EP3099523A1 - Réseau de bord et procédé pour faire fonctionner un réseau de bord - Google Patents

Réseau de bord et procédé pour faire fonctionner un réseau de bord

Info

Publication number
EP3099523A1
EP3099523A1 EP15701024.0A EP15701024A EP3099523A1 EP 3099523 A1 EP3099523 A1 EP 3099523A1 EP 15701024 A EP15701024 A EP 15701024A EP 3099523 A1 EP3099523 A1 EP 3099523A1
Authority
EP
European Patent Office
Prior art keywords
voltage
battery
low
electrical system
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.)
Withdrawn
Application number
EP15701024.0A
Other languages
German (de)
English (en)
Inventor
Holger Fink
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Samsung SDI Co Ltd
Original Assignee
Robert Bosch GmbH
Samsung SDI Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH, Samsung SDI Co Ltd filed Critical Robert Bosch GmbH
Publication of EP3099523A1 publication Critical patent/EP3099523A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L58/19—Switching between serial connection and parallel connection of battery modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • 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
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0024—Parallel/serial switching of connection of batteries to charge or load circuit
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • 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
    • H02J7/0068—Battery or charger load switching, e.g. concurrent charging and load supply
    • 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
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • 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
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/342—The other DC source being a battery actively interacting with the first one, i.e. battery to battery charging
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/22—Standstill, e.g. zero speed
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/24—Coasting mode
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • 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
    • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
    • 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
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/907—Electricity storage, e.g. battery, capacitor

Definitions

  • the invention relates to a vehicle electrical system for a motor vehicle, and to a motor vehicle having such a vehicle electrical system.
  • an electrical system for supplying the electric starter or starter for the internal combustion engine and other electrical devices of the motor vehicle, which is operated by default with 12 volts.
  • starting the engine is on the electrical system of a
  • Starter battery provided a voltage to a starter, soften the
  • Internal combustion engine starts when, for example, by a corresponding starter signal, a switch is closed. If the internal combustion engine is started, this drives an electric generator, which then generates a voltage of about 12 volts and provides it via the electrical system to the various electrical consumers in the vehicle. The electric generator also charges the starter battery charged by the starting process. If the battery is charged via the electrical system, the actual voltage may also be above the rated voltage, eg. B. at 14 V or at 14.4 V. The electrical system with 12 V, or 14 V voltage is referred to in the present disclosure as a low-voltage electrical system.
  • High voltage subnet having a battery which is adapted to generate the high voltage and deliver it to the high voltage subnet, and the at least two
  • High voltage subnet is fed from all battery units of the battery and the low voltage subnet is fed from a battery unit and in the second
  • the high voltage subnet is powered from a battery unit and the low voltage subnet is powered from at least one battery unit.
  • the invention has the advantage that electrical low-voltage consumers can be operated by the low voltage sub-network, the low on a first
  • the high-voltage sub-network is ready, i. the sub-board network with a relation to the first voltage increased voltage.
  • the supply of the low voltage subnetwork is the charging and
  • Low voltage subnetwork supply via the high voltage subnetwork takes place unidirectionally, d. H.
  • the coupling unit preferably provides the energy transfer only in one direction.
  • the electrical system can be used both in stationary applications, e.g. in wind turbines, as well as in vehicles, e.g. in hybrid and electric vehicles.
  • the electrical system can be used in vehicles that have start-stop systems.
  • the presented system d. H. the electrical system and an associated control unit,
  • a battery management system is particularly suitable for use in vehicles having a 48 volt generator and a 14 volt starter, the 14 volt starter is preferably designed for start / stop systems.
  • the system presented is particularly suitable for use in vehicles that have a boost recuperation system (BRS).
  • BRS boost recuperation system
  • Boost recuperation systems (BRS) generate electrical energy during braking, downhill or sail operation to supply the electrical consumers.
  • the BRS increases the efficiency of the system so that fuel can be saved or emissions can be reduced.
  • the battery in the high voltage subnetwork can be the
  • Assist combustion engine which is referred to as boost, or even be used at low speeds for short distances even for purely electric driving, e.g. with an electric parking and Ausparken.
  • the terms “battery” and “battery unit” are used in the present description, adapted to common usage, used for accumulator or Akkumulatorü.
  • the battery includes one or more battery packs that include a battery cell
  • Battery Module a module string or a battery pack can denote.
  • Battery cells are preferably spatially combined and interconnected circuitry, for example, connected in series or parallel to modules.
  • modules can form so-called battery direct converters (BDCs) and several battery direct converters form a battery direct inverter (BDI).
  • BDCs battery direct converters
  • BDI battery direct inverter
  • the battery units can thus be alternately claimed to provide the low voltage, z. B. to support a start-stop system, resulting in an increased life of the battery unit.
  • the coupling unit has at least one reverse-blocking switch.
  • the reverse-blocking switch for connecting and disconnecting a selectively switchable battery unit for
  • Reverse voltage both polarity can accommodate.
  • at least one reverse-blocking switch When connecting a battery unit to the low-voltage subnetwork, at least one reverse-blocking switch, more preferably two reverse-blocking switch, is preferably actuated.
  • at least one reverse-blocking-capable switch When switching off a battery unit to the low-voltage subnetwork, at least one reverse-blocking-capable switch, particularly preferably two reverse-blocking-capable switches, is likewise preferably actuated.
  • the coupling unit has at least one reverse-blocking switch.
  • the forward blocking switches are preferably suitable for the series connection of the selectively switchable battery units. It is preferably provided that when separating the line between two battery units, at least one reverse-blocking switch is actuated. Likewise, it is preferably provided that during the connection of the line between the battery units, at least one reverse-blocking switch is actuated.
  • the coupling unit is adapted to switch at least two battery units with respect to the low voltage subnet to each other in parallel. Particularly preferably, in the second operating state, at least two, preferably all battery units are connected in parallel with respect to the low-voltage subnetwork. This makes it possible that, in the case of deviating states of charge of the two battery units, a supply of the low-voltage subnetwork from that
  • the low-voltage subnet is supplied from both battery units.
  • the coupling unit is adapted to serially connect at least two battery units with respect to the high voltage subnetwork, i. to connect with each other in series.
  • at least two battery units are connected in series with respect to the high-voltage subnetwork.
  • the low-voltage subnetwork at least one
  • the capacitor is preferably configured to stabilize the low voltage when changing the connected battery unit.
  • the capacitor is also preferably also suitable as an energy store, which is set up to generate the low voltage at least in the short term and to feed it into the low voltage subnet.
  • the voltage dip in the low-voltage subnetwork can be further advantageously reduced if the switchover occurs at such times when the on-board electrical system current is as low as possible. This can be done, for example, by evaluating a signal for the on-board electrical system current and dependent control of the switch of the coupling unit.
  • Consumer management system to provide high voltage consumers, such.
  • the coupling unit is adapted to provide at least one further operating state, wherein in the further operating state, the high voltage subnet is fed from several, in particular two, three or four battery units and the low voltage subnet is fed from several, in particular two, three or four parallel battery units.
  • the electrical system preferably has a control unit for controlling the coupling unit
  • the control unit may for example be assigned to a battery management system associated with the battery, which comprises, for example, further units which are set up, measuring data on temperatures, supplied voltages, discharged currents and charge states of the battery or the
  • Coupling unit can have a computer program that executes one of the methods according to the invention.
  • a motor vehicle is also specified with an internal combustion engine and one of the vehicle electrical systems described above.
  • a first operating phase can be a parked vehicle or parking vehicle, a second operating phase a motor vehicle start, a third operating phase a start Stop operation of the motor vehicle and / or a fourth phase of operation a driving operation of the motor vehicle.
  • the second operating state in the first operating phase, d. H. set when the vehicle or parked vehicle.
  • the second operating phase may in particular be a starting state of a motor vehicle, for example also a cold start state of a motor vehicle, the latter being defined by the passage of a defined period of time, for example after the lapse of 10 min, 20 min, 1 h, 2 h, 12 h or 24 H.
  • the third operating phase preferably comprises a start operating state and a
  • the settings are preferably selected according to the settings in the second operating phase, and in the
  • that battery unit is used to supply the low-voltage subnetwork, which has the highest state of charge at a given time.
  • the supply of the low voltage subnet is made from that battery unit which has the highest
  • Charge state has.
  • the following considerations are made. It is assumed that in uniformly aged cells, the internal resistance and the capacity of the cells at the same reference conditions, ie. H. substantially the same temperature and the same state of charge, are approximately equal.
  • the maximum achievable power is limited by uniformly aged cells by that cell with the lowest charge state.
  • the maximum removable energy is limited by evenly charged cells by the cell with the lowest state of charge.
  • the maximum allowable load performance is limited by the cell with the highest state of charge for evenly aged cells.
  • the maximum deliverable energy is limited by evenly aged cells by the cell with the highest state of charge.
  • the system In addition to the requirements for the high-voltage subnetwork, the system also has requirements for starting operations in the low-voltage subnetwork. In order for these requirements to be met as well as possible by means of a combination of the high-performance energy store and the battery, it is preferred to use that battery unit to supply the low-voltage subnetwork which has the highest charge state at a given time.
  • the requirements for the selection of the switching states of the coupling unit can be met with the following operating strategy: The supply of the low voltage subnet always takes place from that battery unit, which currently has the highest state of charge. Since the supply of the low-voltage subnetwork is superimposed on the charging and discharging processes in the high-voltage subnetwork and the low-voltage sub-network power supply takes place unidirectionally, this selection rule ensures that the
  • Battery unit with the highest state of charge is discharged faster or is charged slower than the other battery units. This has a symmetrization of
  • a threshold value for the difference ASOCumschait of the charge states is introduced, eg a difference ASOCumschait with a defined value between 0.5% and 20%, preferably between 1% and 5%, more preferably about 2%, which must be exceeded, so that the supply of the
  • Low voltage subnet from a battery unit to that battery unit changes, which has a correspondingly higher state of charge than the currently used to supply the low voltage subnet battery unit.
  • the switchover in the supply is always on that battery unit, which currently has the highest state of charge, and the switching takes place when the current supply of the
  • Low voltage sub-network through-connected battery unit has a state of charge, which is lower by at least ASOCumschait than the state of charge of that battery unit with the highest state of charge.
  • the invention provides a low-cost vehicle electrical system with a lithium-ion battery system for vehicles, which has a high voltage subnet, a low voltage subnet and a boost recuperation system with unidirectional supply of the low voltage subnet. This can be compared to known systems a potential separating
  • DC-DC converters DC / DC converters
  • the system is therefore characterized by a reduced volume and by a lower weight compared to currently under development BRS systems.
  • the Boost recuperation system can also store significantly more energy when properly designed compared to currently under development BRS systems and thereby recover more electrical energy in the system during long braking or downhill driving.
  • the provision according to the invention for the selection of the switching states of the coupling unit has the effect that the battery can perform necessary tasks in an optimized manner in different operating phases of the vehicle electrical system.
  • the supply of the battery has the effect that the battery can perform necessary tasks in an optimized manner in different operating phases of the vehicle electrical system.
  • the battery provides sufficient electrical energy even with longer downtime.
  • the battery can supply high-voltage consumers even during stop phases during start-stop operation.
  • the supply of the high voltage subnet is ensured, d. H.
  • the battery provides the high-voltage sub-network substantially without interruption for the necessary operating conditions, the electrical energy.
  • optimization means that as much electrical energy can be recovered in a braking operation and that the battery can be charged with the highest possible performance.
  • the optimization means that the battery enables the starting processes by providing electrical energy with the required voltage and power, and that as much electrical energy as possible can be made available for the boost operation.
  • FIG. 1 shows a low-voltage on-board network according to the prior art
  • Figure 2 shows a vehicle electrical system with a high voltage subnet and a
  • Figure 3 shows a vehicle electrical system with a high voltage subnet and a
  • Figure 4 shows a vehicle electrical system with a high voltage subnet and a
  • FIG. 5 shows a coupling unit in an exemplary operating state
  • FIG. 6 shows the coupling unit from FIG. 5 in a further exemplary operating state
  • FIG. 7 shows the coupling unit from FIG. 5 in a further exemplary operating state
  • FIG. 8 shows the coupling unit from FIG. 5 in a further exemplary operating state
  • FIG. 9 reverse and reverse blocking switches
  • FIG. 10 Settings of operating states as a function of operating phases
  • FIG. 11 shows operating states and their properties in a first operating phase
  • FIG. 12 operating states and their properties in a second operating phase
  • FIG. 1 shows a vehicle electrical system 1 according to the prior art.
  • Internal combustion engine is provided via the electrical system 1 from a starter battery 10, a voltage to a starter 1 1 available, which (not shown) starts the engine when, for example, by a corresponding starter signal, a switch 12 is closed. If the internal combustion engine is started, this drives an electric generator 13, which then generates a voltage of about 12 volts and provides it via the vehicle electrical system 1 to the various electrical consumers 14 in the vehicle. The electric generator 13 also charges the starter battery 10 charged by the starting process.
  • FIG. 2 shows a vehicle electrical system 1 with a high-voltage sub-network 20 and a
  • the electrical system 1 can be an electrical system of a Vehicle, in particular a motor vehicle, transport vehicle or forklift to be.
  • the high-voltage sub-network 20 is, for example, a 48-volt electrical system with a
  • the electric generator 23 which is operable by an internal combustion engine (not shown).
  • the generator 23 is formed in this embodiment, in
  • the high voltage sub-network 20 further comprises a battery 24, which may be formed, for example, as a lithium-ion battery and which is adapted to feed the necessary operating voltage in the high-voltage sub-network 20.
  • a battery 24 which may be formed, for example, as a lithium-ion battery and which is adapted to feed the necessary operating voltage in the high-voltage sub-network 20.
  • Load resistors arranged which may be formed for example by at least one, preferably by a plurality of electrical high-voltage consumers 25 of the motor vehicle, which are operated with the high voltage.
  • the low-voltage sub-network 21 which is arranged on the output side of the DC-DC converter 22, there are a starter 26, which is set to close a switch 27 to start the engine, and an energy storage 28, which is set, the low voltage in the amount of, for example 14th Volt for that
  • Low voltage subnet 21 to provide. In the low voltage subnet 21 are more
  • Low-voltage consumers 29 are arranged, which are operated with the low voltage.
  • the vehicle electrical system voltage in the low-voltage sub-network 21 is in driving operation, depending on the temperature and state of charge of the energy storage 28, approximately in
  • the DC-DC converter 22 is connected on the input side to the high-voltage sub-network 20 and to the generator 23.
  • the DC-DC converter 22 is connected on the output side to the low-voltage sub-network 21.
  • the DC-DC converter 22 is formed, a DC voltage received on the input side, for example a DC voltage
  • DC voltage with which the high voltage subnet is operated for example, between 12 and 48 volts, to receive and generate an output voltage, which is different from the voltage received on the input side, in particular a
  • Figure 3 shows an electrical system 1 with a high-voltage sub-network 20 and a
  • Low voltage sub-network 21 which are connected by a bidirectional, potential-separating DC-DC converter 31.
  • the illustrated vehicle electrical system 1 is in
  • the system illustrated in FIG. 3 differs in the integration of the starter. While in the system shown in Figure 2, the starter 26 is disposed in the low voltage subnet 21 and thereby the DC-DC converter 22 can be unidirectionally designed for energy transport from the high voltage sub-network 20 in the low voltage subnet 21, in the architecture shown in Figure 3, a starter generator 30 in High voltage subnet 20 used. In this case, the DC-DC converter 31 is bidirectional, so that the battery 24 can be charged via the low-voltage sub-network 21, if necessary.
  • FIG. 4 shows a vehicle electrical system 1 with a high-voltage sub-network 20 and a
  • Low voltage subnet 21 for example, a vehicle electrical system 1 of a vehicle, in particular a motor vehicle, transport vehicle or forklift.
  • the electrical system 1 is particularly suitable for use in vehicles with a 48-volt generator, a 14-volt starter and a boost recuperation system.
  • the high-voltage sub-network 20 includes a starter-generator 30, which has a
  • the starter-generator 30 is designed to generate electrical energy as a function of a rotational movement of the engine of the vehicle and to feed it into the high-voltage sub-network 20.
  • load resistors are arranged, which may be formed for example by at least one, preferably by a plurality of electrical high-voltage consumers 25 of the motor vehicle, which are operated with the high voltage.
  • the high voltage sub-network 20 also includes a battery 40, which may be formed, for example, as a lithium-ion battery and which is adapted to feed the operating voltage of 48 volts in the high voltage sub-network 20.
  • the lithium-ion battery 40 preferably has a rated voltage of 48 volts
  • the battery 40 has a plurality of battery units 41 -1, 41 -2, ... 41 -n, wherein the
  • Battery units 41 are assigned a plurality of battery cells, which are usually connected in series and partially in addition to each other in parallel to the required
  • the individual battery cells are, for example, lithium-ion batteries with a voltage range of 2.8 to 4.2 volts.
  • the battery units 41 -1, 41 -2, ... 41 -n are assigned Einzelschreibsabgriffe 80-1 1, 80-12, 80-21, 80-22, ... 80-n1, 80-n2, via which the Voltage of a coupling unit 33 is supplied.
  • the coupling unit 33 is set up to connect at least one of the battery units 41 of the battery 40 to the low-voltage sub-network 21 for its operation or support, and to appropriately interconnect these with respect to the high-voltage sub-network 20.
  • the coupling unit 33 couples the high voltage subnet 20 to the
  • Low-voltage sub-network 21 and provides the output side, the low-voltage sub-network 21, the necessary operating voltage ready, for example, 12 V or 14 V.
  • the low-voltage sub-network 21 includes the low-voltage consumers 29, which are designed, for example, for operation at 14 V voltage.
  • Embodiment is provided that the lithium-ion battery 40, the supply of closed circuit loads, which are shown as a consumer 25, 29, takes over when the vehicle is parked.
  • the lithium-ion battery 40 the supply of closed circuit loads, which are shown as a consumer 25, 29, takes over when the vehicle is parked.
  • the battery provides the quiescent currents of the low-voltage consumers 29 in the low voltage subnet 21 during the service life, so that, for example, an anti-theft alarm system is supplied.
  • an energy store 28 is optionally arranged, which can deliver very high power for a short time, ie is optimized for high performance, and as a
  • the energy storage 28 fulfills the purpose that overvoltages when switching the battery units 41 are further avoided. Is used as
  • Energy storage 28 is a capacitor used, its dimensioning is preferred:
  • Lax is the maximum on-board electrical system current which can flow in the I during the switching operations
  • t equals the time during which no battery unit 41 for the
  • FIG. 5 shows a coupling unit 33, which is designed as a unidirectional, galvanically non-separating DC-DC converter (DC / DC converter).
  • the coupling unit 33 comprises reverse blocking switches 44, 45, which have the property that in a state "on” they allow current to flow in only one direction and in a second state “off” they can absorb a blocking voltage of both polarities.
  • This is an essential difference to simple semiconductor switches, such as e.g. IGBT switches, as they can not pick up reverse voltage due to their intrinsic diode.
  • two different types of switches are shown in FIG. 5, namely RSSJ 45 and RSS_r 44, which do not have to differ in their production, but are merely installed with different polarity.
  • An example of the structure of the reverse blocking switches 44, 45 will be described with reference to FIG.
  • the individual voltage taps 80 of the battery units 41 are each supplied to one of the different reverse blocking switches RSSJ 45 and RSS_r 44.
  • the reverse blocking switches RSSJ 45 are the output side of the
  • Coupling unit 33 connected to the positive pole 52, and the reverse blocking switch RSS_r 44 are the output side of the coupling unit 33 connected to the negative pole 51.
  • the coupling unit 33 includes reverse blocking switches VSS 90, which may be, for example, standard semiconductor switches. An example of the structure of the reverse inhibit switch 90 will be described with reference to FIG. In the
  • Coupling unit 33 the individual taps of the battery units 41 are branched and fed in parallel to the reverse blocking switches each a non-forward switch VSS 90.
  • the reverse inhibit switches VSS 90 serially connect the battery units 41 if the reverse inhibit switches VSS 90 are closed.
  • a forward-blocking switch 90 is arranged between each two battery units 41, so that n-1 reverse-blocking switches VSS 90-1, VSS 90-2, ... VSS 90- ⁇ -1 are provided in n battery units.
  • the reference symbol 73 shows the current path through the battery units 41 for supplying the high-voltage subnetwork. All non-forward switch 90 are closed.
  • the vehicle electrical system or the control system is set up so that the battery 40 can only supply the starter-generator 30 with energy when all the non-forward-locking switches 90 are switched on.
  • the reverse blocking switches 90 need not necessarily be turned on, since the intrinsic diodes of the reverse blocking switch 90 can carry the charging current.
  • the reverse blocking switch 90 are always turned on when no parallel operation for the supply of the
  • reverse blocking switch 90 also allows two or more battery units 41 to be connected in parallel to supply the low voltage subnetwork 21. In this case, the affected reverse inhibit switches 90 are controlled to the "off" state, as will be explained with reference to Figure 8. In a different one
  • FIG. 6 shows the supply of the low-voltage sub-network 21 by way of example from FIG.
  • the voltage level of the high voltage subnet 20 based on the mass of
  • Low voltage sub-network 21 depends on which of the battery units 41 is switched on or are. In any of the operating states, however, one of the potentials has an amount which is a voltage limit equal to the sum of the high voltage and the
  • Low voltage exceeds, i. at a 48 volt mains and a 14 volt mains at about 62 volts. However, there may be negative potentials compared to the mass of the
  • the operation of the starter-generator 30 is independent of the operation of the coupling unit 33 and the supply of the low-voltage sub-network 21st In the through-connected
  • Battery unit 41 which supplies the low voltage subnet 21, results in a
  • Low voltage sub-network 21 can be constructed with the architecture presented a system which has a very high availability of electrical energy in the
  • Low voltage subnet 21 has.
  • FIG. 7 shows the supply of the low-voltage sub-network 21 by way of example from FIGS.
  • Battery units 41 -1, 41 -2 via the activated reverse blocking switches RSSJ 45-i, RSSJ 45-j, RSS_r 44-i, RSS_r 44-j.
  • a first current path 71 leads via a reverse blocking switch RSSJ 45-i via the second battery unit 44-2 and via the further reverse blocking switch RSS r 44-i to the negative pole 51.
  • Plus pole 52 also leads a further current path 72 via the reverse blocking switch RSSJ 45-j via the first through-connected battery unit 41 -1 via the further reverse blocking switch RSS_r 44-j to the negative pole 51.
  • FIG. 8 shows the supply of the low-voltage sub-network 21 by way of example from the battery units 41 -1, 41 -2 via the activated reverse-blocking switches RSSJ 45-i, RSSJ 45-j, RSS_r 44-i, RSS_r 44-j and the open reverse-blocking switch VSS 90 -1, which is located between the battery units 41 -1, 41 -2.
  • a first current path 72 leads via a reverse blocking switch RSSJ 45-i via the first battery unit 41 -1 and via the further reverse blocking switch RSS_r 44-j to the negative pole 51.
  • From the positive pole 52 also leads a further current path 71 via the reverse blocking switch RSSJ 45-j on the second through-connected battery unit 41 -2 via the further reverse blocking switch RSS_r 44-i to the negative terminal 51.
  • the reverse inhibit switch VSS 90-1 When the reverse inhibit switch VSS 90-1 is open, are the first battery unit 41 -1 and the second battery unit 41 -2 connected in parallel with respect to the low voltage subnet.
  • the positive pole of the first battery unit 41 -1 is connected electrically high impedance.
  • a first switching method is specified in which, in a first step a), the reverse blocking switches 44, 45 assigned to the connected battery units 41 are switched off. Then, in a second step b), with a delay whose duration essentially depends on the characteristics of the switches 44, 45 used, the connection of the
  • battery unit 41 -2 is to be changed to 41 -1, those of battery unit 41, which are initially in current-carrying power, are assigned
  • Low voltage subnetwork during the switching phase of the circuit breaker with the connected higher potential of the two battery units and the negative pole 51 during the switching phase with the lower potential of the two battery units This would in the short term, a much larger voltage to the low voltage sub-network 21 is applied as the specification of the low voltage subnet allowed.
  • the low-voltage subnetwork 21 would be connected in series because of the series connection
  • Battery units 41 in the short term the sum of the partial voltages of the battery units 41 -1, 41 -2 are provided. To avoid these surges, is in the
  • Switchover of the coupling unit 33 proceeded as follows: -
  • the switchover is such that the reverse blocking switch 44-i, 45-j of the current-carrying battery unit, in the example shown, the battery unit 41 -2, are first turned off and after the switch the current leading
  • Low voltage subnet 21 to take over, turned on.
  • the principle described is also referred to as "break-before-make".
  • the delay between switching off and on is required, since otherwise the voltage in the low-voltage sub-network 21 would rise to impermissibly high values in all switching operations during the transition phase, in the case illustrated in FIG. 7 to the sum of the voltages of the battery units 41 -1 and 41 -2, that is twice the value. If the coupling device 33 is switched with a delay time, but this means that the supply of the low voltage sub-network 21 is briefly interrupted. In order to avoid an inadmissible voltage dip, according to some
  • Embodiments buffering means of the energy storage 28 are made. If a capacitor is used as the energy store 28, then it takes place
  • the voltage dip in the low-voltage sub-network 21 can be further advantageously reduced, if the switching takes place at such times at which the electrical system power is as low as possible. This can be done, for example, by evaluating a signal for the on-board electrical system current and dependent control of the switch of the coupling unit. In addition, syncing with a
  • Consumer management system done to high voltage consumers, such as Switch off heating systems for a short time without sacrificing comfort, in order to enable switching of the battery units without significant voltage drop.
  • a further switching method is provided, wherein in a first step c) all non-forward switch 90 are turned off.
  • the starter-generator 30 feeds no energy in the switching phase
  • Battery unit or battery units 41 is turned on.
  • the shutdown of the first, connected battery unit 41 -1 of the low voltage subnet 21 it can also change between not directly
  • a fourth step d the reverse blocking switches 90 are switched on again. After the restoration of the connection, the parallel connection of the two battery units or the commutation of the first to the second battery unit is completed, without the supply of the low voltage subnet 21 was interrupted.
  • the selection of switching methods is made by the control system, for example, depending on which subnetwork should be prioritized. As another example, depending on which subnetwork should be prioritized. As another example, depending on which subnetwork should be prioritized. As another
  • Possibility can be provided in operating phases in which the full power or not the full voltage of the battery is required in the high voltage subnet, to go to a reduced voltage operation. Then can take place with the coupling unit 33 an uninterruptible supply of the low voltage subnet.
  • FIG. 9 shows a possible construction of reverse-blocking switches 44, 45 and reverse-blocking switches 90.
  • the direction of passage of the switches is indicated by I.
  • a reverse inhibit switch RSS_r 44 includes one
  • a reverse inhibit switch 90 includes a MOSFET, IGBT, or bipolar transistor 101, with its intrinsic diode 102 also shown.
  • the switches RSSJ 45, RSS_r 44 and VSS 90 are characterized in particular by a barely noticeable delay in the switching operations, ie allow a very short switching time.
  • Time delay between switching off and switching on the switch can be set very accurately.
  • FIG. 10 shows the setting of switching states as a function of different operating phases.
  • FIG. 10 shows four different operating phases 102, 103, 104, 105 whose detection or setting leads to a changeover 101 of the switching states of the coupling device.
  • a first phase of operation 102 is a passive phase of the system, such as a parked vehicle or parked vehicle.
  • a second operating phase 103 is a starting phase of the system, for example a motor vehicle start.
  • a third operating phase 104 is a start-stop phase of the system, for example a start-stop operation of a motor vehicle.
  • a fourth phase of operation 105 is an active phase of the system, for example a driving operation of the vehicle.
  • the battery underlying the figures 10 to 14 includes four exemplary
  • the coupling unit is set up to provide at least the following operating states:
  • the table shows configurations of the battery that can be set via the coupler.
  • XsYp means X cells connected in series and Y cells in
  • 2s1 p means a series connection of two
  • Battery units and 1 s2p a parallel connection of two battery units.
  • FIG. 11 shows configurations of the battery system in the first phase of operation 102, d. H. for example, when the vehicle is parked.
  • a first configuration 1 10 is 1 s4p, d. H.
  • a battery unit is the
  • High voltage subnet is possible by only one battery unit available voltage.
  • a balancing can be done 1 15 of the battery units, d. H. a compensation of the charges of the individual battery units.
  • Supply 1 18 of the low voltage subnetwork is possible without interruption when changing the battery unit.
  • a third configuration 1 12 namely 1 s1 p + 1 s3p, in which two non-forward switch between three adjacent battery units are turned off and six manniquesperrstorye switch of these battery units are turned on, there is a supply 1 19 of the high voltage subnet with a reduced voltage, here, for example three quarters of the high voltage. Balancing 120 of the battery units can take place via a change in the supply 121 of the low-voltage subnetwork. A supply 121 of the low voltage subnetwork is possible without interruption.
  • the second and the third configuration 1 1 1, 1 12 are preferably set when the high voltage subnet can indeed be supplied with reduced voltage, but this voltage is necessarily higher than the low voltage that can be provided by a battery unit.
  • the balancing of the battery units is performed by a change of that battery unit, which is used to supply the low voltage subnet. Such a change can either with a short interruption of the direct supply of the low voltage subnet from a battery unit and thus with appropriate
  • a fourth configuration 1 13, namely 4s1 p can be set.
  • High voltage subnetwork with the sum voltage of the battery units in addition to a balancing 123 of the battery units via a change of the supply of the low voltage subnet done.
  • the supply 124 of the low-voltage subnetwork is made from a single battery unit.
  • Battery unit is the supply 124 of the low voltage subnet not
  • the supply of the low voltage subnet is carried out in the fourth configuration 1 13 during the Abstellphase from that battery unit which has the highest state of charge. This selection rule ensures that the battery unit with the highest charge state is discharged faster than the other battery units.
  • FIG. 12 shows the setting of the switching states in the second operating phase 103, for example the start of the motor vehicle. So that the system on the
  • High voltage subnet page can deliver its maximum possible power, all battery units are connected to a configuration 120 in series, d. H. in the example with four battery units to 4s1 p.
  • a supply 121 of the high voltage subnetwork with maximum possible power of the battery a supply 122 of the
  • FIG. 13 shows the configuration of the battery system for the third operation phase 104, for example, the start-stop operation.
  • the third operating phase 104 has a
  • the same statements apply as for the first operating phase 102, which was described with reference to FIG. 11.
  • the selection of the configuration of the battery system therefore preferably takes place according to the same criteria. If the high-voltage sub-network can operate with a low voltage in the stop mode 131, the configuration 1 s4p is preferably set.
  • a supply 133 of the high-voltage consumers takes place with the power which is provided by a battery unit.
  • FIG. 14 shows the configuration of the battery system in the fourth operating phase 105, for example while driving.
  • the fourth operating phase 105 has a boost operating state 141 and a recuperation operating state 142, as well as a
  • the battery system In the boost operating state 141, the battery system should deliver the highest possible power to the starter-generator and can be charged in recuperation operating state 142 with the highest possible power. In addition to be provided or recorded as much energy in these two modes 141, 142 as possible. Therefore, in these two modes 141, 142, the configuration 4s1p is set. In the boost operating state 141, a delivery 145 of maximum power for the boost by the battery takes place, a supply 146 of the low-voltage subnetwork of that
  • the switching states of the coupling device for all four different operating phases 102, 103, 104, 105 of the vehicle can be set according to a defined rule.
  • the boundary condition in the specific implementation of the high-voltage subnetwork creates uniqueness, for example the possibility of being able to operate the high-voltage subnetwork also with low voltage.
  • the operating state 1 s4p is of particular interest even if the
  • High voltage subnet is not used to supply high voltage consumers, but to optimize the maximum power of the starter-generator. Then, the generator can be operated at moderate power at the low voltage, and the parallel connection of all battery units causes an on-board network adjusts with similar function as the low voltage subnet according to the current state of the art. The generator can directly supply the middle on-board electrical system, the battery is used in this state as a buffer memory. Are all battery units via the switches of
  • Coupling unit connected in parallel to the low voltage subnet power supply, so that battery unit with the highest state of charge is automatically discharged, and it automatically adjusts the balancing of the battery units.

Abstract

L'invention concerne un réseau de bord (1) pour un véhicule automobile. Le réseau de bord (1) possède un réseau partiel à basse tension (21) pour au moins un appareillage à basse tension (29) et un réseau partiel à haute tension (20) pour au moins un appareillage à haute tension (25) et un démarreur-alternateur (30). Le réseau partiel à haute tension (20) est relié au réseau partiel à basse tension (21) par le biais d'une unité de connexion (33), et le réseau de bord (1) possède une batterie (40) qui est conçue pour générer la haute tension et l'injecter dans le réseau partiel à haute tension (20) et qui possède au moins deux unités de batterie (41) munies de prises de tension individuelles (42), lesquelles sont acheminées à l'unité de connexion (33). Selon l'invention, l'unité de connexion (33) est conçue pour offrir au moins un premier et un deuxième état opérationnel. Dans le premier état opérationnel, le réseau partiel à haute tension (20) est alimenté depuis toutes les unités de batterie (41) de la batterie (40) et le réseau partiel à basse tension (21) est alimenté depuis une unité de batterie (41). Dans le deuxième état opérationnel, le réseau partiel à haute tension (20) est alimenté depuis une unité de batterie (41) et le réseau partie à basse tension (21) est alimenté depuis au moins une unité de batterie (41). L'invention concerne en outre un procédé pour faire fonctionner un tel réseau de bord (1) ainsi qu'un véhicule automobile équipé d'un réseau de bord de ce type.
EP15701024.0A 2014-01-27 2015-01-23 Réseau de bord et procédé pour faire fonctionner un réseau de bord Withdrawn EP3099523A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014201351.8A DE102014201351A1 (de) 2014-01-27 2014-01-27 Bordnetz und Verfahren zum Betrieb eines Bordnetzes
PCT/EP2015/051378 WO2015110591A1 (fr) 2014-01-27 2015-01-23 Réseau de bord et procédé pour faire fonctionner un réseau de bord

Publications (1)

Publication Number Publication Date
EP3099523A1 true EP3099523A1 (fr) 2016-12-07

Family

ID=52395085

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15701024.0A Withdrawn EP3099523A1 (fr) 2014-01-27 2015-01-23 Réseau de bord et procédé pour faire fonctionner un réseau de bord

Country Status (6)

Country Link
US (1) US10279699B2 (fr)
EP (1) EP3099523A1 (fr)
KR (1) KR102002082B1 (fr)
CN (1) CN105934362B (fr)
DE (1) DE102014201351A1 (fr)
WO (1) WO2015110591A1 (fr)

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3398818B1 (fr) * 2017-05-04 2022-07-06 Volvo Car Corporation Unité d'alimentation en tension et procédé d'équilibrage de batterie
JP6930306B2 (ja) * 2017-09-05 2021-09-01 トヨタ自動車株式会社 電動車両
DE102017123458A1 (de) * 2017-10-10 2019-04-11 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Autonomes Verschalten einer Antriebsbatterie
DE102017221825B4 (de) 2017-12-04 2019-06-27 Audi Ag Verfahren zum Steuern einer elektrischen Anlage eines elektrisch antreibbaren Kraftfahrzeugs
WO2019145997A1 (fr) * 2018-01-23 2019-08-01 Tdk株式会社 Système d'alimentation en courant continu
DE102018218312A1 (de) 2018-10-26 2020-04-30 Audi Ag Energieversorgungsanordnung zur Versorgung eines elektrischen Verbrauchers eines Niedervolt-Bordnetzes eines Kraftfahrzeugs, Bordnetz und Verfahren zum Betreiben einer Energieversorgungsanordnung
DE102019204215A1 (de) * 2019-03-27 2020-10-01 Volkswagen Aktiengesellschaft HV-Bordnetzsystem eines Fahrzeuges
DE102019204314A1 (de) * 2019-03-28 2020-10-01 Robert Bosch Gmbh Elektrochemisches Energiespeichersystem
DE102020208208A1 (de) 2020-07-01 2022-01-05 Robert Bosch Gesellschaft mit beschränkter Haftung Elektrischer Energiespeicher, Vorrichtung und Verfahren zum Betreiben eines elektrischen Energiespeichers
DE102020123044A1 (de) * 2020-09-03 2022-03-03 Man Truck & Bus Se Verfahren und Steuervorrichtung zur Reduzierung von Betriebsstunden von elektrischen Verbrauchern eines Bordnetzes
CN112165131A (zh) * 2020-09-07 2021-01-01 东风柳州汽车有限公司 一种新能源汽车应急供电系统、启动控制方法
WO2022077289A1 (fr) * 2020-10-14 2022-04-21 华为技术有限公司 Système d'alimentation électrique redondante basse-tension
DE102021203352A1 (de) 2021-04-01 2022-10-06 Robert Bosch Gesellschaft mit beschränkter Haftung Schaltungsanordnung und Ladeverfahren für ein elektrisches Energiespeichersystem

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5712553A (en) * 1996-01-11 1998-01-27 Sharp Microelectronics Technology, Inc. Battery transposition system and method
DE10319203A1 (de) * 2003-04-29 2004-11-18 Komatsu Ltd. Hybrid-Stromversorgungssystem
DE102005038746A1 (de) * 2005-08-16 2007-03-01 Ford-Werke Gmbh Verfahren und Vorrichtung zur Spannungsversorgung in einem Kraftfahrzeug
DE102008002177A1 (de) * 2008-06-03 2009-12-10 Robert Bosch Gmbh Mehrere Teilbordnetze umfassendes Bordnetz mit Spannungswandler
DE102009024345A1 (de) * 2009-06-09 2011-01-20 Lisa Dräxlmaier GmbH Schaltungsanordnung und Steuerverfahren zur Spannungsstützung eines Bordnetzes eines Fahrzeugs
DE102009046305A1 (de) * 2009-11-03 2011-05-05 Robert Bosch Gmbh Niedervolt-Spannungsversorgung
DE102009046553A1 (de) * 2009-11-10 2011-05-12 Robert Bosch Gmbh Schaltungsanordnung zur Umwandlung einer Spannung von einem ersten auf ein zweites Spannungsniveau und Bordnetz für ein Kraftfahrzeug
DE102010014104A1 (de) * 2010-04-07 2011-10-13 Dbk David + Baader Gmbh Elektrisches Energiebordnetz für ein Kraftfahrzeug

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001037393A1 (fr) 1999-11-16 2001-05-25 Johnson Controls Technology Company Convertisseur continu-continu reversible a semi-conducteurs
DE10057259A1 (de) * 2000-11-18 2002-05-23 Bosch Gmbh Robert Mehrspannungsbordnetz für ein Kraftfahrzeug
KR20040074783A (ko) * 2003-02-19 2004-08-26 현대자동차주식회사 하이브리드 전기 자동차의 전원장치 및 그것의 제어방법
EP1562252A1 (fr) * 2004-02-05 2005-08-10 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Système d'alimentation en énergie
KR100951979B1 (ko) * 2008-07-08 2010-04-08 현대자동차주식회사 마일드 하이브리드 차량의 이중 전원 시스템
JP4893804B2 (ja) * 2009-11-05 2012-03-07 トヨタ自動車株式会社 車両用電源装置
FR2972581B1 (fr) * 2011-03-09 2015-01-02 Commissariat Energie Atomique Systeme d'equilibrage de charge pour batteries
DE102012003309B4 (de) * 2012-02-18 2022-10-20 Volkswagen Aktiengesellschaft Elektrisches Energiesystem in einem Kraftfahrzeug und Verfahren zum Betreiben eines Energiesystems
DE102012010711A1 (de) * 2012-05-30 2013-03-28 Daimler Ag Bordnetzanordnung für ein Fahrzeug und Verfahren zu deren Betrieb
DE102015106773A1 (de) * 2015-04-30 2016-11-03 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Batteriesystem mit Batteriesteuerung

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5712553A (en) * 1996-01-11 1998-01-27 Sharp Microelectronics Technology, Inc. Battery transposition system and method
DE10319203A1 (de) * 2003-04-29 2004-11-18 Komatsu Ltd. Hybrid-Stromversorgungssystem
DE102005038746A1 (de) * 2005-08-16 2007-03-01 Ford-Werke Gmbh Verfahren und Vorrichtung zur Spannungsversorgung in einem Kraftfahrzeug
DE102008002177A1 (de) * 2008-06-03 2009-12-10 Robert Bosch Gmbh Mehrere Teilbordnetze umfassendes Bordnetz mit Spannungswandler
DE102009024345A1 (de) * 2009-06-09 2011-01-20 Lisa Dräxlmaier GmbH Schaltungsanordnung und Steuerverfahren zur Spannungsstützung eines Bordnetzes eines Fahrzeugs
DE102009046305A1 (de) * 2009-11-03 2011-05-05 Robert Bosch Gmbh Niedervolt-Spannungsversorgung
DE102009046553A1 (de) * 2009-11-10 2011-05-12 Robert Bosch Gmbh Schaltungsanordnung zur Umwandlung einer Spannung von einem ersten auf ein zweites Spannungsniveau und Bordnetz für ein Kraftfahrzeug
DE102010014104A1 (de) * 2010-04-07 2011-10-13 Dbk David + Baader Gmbh Elektrisches Energiebordnetz für ein Kraftfahrzeug

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
ANONYMOUS ET AL: "Seriell + Paralell bei Blei-Gel Akku?", 13 September 2010 (2010-09-13), XP055428700, Retrieved from the Internet <URL:http://www.rc-network.de/forum/showthread.php/222882-Seriell-Paralell-bei-Blei-Gel-Akku> [retrieved on 20171124] *
See also references of WO2015110591A1 *

Also Published As

Publication number Publication date
WO2015110591A1 (fr) 2015-07-30
CN105934362B (zh) 2019-03-22
KR102002082B1 (ko) 2019-07-19
US20160339795A1 (en) 2016-11-24
US10279699B2 (en) 2019-05-07
DE102014201351A1 (de) 2015-07-30
CN105934362A (zh) 2016-09-07
KR20160114147A (ko) 2016-10-04

Similar Documents

Publication Publication Date Title
EP3099523A1 (fr) Réseau de bord et procédé pour faire fonctionner un réseau de bord
EP3100334B1 (fr) Réseau de bord et procédé pour faire fonctionner un réseau de bord
WO2015110405A1 (fr) Système électrique et procédé pour faire fonctionner un système électrique
EP2460253B1 (fr) Circuit pour un réseau de bord
DE102008054885B4 (de) Vorrichtung und Verfahren zum Steuern einer Energieversorgung eines Bordnetzes eines Fahrzeugs
EP3134949B1 (fr) Réseau de bord
WO2015110407A1 (fr) Procédé pour faire fonctionner un système électrique
EP2822808B1 (fr) Réseau de bord pour un véhicule
WO2015110579A1 (fr) Procédé pour faire fonctionner un réseau de bord
DE102013204894A1 (de) Kraftfahrzeugbordnetz mit wenigstens zwei Energiespeichern, Verfahren zum Betreiben eines Kraftfahrzeugbordnetzes und Mittel zu dessen Implementierung
DE102014207390A1 (de) Bordnetz und Verfahren zum Betrieb eines Bordnetzes
EP3137344B1 (fr) Circuit stabilisateur pour réseau embarqué
EP2953227A1 (fr) Réseau de bord pour un véhicule automobile
WO2015110570A1 (fr) Réseau de bord et procédé pour faire fonctionner un réseau de bord
WO2017202537A1 (fr) Réseau de bord de véhicule à moteur doté d&#39;au moins deux accumulateurs d&#39;énergie, procédé pour faire fonctionner un réseau de bord de véhicule à moteur et moyens pour sa mise en oeuvre
EP3067240B1 (fr) Procede d&#39;alimentation en tension d&#39;un reseau de bord d&#39;un vehicule automobile
EP2615297A1 (fr) Réseau de bord de véhicule automobile et procédé de fonctionnement dýun réseau de bord de véhicule automobile
DE102011083255B4 (de) Verfahren zum Betrieb eines Zweispeicherbordnetzes
DE102009029335A1 (de) Lithium-Ionen Batteriesystem für µ-Hybrid-Fahrzeuge
DE102009043878A1 (de) Verfahren und Schaltungsanordnung zur unterstützenden Energieversorgung eines Bordnetzes
DE102014201360A1 (de) Bordnetz
DE102014201354A1 (de) Bordnetz
WO2016180699A1 (fr) Module de commutation de réseau de bord, dispositif d&#39;assistance de réseau de bord et branche de réseau de bord
DE102010021402A1 (de) Bordnetz für ein Kraftfahrzeug, Kraftfahrzeug und Verfahren zum Betreiben eines elektrischen Verbrauchers
WO2017220233A1 (fr) Réseau électrique de bord de véhicule à moteur, doté d&#39;au moins deux accumulateurs d&#39;énergie, procédé pour faire fonctionner un réseau électrique de bord et moyens pour sa mise en oeuvre

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20160829

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20171205

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: SAMSUNG SDI CO., LTD.

Owner name: ROBERT BOSCH GMBH

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20201203