DE10305939B4 - motor vehicle - Google Patents

Abstract

Motor vehicle with a motor vehicle driven by the generator (1), a starter (2), an energy storage (6), at least one electrical system (9), a battery (14), wherein in a first connecting line (V1) a DC converter (8) Connection of the energy store (6) with the electrical system (9) is arranged, and wherein in a second connecting line (V2), which the electrical system (9) and the generator (1) electrically connected to each other, a switch (7) is arranged with in which the vehicle electrical system (9) can be separated from the generator (1), the generator (1) being connected directly to the energy store (6), to supply the vehicle electrical system (9) via the second connecting line (V2) when the switch is closed ( 7) a generator controller (4) controls the generator voltage to a vehicle power voltage corresponding voltage, and wherein at the beginning of a recuperation of the switch (7) is opened and until the voltage of the energy storage device (6) to about the vehicle electrical system voltage remains open, and wherein when the switch (7) of the DC converter (8) and optionally the battery takes over the onboard power supply.

Description

The invention relates to a motor vehicle.

Out DE 100 59 038 A1 a method for starting an internal combustion engine of a motor vehicle is known, wherein an integrated start generator and a vehicle electrical system with a first electrical energy storage device with low output voltage and a second electrical energy storage device with a higher output voltage is used.

Out DE 42 30 636 A1 a device for guiding cables of electrical equipment of a car is known. Out DE 197 00 581 A1 is a socket-converter system for 12V and 24V supply of a commercial vehicle trailer anti-lock braking system via a socket known. Out DE 197 01 159 A1 is a feedback-free voltage converter for supplying the illumination of vehicle trailers low on-board voltage from tractors high voltage board known.

A memory concept with integrated starter generator (ISG) with a specially switched Ultra Cap (multi-layer capacitor) is among others in the DE 102 13 105 A1 described; also in the WO 02 / 066293A1 there is a storage concept with integrated starter generator.

The series introduction of such concepts failed because of their high complexity and cost. In particular, the 42V electrical system has shown because of high Umrichtungskosten, additional costs for building blocks that are better with low voltage, the arc problem and other problems than currently not feasible in series.

• • Die kommende Bordnetzbelastung erfordert stärkere Generatoren für den Winterbetrieb; ohne die Maßnahme wird die Batteriebelastung zu groß.
• • Diese Belastung tritt nur im Warmlauf auf.
• • Die Generator-Überschussleistung beim normalen Betrieb (Verbrauch) ist beträchtlich und kann für die Rekuperation verwendet werden.
• • Das Konzept mit Ultra Cap gibt dem Fahrzeugbauer neue Perspektiven, z. B. der optimalen Unterbringung die Batterie im Kofterraum mit einem Batteriekabel für z. B. 20A, in der Rekuperationsphase und dementsprechend kleinen Querschnitten.
• • Dieses Konzept gibt dem Batteriebauer seinerseits neue Perspektiven in der Dimensionierung für kleine Ströme (< 100A nur zum Laden des selten leeren Ultra Caps), geringe Zyklenbelastung und höherer Innenwiderstände.
• • Startergeneratoren sind auch für 14V mit hoher Leistung darstellbar.
• • Weiterhin ist die Dimensionierung der Bordnetzkomponenten leichter möglich, wenn beim Starten die Spannung nicht mehr auf 6V einbricht, sondern im Bereich 10 bis 12V bleibt.

The new facts listed below have an influence on the further development of such concepts:

• • The upcoming on-board network load requires stronger generators for winter operation; without the measure, the battery load becomes too large.
• • This load only occurs during warm-up.
• • The generator excess power during normal operation (consumption) is considerable and can be used for recuperation.
• • The concept with Ultra Cap gives the vehicle builder new perspectives, eg: B. the optimal housing the battery in Kofterraum with a battery cable for z. B. 20A, in the recuperation phase and accordingly small cross sections.
• • This concept gives the battery manufacturer new perspectives in the dimensioning of small currents (<100A only for charging the seldom empty Ultra Caps), low cycle load and higher internal resistance.
• • Starter generators can also be displayed for high power 14V.
• • Furthermore, it is easier to dimension the vehicle electrical system components when the voltage no longer breaks down to 6V during startup, but remains within the range of 10 to 12V.

The inclusion of these facts in a simple and cost-effective storage concept is the object of the invention.

This object is solved by the features of claim 1. The dependent claims and exemplary embodiments of the description show various possible solutions and developments of the invention.

Reference to the drawings, the principles of the invention and its developments are shown.

Show it:

1 to 5 different solutions for the drive;

6 and 7 advantageous installation options of the concepts in the vehicle;

8th the training of the supply of an onboard network.

1 describes the structure of the concept with a generator 1 with generator controller 4 , a starter 2 and a start switch 3 , Instead of these components can also be an integrated starter generator ISG or a belt-driven starter generator RSG, z. B. be used with a pulse inverter PWR. 5 is a control line leading to the generator controller 4 (or PWR) leads and over that of a power management 13 is controlled. 6 is an energy storage, eg. B. multilayer capacitor or Ultra Cap. With 7 is a switch called, which disconnects the electrical system during recuperation; 8th is a bidirectional DC / DC converter and 9 a supply line of the electrical system, which leads to consumers 11a to 11z and a current-measuring link 15 (Shunt) to a battery 14 leads. The power management 13 receives over more lines 10 . 17 . 18 other input and control variables, such as the voltage at the memory 6 , the voltage of the battery 14 and the vehicle electrical system voltage. Via a bus line 12 All information on electricity consumption in the individual consumers is reported.

Now sets a delay process, so this z. B. from brake management 11a over the bus line 12 the power management 13 communicated what to open the switch 7 leads. Via the control line 5 becomes the generator 1 . 4 normally switched to full power. The division of the Braking effect between the generator and brake management is done by the power management 13 , The generator current is stored in memory 6 fed and leads to a, in the case of an Ultra Cap, increasing voltage. If the deceleration process is over, this is done via power management 13 a shutdown of the generator 1 . 4 , The injected energy is now predominantly via the DC / DC converter 8th in the electrical system 9 fed back. This is done until the power management 13 about the same voltage levels between the input lines 10 from the Ultra Cap 6 and 17 from the battery 14 and 18 and recognized by the electrical system. Then the switch 7 closed in near de-energized state and then the generator 1 . 4 turned back on, with the generator controller 4 is controlled so that one of the vehicle electrical system voltage corresponding voltage is applied. The height of the voltage can z. B. be dependent on the state of charge of the battery 14 , About the current-measuring member 15 can be detected whether battery power is taken during recuperation when the DC converter 8th does not supply enough power. In this case, the voltage can be increased until the charge balance is established. Here can also be easily checked if the battery is fully charged, if z. B. at the upper voltage limit of the battery, z. B. 14V, no electricity flows. This is also the rated voltage of the vehicle electrical system and the generator controller 4 , The cycle load of the battery 14 can also be reduced during recuperation by the high-current consumers are controlled accordingly. The DC / DC converter 8th can be simplified by running it for the direction of regeneration as a switching regulator, by removing current from the memory as long 6 feeds to the above described upper voltage limit across the line 18 the power management 13 is reported. After the voltage has dropped, it is switched on again. As attenuator can in the supply line 9 of the on-board network a not shown capacitor can be used. When using an ISG / RSG, the energy fed into the memory can also be used to assist propulsion of the internal combustion engine. Because this support but a worse efficiency than the DC / DC converter 8th has, the consumption is through the electrical system 9 . 11 prefers.

To start the vehicle, the DC / DC converter 8th used in counter-operation as a voltage booster to the starter 2 supply with higher voltage, so z. B. the starting speed is increased. This operation can z. B. when the vehicle is stationary. Should the battery 14 be empty after a long vehicle standstill, so that a third party start over a connection 16 becomes necessary, so can directly z. B. with normal voltage or via the DC / DC converter 8th with increased tension from the Ultra Cap 6 the battery will be relieved. These possibilities show that when booting through the Ultra Cap 6 the battery can be relieved and due to the low internal resistance of the Ultra Cap no significant voltage dip takes place, even if it is started without charging to higher voltage. This process is done via the switch 7 disconnected the battery and the electrical system.

The battery 14 is therefore charged only during recuperation, if the DC / DC converter 8th does not cover the consumer streams and to recharge the Ultra Cap 6 to start. The currents required here are about 1/5 of the usual current. Thus, the battery z. B. in terms of internal resistance, cycle load and connection cable are considerably cheaper dimensioned. Because of the energy storage 6 , z. As the Ultra Cap, in normal operation depends on the electrical system, it can dampen the usual short peak loads very well.

The arrangement shown after 1 can for any voltages, eg. B. 14, 28 or 42V are used with appropriate dimensioning of the components. Preference is given to 14V and possibly 28V, since at this voltage (28V) eliminates the arc problem and the technology of the commercial vehicle electrical system can be used, so that the conversion costs are less high.

2 shows an alternative with a switch 19 instead of the circuit breaker 7 of the 1 , The remaining components and connections, like 6 ' . 10 ' . 16 ' are identical to 1 , The advantage of the switch 19 is that z. B. Towards the end of the memory 6 ' can be charged. In addition, he can already regenerate the generator 1' to the on-board power supply, in order to be able to supply higher consumer currents than the DC / DC converter can compensate. This puts even less pressure on the battery. With regard to the voltage range, the same voltages apply as in 1 , The circuit of the switch 19 is identical to the switch for recuperation 7 in 1 , Only if the memory 6 ' empty towards the end of travel, that is to say in the area of the vehicle electrical system voltage, there is a changeover and the generator charges the storage 6 ' to the desired starting voltage.

3 shows an alternative in which instead of the switch another switch configuration 20 (NC and NO) is used, but with the same switching operations as with the switch of 2 be made. These switches 20 must be switched both here at the beginning of braking, so at the beginning of recuperation both. Relays are preferred as a switch because of the lower power loss at higher currents than z. B. Mosfets. But it can also be used semiconductor switch. There is another one here switch 21 provided for the separation of the battery. This has the advantage that normally the electrical system 9 '' with excessive voltage of the generator, or the DC converter can be driven. Thus, the current loads are smaller and the efficiencies better. Since the battery is missing as a buffer here must be a damping capacitor 22 be used. The external start connection 16 '' can be here like at the 2 be connected behind the switch (to the left of the switch). The battery is only switched on during recuperation and for charging the Ultra Cap during vehicle standstill or generator failure. With regard to the voltage ranges, the same applies as in 1 ,

All three versions accordingly 1 to 3 are one-voltage concepts with regard to the vehicle electrical system.

4 shows a version with a two-voltage on-board network 23 and 24 , in which 24 may be a low voltage electrical system. Again, there are damping capacitor 22 ' and battery disconnector 21 ' necessary. The consumers 26 and 27 are the appropriate on-board networks 23 and 24 assigned. The power management 13 gets over the bus 12 ' the corresponding information.

The advantage of this version is the greater spread of voltages for high current consumers and components and systems that are cheaper to design with lower voltages. Here is an education with 42 and 12 V on. Another DC / DC converter 25 supplies the electrical system here 24 , This is advantageous bidirectional form, as redundancy to the converter 8th' , If this fails, the Ultra Cap can use the DC / DC converter 25 and switches 7 ' getting charged.

5 shows another version of a two-voltage electrical system 23 ' and 24 ' , where the electrical system 24 ' only relatively few, predestined for a low voltage consumer, in particular quiescent consumers, includes. The DC / DC converter 25 ' can be similar here as in 1 described as a simple voltage-controlled switching regulator with a small buffer capacitor 26 be executed.

The battery disconnect switch 27 can according to the description of 1 and 3 either used or omitted. Voltage ranges are 14 / 3-5V, 28 / 3-5V, 42 / 3-5V.

6 shows the arrangement of the electrical system, z. B. accordingly 1 , in the vehicle 28 , The from this 1 inherited parts are the Ultra Cap 29 , the DC / DC converter 30 and the switch 31 , These are beneficial, as shown, to the Ultra Cap 29 grown and all are located in the footwell, especially the passenger side. The electrical connection to the generator 32 and the starter 33 (alternatively ISG / RSG) takes place via the line 35 , The electrical system z. B. the electrical system control units 34 and 34 ' in front and 38 and 38 ' behind are over the electrical supply line 35 ' turned on, which also to the battery 36 leads. To avoid a short circuit on the battery line, here can a battery disconnector 37 be used, at the same time also the functions of the circuit breaker 21 . 21 ' , respectively. 27 of the 3 . 4 , and 5 can take over.

According to the advantages already described above, the battery 36 with a relatively small cross section of the line 35 ' In addition, it is optimally placed for weight distribution. The fact that the battery is stressed, the average current load in the interior is very small, which is important for health reasons.

7 shows one of the 6 almost identical arrangement with the components 29 ' . 34 '' . 35 '' and 36 ' , Here, however, is a changeover relay 40 used, which has a middle position and an actuation 41 has two electromagnets. This middle position has the advantage that in the event of a crash or short circuit the Ultra Cap can be disconnected.

A sp box is out of the DE 10243970 A1 known.

8th shows one opposite the 4 and 5 other supply of the onboard network. Here, instead of a DC converter, a switching regulator is provided as a supply unit for the onboard power supply. The main on-board network is in 8a only from generator 30 , Battery 31 and the supply line 32 shown represented. The main on-board network can, as stated above, have a voltage of 12, 24 or 42V. The rest in the 1 to 5 described components of the main on-board network, in particular the energy storage and the DC converter need not be used here. The onboard network consists here of control units 33 to 35 that serve connected consumers. Between the line 32 and the controllers 33 to 35 are redundancy reasons two switching amplifier, z. B. two mosfets 36 turned on and a capacitor 37 , which may possibly be a small energy storage, turned on. The switching amplifier 36 be from the controller 33 switched on reaching a lower voltage U ₁ and turned off when reaching an upper voltage U ₂ . At the condenser 37 forms the in 8b illustrated sawtooth voltage U _Kond from z. B. can vary between 3 and 6V. The consumers supplied in the onboard electrical system are consumers of low power and in particular closed-circuit consumers, for which such an operating voltage is optimal.

Claims (24)

Motor vehicle with a motor vehicle driven by the generator ( 1 ), a starter ( 2 ), an energy store ( 6 ), at least one electrical system ( 9 ), a battery ( 14 ), wherein in a first connecting line (V1) a DC converter ( 8th ) for connecting the energy store ( 6 ) with the electrical system ( 9 ), and wherein in a second connecting line (V2), which the on-board network ( 9 ) and the generator ( 1 ) electrically connects to each other, a switch ( 7 ) is arranged, with which the electrical system ( 9 ) from the generator ( 1 ) is separable, wherein the generator ( 1 ) directly to the energy store ( 6 ), wherein for the supply of the electrical system ( 9 ) via the second connection line (V2) with the switch closed ( 7 ) a generator controller ( 4 ) controls the generator voltage to a voltage corresponding to the vehicle electrical system voltage, and wherein at the beginning of a recuperation of the switch ( 7 ) and until the voltage of the energy store ( 6 ) remains open at about the vehicle electrical system voltage, and with open switch ( 7 ) the DC converter ( 8th ) and possibly the battery takes over the on-board power supply. Motor vehicle according to claim 1, characterized in that the DC converter ( 8th ) is bidirectional and also for charging the energy store ( 6 ) from the battery ( 14 ) serves. Motor vehicle according to claim 1 or 2, characterized in that the electrical system ( 9 ) is a low voltage electrical system and the battery ( 14 ) directly with the electrical system ( 9 ) connected is. Motor vehicle according to one of claims 1 to 3, characterized in that the switch is a changeover switch ( 19 ) or a switch combination ( 20 ), who in his one position is the generator ( 1 ) with the electrical system ( 9 ) and in its second position the generator ( 1 ) with the energy store ( 6 ' ) and that the switch ( 19 ) the switch combination ( 20 ) from the beginning of the recuperation until the voltage of the energy store ( 6 ) remains switched to about the vehicle electrical system voltage in its second position. Motor vehicle according to claim 1 or 2, characterized in that the battery ( 14 ) from the electrical system ( 9 ) is detachable and at vehicle standstill and / or failure of components such. B. of the generator ( 1 ) and / or the energy store ( 6 ), with the electrical system ( 9 ' ) is connected. Motor vehicle according to one of claims 1 to 5, characterized in that in addition an onboard network ( 24 ) for low-power consumers ( 27 ) with a lower voltage requirement than the vehicle electrical system ( 9 ) is used, which of another DC voltage converter ( 25 ) is supplied from the electrical system. Motor vehicle according to claim 6, characterized in that the further DC voltage converter ( 25 ) is bidirectional. Motor vehicle according to claim 6 or 7, characterized in that the battery ( 14 ' ) this on-board network ( 24 ) assigned. Motor vehicle according to claim 6, 7 or 8, characterized in that this auxiliary power supply from the battery ( 14 ' ) is separated and a small energy storage ( 26 ), z. B. capacitor has. Motor vehicle according to claim 8, characterized in that the further DC voltage converter ( 25 . 25 ' ) by a switch ( 21 ' . 27 ) which can be bridged for charging the energy store during vehicle standstill and / or for emergency starting by means of the battery ( 14 ' ) is closed. Motor vehicle according to one of claims 1 to 10, characterized in that the DC converter ( 8th . 8th' . 25 . 25 ' ) is formed at least in one direction as a switching regulator. Motor vehicle according to one of claims 1 to 11, characterized in that to a supply line of the electrical system ( 9 ) a damping capacitor ( 22 ) is turned on. Motor vehicle according to one of claims 1 to 12, characterized in that the energy store ( 29 . 29 ' ) a shortest possible electrical connection ( 35 ) to the generator ( 32 ) and starters ( 33 ) having. Motor vehicle according to one of claims 1 to 13, characterized in that the energy store ( 29 . 29 ' ) in the footwell of the vehicle ( 28 ) is arranged. Motor vehicle according to one of claims 1 to 14, characterized in that the battery ( 36 . 36 ' ) is arranged for optimal weight distribution in the trunk. Motor vehicle according to one of claims 1 to 15, characterized in that the switch ( 31 . 40 ), the DC-DC converter ( 30 ) and the energy storage ( 29 . 29 ' ) are assembled into a single unit. Motor vehicle according to one of claims 1 to 16, characterized in that an electrical Management ( 35 ' . 35 '' ) to the battery ( 36 . 36 ' ) is dimensioned too small for the starting current in cross section. Motor vehicle according to one of claims 1 to 17, characterized in that the battery ( 36 ) and the energy storage ( 29 ) by disconnector ( 37 ) are protected against short circuit. Motor vehicle according to one of claims 4 to 18, characterized in that when forming the switch as a changeover switch, according to claim 4, the switch ( 40 ) has a neutral middle position. Motor vehicle according to one of claims 1 to 19, characterized in that the energy store ( 29 . 29 ' ) and the battery are connected to a vehicle control unit arranged in the immediate vicinity. Motor vehicle according to claim 20, characterized in that the energy store and the battery are connected to an SP box arranged in the immediate vicinity. Motor vehicle according to one of Claims 1 to 21, characterized in that the motor vehicle has a main on-board network ( 32 ) and an onboard network ( 8a . 33 to 35 ), wherein the auxiliary electrical system low-power consumer ( 8a . 33 to 35 ) with lower voltage requirements than those of the main on-board network ( 8a . 32 ) and that the onboard network ( 8a . 33 to 35 ) from the main on-board network ( 32 ) via a switching regulator ( 8a . 36 . 37 ) and that the low power consumers are preferably closed circuit consumers. Motor vehicle according to one of claims 1 to 22, characterized in that instead of the generator ( 1 ) and the starter ( 2 ) A combined starter generator is provided. Motor vehicle according to claim 22, characterized in that the electrical system ( 9 ) is the main on-board network.

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