-DC converting unit ( 40 ) between the first subnetwork ( 10 ) and the second subnetwork ( 20 ) of the multi-voltage vehicle electrical system ( 100 ) is trained.
  2. Electric motor ( 40 ) according to claim 1, which is a bridge circuit ( 46 ) with a number of half-bridges and a stator ( 47 ) having an equal number of star connected stator windings.
  3. Electric motor ( 40 ) according to claim 2, in which the half-bridges of the bridge circuit ( 46 ) are arranged with their end points in each case with a first and a second DC voltage pole ( 41 . 42 ) of the first subnetwork ( 10 ) and in which a star point ( 45 ) of the stator windings is arranged with a first DC voltage pole ( 43 ) of the second subnetwork ( 20 ) to be connected.
  4. Electric motor ( 40 ) according to one of claims 2 or 3, which is set up for operation in a first and in a second operating mode, wherein the first operating mode is an electronic commutation of the electric motor ( 40 ) by means of the bridge circuit ( 46 ) for providing a mechanical power and the second mode of operation a DC voltage converting operation of the electric motor ( 40 ) by means of the bridge circuit ( 46 ).
  5. Electric motor ( 40 ) according to one of the preceding claims, which is designed to be used in phases during operation of the motor vehicle for at least one further function of the motor vehicle.
  6. Electric motor ( 40 ) according to claim 5, which is designed for use in a braking and / or steering assistance system of the motor vehicle.
  7. Multi-voltage electrical system ( 100 ) for a motor vehicle, which has a first subnetwork (at a first operating voltage operable at 10 ) and a second, at a second operating voltage operable second subnet ( 20 ), wherein the first operating voltage and the second operating voltage are the same or different and wherein the first subnetwork ( 10 ) and the second subnet ( 20 ) via a DC voltage convertible unit ( 40 ), characterized in that the DC-DC operating unit ( 40 ) as an electronically commutatable electric motor ( 40 ) is trained.
  8. Multi-voltage electrical system ( 100 ) according to claim 7, wherein the electronically commutatable electric motor ( 40 ) as an electric motor ( 40 ) is designed according to one of claims 1 to 6.
  9. Multi-voltage electrical system ( 100 ) according to claim 7 or 8, in which means are provided to move a shaft of the electric motor ( 40 ) temporarily.
  10. Multi-voltage electrical system ( 100 ) according to one of claims 7 to 9, in which the second subnetwork ( 20 ) from the first subnetwork ( 10 ) and / or the first subnetwork ( 20 ) from the second subnet ( 10 ) is fed.
  11. Use of an electric motor ( 40 ) according to one of claims 1 to 6 in a multi-voltage vehicle electrical system ( 100 ) for a motor vehicle, which has a first subnetwork (at a first operating voltage operable at 10 ) and a second, at a second operating voltage operable second subnet ( 20 ), wherein the first operating voltage and the second operating voltage are the same or different, characterized in that the electric motor ( 40 ) as DC-convertible unit between the first subnetwork ( 10 ) and the second subnetwork ( 20 ) of the multi-voltage vehicle electrical system ( 100 ) is used.
  12. Method for operating an electric motor ( 40 ) according to one of claims 1 to 6 or a multi-voltage vehicle electrical system ( 100 ) according to one of claims 7 to 10, wherein in a first mode of operation an electronic commutation of the electric motor ( 40 ) by means of a bridge circuit ( 46 ) to provide a mechanical power and in a second mode of operation a dc voltage converting operation of the electric motor ( 40 ) by means of the bridge circuit ( 46 ) is carried out.
  13. The method of claim 12, wherein as the electronically commutatable electric motor ( 40 ) an electric motor ( 40 ), which is required in phases for at least one further function of the motor vehicle, the second operating mode being performed only during phases during which the electric motor ( 40 ) is not needed for the at least one other function of the motor vehicle.
  14. Method according to Claim 12 or 13 for operating a multiple-voltage on-board electrical system ( 100 ) according to one of claims 7 to 10, in which the second subnetwork ( 20 ) during the second mode the first subnet ( 10 ) or vice versa.
  15. Arithmetic unit which is adapted to perform a method according to one of claims 12 to 14.
  16. Computer program with program code means, which cause a computer unit to carry out a method according to one of Claims 11 to 14, when they are executed on the computer, in particular according to Claim 15.
  17. A machine-readable storage medium having a computer program stored thereon according to claim 16.
DE102013207370.4A 2013-04-10 2013-04-23 Electronically commutated electric motor for use as a DC voltage converting unit in a multi-voltage vehicle electrical system Ceased DE102013207370A1 (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3039934A1 (en) * 2015-08-03 2017-02-10 Peugeot Citroen Automobiles Sa Method for managing the power supply of a motor vehicle

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EP1219493B1 (en) 1999-09-20 2007-08-08 Hitachi, Ltd. Dynamotor of hybrid vehicle, and method of control thereof
JP2007259511A (en) 2006-03-20 2007-10-04 Honda Motor Co Ltd Controller of motor-generator
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