EP3990305A1 - Vehicle and method for operating a vehicle - Google Patents
Vehicle and method for operating a vehicleInfo
- Publication number
- EP3990305A1 EP3990305A1 EP20732185.2A EP20732185A EP3990305A1 EP 3990305 A1 EP3990305 A1 EP 3990305A1 EP 20732185 A EP20732185 A EP 20732185A EP 3990305 A1 EP3990305 A1 EP 3990305A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- switching unit
- components
- converter
- component
- 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.)
- Pending
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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
-
- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0007—Measures or means for preventing or attenuating collisions
-
- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
-
- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
-
- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/12—Recording operating variables ; Monitoring of operating variables
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
-
- 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
- B60L58/12—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]
- B60L58/14—Preventing excessive discharging
-
- 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
-
- 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
- H02J7/0014—Circuits for equalisation of charge between batteries
- H02J7/0019—Circuits for equalisation of charge between batteries using switched or multiplexed charge circuits
-
- 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
- B60L2210/00—Converter types
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/42—Electrical machine applications with use of more than one motor
-
- 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
Definitions
- the present invention relates to a vehicle and a method for operating a vehicle.
- DE 10 2016 011 238 A1 shows a switching arrangement for an electric drive train, which has four electric motors, four converters and four batteries.
- a converter is permanently assigned to each electric motor.
- Each battery can be connected to one or more electric motors by means of the switching arrangement.
- KR 2017 0008922 A shows a converter system for a vehicle that has a first and a second motor.
- the converter system has a first converter and a second converter.
- the first and second are connectable to the first motor or the second motor, respectively.
- US 2017/0244248 A1 shows an inverter system with multiplexer switching devices.
- an electrical energy store can be connected to one or more converters optionally with one or more converters by means of a switch unit Converter by means of a
- Switching unit can optionally be connected in an electrically conductive manner to one or more electric motors, wherein a converter can optionally be connected in an electrically conductive manner by means of a switching unit to one or more electrical energy stores.
- the background to the invention is that the components of the vehicle are not permanently assigned to one another, so the assignment of the components to one another is variable. As a result, a configuration of the components of the vehicle can be selected with which the efficiency of the vehicle can be optimized.
- this component can advantageously be replaced by a component of the same type.
- the failed component is separated from the other components by means of the switching unit and the component of the same type is connected to the other components instead of the failed component.
- each electrical energy store can be connected in an electrically conductive manner to each converter. This is a defective electrical energy store or an electrical energy store that has a low
- each electric motor can be connected in an electrically conductive manner to each converter.
- a defective inverter is through every other
- a first switching unit is advantageously arranged between the electric motors and the converters. By means of the first switching unit, each electric motor can be connected to each converter, in particular connected automatically.
- each electrical energy store can be connected to each converter, in particular connected automatically.
- the first switching unit and / or the second switching unit is advantageously designed as a current switch.
- the switching unit can thus be designed to be robust.
- At least one switching unit is designed as a multiplexer switching device.
- the switching unit can be made compact.
- the vehicle has a control unit which is set up to control the at least one switching unit.
- the operating states of the components of the vehicle can be recorded and evaluated by means of the control unit.
- the switching unit can be controlled in such a way that based on the
- Operating states of the components the efficiency of the vehicle can be optimized. For example, the energy consumption or wear and tear of the vehicle is minimized or the service life of the components or the vehicle is maximized.
- control unit is set up to evaluate the operating states of the components and to control the at least one switching unit in such a way that the components are connected to one another in such a way that the efficiency of the vehicle is optimized.
- the control unit is advantageously set up to recognize a critical operating state of at least one component and to control the at least one switching unit in such a way that this component is separated from the other components and a component of the same type is connected to at least one of the components instead of this component. This improves the availability of the vehicle.
- the converters are designed as a single converter unit, in particular which has multi-core power electronics.
- the converters can be made compact.
- the converter unit has at least two self-sufficient subunits, each of which functions as a converter.
- the components are advantageously arranged centrally in the vehicle.
- the components can be arranged centrally in a central area of the vehicle floor, which means that they are protected from mechanical damage in the event of an accident to the vehicle.
- the components are arranged in a decentralized manner in the vehicle.
- the installation space of the vehicle can thus be better used than with a central arrangement.
- the components are arranged where there is space in the vehicle.
- Vehicle-related claims having at least one switching unit and as components at least two electric motors, at least two converters and at least two electrical energy stores, consists in that the operating states of the components are recorded and evaluated and the components are selected and connected to one another by means of the switching unit, with the selection of the components an efficiency of the vehicle is used.
- the background to the invention is that the components can be selected and combined with one another in such a way that the efficiency of the vehicle is optimized. This will reduce the availability and / or the range of the
- the component that has a critical operating state of one of the components if a critical operating state of one of the components is determined, the component that has a critical
- Components that are in a critical operating state can be switched on again at a later point in time and / or removed from the vehicle when the vehicle is in the workshop.
- the switching unit for replacing the component that has a critical operating state separates this component from the other components, and then the switching unit separates the component of the same type instead of the component that has a critical operating state with at least one of the others Components connects. This allows the component
- the method is advantageously carried out while the vehicle is being driven. There is no failure of the vehicle.
- the vehicle can continue to drive with a component that is in a critical operating state until it can be replaced in a workshop or the component is ready for operation again.
- FIG. 1 shows a schematic representation of a drive train of a first
- FIG. 2 shows a schematic representation of a drive train of a second
- FIG. 3 shows a schematic representation of a drive train of a third
- FIG. 4 shows a flow chart of the method according to the invention for operating a vehicle (1, 21, 31).
- a first embodiment of the vehicle 1 according to the invention is shown.
- the drive train of the first exemplary embodiment of vehicle 1 has:
- the first drive axle 3 is by means of the first transmission 2 with the first
- Electric motor 4 and / or the third electric motor 18 can be connected, in particular coupled.
- the first drive axle 3 can be driven by means of the first electric motor 4 and / or the third electric motor 18.
- the second drive axle 12 can be connected, in particular coupled, to the second electric motor 11 and / or the fourth electric motor 14 by means of the second transmission 13.
- the second drive axle 12 can be driven by means of the second electric motor 11 and / or by means of the fourth electric motor 4.
- the first gear 2 and / or the second gear 13 is designed as a coupling gear.
- the first electric motor 4 can be connected to the first converter 6 or the third converter 17 by means of the first switching unit 5.
- the first converter 6 is set up to convert a DC voltage from the first electrical energy store 7 into one
- the third converter 17 is set up to generate an alternating voltage for the first electric motor 4 from a direct voltage of the first electrical energy store 7.
- the third electric motor 18 is by means of the first switching unit 5 with the first
- Converter 6 or the third converter 17 can be connected.
- the first converter 6 is set up to generate an alternating voltage for the third electric motor 18 from a direct voltage of the first electrical energy store 7.
- the third converter 17 is set up from a direct voltage of the first electrical Energy store 7 to generate an alternating voltage for the third electric motor 18.
- the second electric motor 11 can be connected to the second converter 9 or the fourth converter 15 by means of the second switching unit 10.
- the second converter 9 is set up to generate an alternating voltage for the second electric motor 11 from a direct voltage of the second electrical energy store 16.
- the second converter 9 is set up to generate an alternating voltage for the second electric motor 11 from a direct voltage of the second electrical energy store 16.
- the fourth electric motor 14 can be connected to the second converter 9 or the fourth converter 15 by means of the second switching unit 10.
- the second converter 9 is set up to generate an alternating voltage for the fourth electric motor 14 from a direct voltage of the second electrical energy store 16.
- the second converter 9 is set up to generate an alternating voltage for the fourth electric motor 14 from a direct voltage of the second electrical energy store 16.
- the first electrical energy store 7 is electrically conductively connected to the first converter 6 and / or the third converter 17.
- Energy store 16 is connected to the second converter 9 and / or the fourth converter 15 in an electrically conductive manner.
- the control unit 8 controls the first switching unit 5 and the second switching unit 10.
- the first switching unit 5 and the second switching unit 10 are each designed as a current switch and are connected to the control unit 8 in a signal-conducting manner.
- the control unit 8 is preferably designed as a central control unit of the vehicle 1. As the central control unit of the vehicle 1, the control unit 8 is connected to the converters (6, 9, 15, 17), sensors and an operating interface of the vehicle in a signal-conducting manner.
- the drive train of the second exemplary embodiment of the vehicle 21 has: a first drive axle 3,
- the difference to the first exemplary embodiment of vehicle 1 in the second exemplary embodiment of vehicle 21 is that the drive train of vehicle 21 has four electrical energy stores (7, 16, 26, 27).
- Each of the electrical energy stores (7, 16, 26, 27) is by means of the second
- Switching unit 20 can be electrically connected to each of the converters (6, 9, 15, 17).
- Energy stores (7, 16, 26, 27), with one of the electrical energy stores (7, 16, 26, 27) or with a subset of the electrical energy stores (7, 16, 26, 27), in particular with two or three electrical energy stores ( 7, 16, 26, 27) can be connected in an electrically conductive manner.
- Each of the converters (6, 9, 15, 17) can be connected to each of the electric motors (4, 11, 14, 18) in an electrically conductive manner by means of the first switching unit 25.
- a converter (6, 9, 15, 17) with all electric motors (4, 11, 14, 18), with one of the electric motors (4, 11, 14, 18) or with a subset of the electric motors (4, 11, 14, 18), in particular with two or three electric motors (4, 11, 14, 18) can be connected in an electrically conductive manner.
- the first switching unit 25 and the second switching unit 20 are designed as a multiplexer switching device.
- the electrical energy stores (7, 16, 26, 27) and / or the converters (6, 9, 15, 17) are arranged decentrally in the vehicle 21.
- One converter (6, 9, 15, 17) is arranged adjacent to each electric motor (4, 11, 14, 18), in particular on the
- Electric motor (4, 11, 14, 18) arranged.
- the electrical energy stores (7, 16, 26, 27) are adjacent to the electric motors (4, 11, 14, 18) between the
- FIG 3 shows a third exemplary embodiment of the vehicle 31 according to the invention.
- the difference from the second exemplary embodiment of vehicle 21 in the third exemplary embodiment of vehicle 31 is that the converters (6, 9, 15, 17) and / or the electrical energy stores (7, 16, 26, 27) are arranged centrally in vehicle 31 are.
- the converters (6, 9, 15, 17) and / or the electrical energy stores (7, 16, 26, 27) are arranged between the first drive axle 3 and the second drive axle 12.
- the converters (6, 9, 15, 17) are preferably designed as a central converter unit, in particular wherein the converter unit has multi-core power electronics.
- the vehicle (1, 21, 31) has at least one switching unit (5, 10, 20, 25) and at least two components Electric motors (4, 11, 14, 18), at least two converters (6, 9, 15, 17) and at least two electrical energy stores (7, 16, 26, 27).
- a critical operating state of one of the components is determined.
- a second method step 102 the switching unit (5, 10, 20, 25) is activated.
- a third method step 103 the components are selected on the basis of their operating states and connected to one another in such a way that a
- the efficiency of the vehicle is optimized.
- the components are selected in such a way that they are adapted to the operating strategy of the vehicle. For example, depending on the load on the vehicle, a different
- the selection of the components can be used to adapt the charging strategy in order to increase the range of the vehicle.
- the component that has a critical operating state is preferably replaced by a component of the same type.
- the switching unit (5, 10, 20, 25) separates the component that is in a critical operating state from the other components. Thereafter, the switching unit connects the component of the same type with at least one of the other components instead of the component that has a critical operating state.
- the method is preferably carried out while the vehicle is being driven.
- a critical operating state of an electric motor is, for example, failure of the electric motor and / or blockage of the rotor of the electric motor and / or overheating of the electric motor.
- a critical operating state of an electrical energy store is, for example, a low state of charge or an overvoltage or a temperature of the electrical energy store that is too high or too low.
- a critical operating state of a converter is, for example, an overload or a defect or overheating of the converter.
- Electric motors are electrically connected.
- An electrical energy store can be connected to one or more, in particular all, converters.
- An electrical energy storage device is a rechargeable one
- the energy storage cell can be implemented as a lithium-based battery cell, in particular a lithium-ion battery cell.
- the energy storage cell is designed as a lithium-polymer battery cell or a nickel-metal hydride battery cell or a lead-acid battery cell or a lithium-air battery cell or a lithium-sulfur battery cell.
- the electrical energy storage cell can be designed as a fuel cell or the electrical energy storage device can have at least one fuel cell.
- a vehicle is a land vehicle, in particular a
- the vehicle can be designed to be autonomously controllable.
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102019209280.2A DE102019209280A1 (en) | 2019-06-26 | 2019-06-26 | Vehicle and method for operating a vehicle |
PCT/EP2020/065924 WO2020260007A1 (en) | 2019-06-26 | 2020-06-09 | Vehicle and method for operating a vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3990305A1 true EP3990305A1 (en) | 2022-05-04 |
Family
ID=71083630
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20732185.2A Pending EP3990305A1 (en) | 2019-06-26 | 2020-06-09 | Vehicle and method for operating a vehicle |
Country Status (5)
Country | Link |
---|---|
US (1) | US20220242247A1 (en) |
EP (1) | EP3990305A1 (en) |
CN (1) | CN114340936A (en) |
DE (1) | DE102019209280A1 (en) |
WO (1) | WO2020260007A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
IT201900018362A1 (en) * | 2019-10-10 | 2021-04-10 | Texa Spa | METHOD AND CONTROL SYSTEM FOR AT LEAST TWO ELECTRIC TRACTION MOTORS OF A VEHICLE |
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DE102012211543A1 (en) * | 2012-07-03 | 2014-01-09 | Bombardier Transportation Gmbh | Supply of electric traction motors and additional electric auxiliary services of a rail vehicle with electrical energy |
DE112014005234B4 (en) * | 2013-11-18 | 2022-08-18 | Vitesco Technologies GmbH | Vehicle electrical system power control circuit and vehicle electrical system |
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US10020759B2 (en) * | 2015-08-04 | 2018-07-10 | The Boeing Company | Parallel modular converter architecture for efficient ground electric vehicles |
DE102015011230A1 (en) * | 2015-08-25 | 2017-03-02 | Audi Ag | Energy storage device for an electrical alternating voltage network |
US10439392B2 (en) * | 2016-02-19 | 2019-10-08 | Rhombus Energy Solutions, Inc. | Stacked matrix high frequency DC-AC power conversion system and method |
US10093187B2 (en) * | 2016-08-01 | 2018-10-09 | Ford Global Technologies, Llc | Redundant power supply |
DE102016011238A1 (en) * | 2016-09-17 | 2017-04-06 | Daimler Ag | Circuit arrangement for a motor vehicle, motor vehicle and method for operating a circuit arrangement for a motor vehicle |
DE102016122444A1 (en) * | 2016-11-22 | 2018-05-24 | HELLA GmbH & Co. KGaA | Two voltage battery |
EP3547518B1 (en) * | 2018-03-26 | 2022-10-12 | Volvo Car Corporation | Vehicle power supply system with redundancy and method for controlling the power supply system |
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2019
- 2019-06-26 DE DE102019209280.2A patent/DE102019209280A1/en active Pending
-
2020
- 2020-06-09 WO PCT/EP2020/065924 patent/WO2020260007A1/en unknown
- 2020-06-09 US US17/622,265 patent/US20220242247A1/en active Pending
- 2020-06-09 EP EP20732185.2A patent/EP3990305A1/en active Pending
- 2020-06-09 CN CN202080060454.1A patent/CN114340936A/en active Pending
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DE102019209280A1 (en) | 2020-12-31 |
WO2020260007A1 (en) | 2020-12-30 |
US20220242247A1 (en) | 2022-08-04 |
CN114340936A (en) | 2022-04-12 |
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