EP4077019A1 - Procédé de fonctionnement de véhicule électrique et véhicule électrique - Google Patents

Procédé de fonctionnement de véhicule électrique et véhicule électrique

Info

Publication number
EP4077019A1
EP4077019A1 EP20821124.3A EP20821124A EP4077019A1 EP 4077019 A1 EP4077019 A1 EP 4077019A1 EP 20821124 A EP20821124 A EP 20821124A EP 4077019 A1 EP4077019 A1 EP 4077019A1
Authority
EP
European Patent Office
Prior art keywords
energy storage
storage device
voltage
energy
converter
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
Application number
EP20821124.3A
Other languages
German (de)
English (en)
Inventor
Patrick Weis
Gero Bockelmann
Matthias Hauck
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.)
SEW Eurodrive GmbH and Co KG
Original Assignee
SEW Eurodrive GmbH and Co KG
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 SEW Eurodrive GmbH and Co KG filed Critical SEW Eurodrive GmbH and Co KG
Publication of EP4077019A1 publication Critical patent/EP4077019A1/fr
Pending 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
    • 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
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/80—Exchanging energy storage elements, e.g. removable batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • 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
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    • B60L58/16—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to battery ageing, e.g. to the number of charging cycles or the state of health [SoH]
    • H—ELECTRICITY
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    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
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    • H—ELECTRICITY
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    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/486—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for measuring temperature
    • 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
    • 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
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00304—Overcurrent protection
    • 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
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00308—Overvoltage protection
    • 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
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00309—Overheat or overtemperature protection
    • 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
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • H02J7/0048—Detection of remaining charge capacity or state of charge [SOC]
    • 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
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • H02J7/005—Detection of state of health [SOH]
    • 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
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    • 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
    • H02J7/007—Regulation of charging or discharging current or voltage
    • 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
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • 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
    • H02J7/345—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering using capacitors as storage or buffering devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L2210/10—DC to DC converters
    • 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
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • 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
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    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60L2240/547—Voltage
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    • B60L58/15—Preventing overcharging
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    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/08—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/08—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current
    • H02H3/10—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current additionally responsive to some other abnormal electrical conditions
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/20—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/20—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess voltage
    • H02H3/207—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess voltage also responsive to under-voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H5/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal non-electric working conditions with or without subsequent reconnection
    • H02H5/04—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal non-electric working conditions with or without subsequent reconnection responsive to abnormal temperature
    • 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
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • 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
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/50—Charging of capacitors, supercapacitors, ultra-capacitors or double layer capacitors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00302—Overcharge protection
    • 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
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00306—Overdischarge protection
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using 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
    • 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 invention relates to a method for operating an electric vehicle and an electric vehicle.
  • a driverless, mobile assistance system is preferably provided as the electric vehicle.
  • a vehicle can also be referred to as a driverless transport vehicle (FTF) or AGV (from English automated guided vehicle).
  • FFF driverless transport vehicle
  • AGV from English automated guided vehicle
  • a driverless transport vehicle for transporting loads is known from DE 102007 002 242 A1. Such a load transport can be described as an intralogistic application.
  • the driverless transport vehicle is inductively supplied with energy.
  • a floor conveyor system is known from DE 19545544 A1, the vehicles being supplied with electrical energy via conductor lines.
  • electrolyte or goldcaps capacitor storage also known as ultracapacitors, supercapacitors or double-layer capacitors, as an electrical energy source.
  • Energy storage devices that can optionally be used to drive the vehicle.
  • a driverless transport system which has two energy storage devices - a double-layer capacitor device and a battery device.
  • the double-layer capacitor device supplies the drive device, that is to say the motor, with energy.
  • a switch is made to battery operation.
  • the drive device is then exclusively from the Battery device supplied with energy until the double-layer capacitor device is recharged at a charging station.
  • a method for operating an electric vehicle and an electric vehicle is known from DE 102017005 153 A1, this vehicle vehicle having a hybrid storage device and a double-layer capacitor device. Both storage devices can optionally supply the traction drive device with energy.
  • a power supply system for electric vehicles is known from EP 2 535218 A1.
  • the invention is based on the object of developing the energy management of an electric vehicle, in particular of a driverless, mobile assistance system which has two different types of energy storage devices.
  • the object is achieved in the method for operating an electric vehicle according to the features specified in claim 1 and in the electric vehicle according to the features specified in claim 15.
  • the vehicle has an electric drive device for driving the vehicle, in particular traction, of the vehicle, a control device for controlling the driving movement of the vehicle, a first energy storage device, which is designed in particular as a rechargeable battery storage device, for supplying the control device with a first DC voltage, a second energy storage device, which is in particular designed as a double-layer capacitor device and / or which in particular can be charged and discharged faster than the first energy storage device , for supplying the traction drive device with a second DC voltage, and an energy supply unit, which, in particular, provides a DC output voltage, in particular at intervals, having, wherein the first energy storage device is connected, in particular electrically connected, to the second energy storage device via a converter device, wherein the first energy storage device is connected to the Energy supply unit is connected, in particular electrically connected, in particular in such a way that the output DC voltage is essentially equal
  • the second energy storage device can be designed in such a way that the second energy storage device provides the required drive energy for the MAS in normal operation.
  • the second energy storage device is mostly used almost completely during journeys and is recharged during breaks in the logistics process.
  • the capacity of the second energy storage device can be adapted to the requirements of the logistics process and essentially depends on the route without an external energy supply, that is, when the energy supply unit does not provide any power. Because a power flow from the second energy storage device to the first energy storage device is prevented, the capacity of the second energy storage device can therefore be selected accordingly and optimally adapted to the requirements for known routes. In contrast, a power flow from the first energy storage device to the second energy storage device is possible. This is particularly advantageous in an emergency, i.e.
  • the first energy storage device is also recharged during the logistical pauses, but it must be designed in such a way that its energy can supply the control device, i.e. the control electronics, for longer periods and, if necessary, can provide drive energy in an emergency, i.e. in the event of malfunctions.
  • Faults can be, for example, unexpected obstacles or people on the route, but also delays in the coupling to other processes that are not yet ready.
  • the supply of the control device is taken over during the entire process by the first energy storage device, which is advantageously designed for the longest expected time until the next charge.
  • the first energy storage device advantageously has a higher energy density and therefore in practice has a lower power density and a lower number of possible ones Charge / discharge cycles compared to the second energy storage device.
  • the second energy storage device can advantageously be charged and discharged more quickly than the first energy storage device.
  • the first energy storage device is advantageously designed as a battery storage device.
  • An example of a battery storage device is an arrangement of one or more secondary electrochemical elements, in particular based on nickel and / or iron.
  • a secondary electrochemical element comprises a negative electrode, a positive electrode, a porous separator which separates the negative and positive electrodes from one another and an, in particular aqueous alkaline, electrolyte with which the electrodes and the separator are impregnated.
  • Such a battery storage device has a higher cycle stability.
  • This cycle stability is in the range between 1000 and 20,000. Charging and discharging cycles can therefore be carried out more frequently before the performance criteria of the battery storage device are no longer met.
  • the battery storage device has overcharge stability and deep discharge stability. It can be charged quickly at up to 15 C. The battery storage device can nevertheless be charged and discharged more slowly than a double-layer capacitor device, which is an advantageous embodiment for the second energy storage device.
  • the double-layer capacitor device is characterized in that it can be charged in a few seconds and completely discharged until the voltage is equal to zero. Their cycle stability is in the range of 1 million.
  • the first DC voltage is a low voltage, for example 12V, 24V, 48V or 96 V. Since the first energy storage device is usually a wear part and is not designed for the service life of the vehicle, it is therefore advantageous that the first energy storage device can be changed is possible by an unskilled person. The risk to the person can be reduced.
  • the power flow from the second energy storage device to the first energy storage device is prevented in that the converter device is designed as a unidirectional DC / DC converter, in particular as a step-up converter or a flyback converter.
  • the advantage here is that the power flow from the second energy storage device to the first energy storage device is prevented in a simple manner with simultaneous voltage conversion.
  • the unidirectional DC / DC converter is provided in such a way that a power flow is only possible from the first energy storage device to the second energy storage device. If the first direct voltage is advantageously less than the second direct voltage, advantageous configurations for the unidirectional DC / DC converter are a step-up converter or a flyback converter.
  • the vehicle also has an energy storage control device, with at least one status value of the first energy storage device being detected and transmitted to the energy storage control device, in particular where a first status value is a voltage applied to the first energy storage device and / or where a second status value is a through the first energy storage device is a flowing current and / or wherein a third state value is a temperature prevailing in the first energy storage device.
  • the advantage here is that the state of the first energy storage device can be monitored and, if necessary, it is possible to react to changed states of the first energy storage device.
  • the energy storage control device is a separate unit and is therefore embodied separately from the control device of the vehicle.
  • the energy storage control device is advantageously integrated together with the first energy storage device in a structural unit.
  • sensors such as current, voltage and / or temperature sensors are provided on the first energy storage device.
  • the detection can therefore be carried out, for example, by direct measurement of the variables. It is but it is also conceivable that the variables are not measured directly, but calculated.
  • the current flowing through the first energy storage device is denoted by.
  • the values of the current can be positive or negative.
  • a positive current is understood to mean a current which supplies energy to the first energy storage device.
  • h> 0 is to be understood as a charging current.
  • a negative current is understood to mean a current which draws energy from the first energy storage device.
  • h ⁇ 0 is to be understood as a discharge current.
  • an output current provided by the energy supply unit is regulated or controlled by means of the energy storage control device as a function of the at least one status value, in particular a value for the current flowing through the first energy storage device being specified as the setpoint value.
  • the advantage here is that the regulation or control of the required charging current is made possible by the energy storage control device.
  • the regulation or control of the charging current does not have to be carried out by the energy supply unit.
  • Charger and converter device do not depend on the properties of the first energy storage device. Therefore, standard components can be used for the charger and converter device and there is no additional variance depending on different types of first energy storage devices.
  • An intelligent energy storage device is provided, so to speak, which controls or regulates the charger and thus determines the required charging current as a function of the current state. This works independently of a possible load current through the converter device. In the simplest case, the energy storage control device only switches off the charger and has only the voltage of the first energy storage device as a measured variable.
  • the charging device receives a specification for the level of the charging current from the energy storage control device and the state of the first energy storage device is recorded on the basis of voltage, current and temperature.
  • the energy storage control device determines at least one application parameter from the at least one status value, in particular wherein the at least one application parameter is transmitted to the control device, in particular wherein a first application parameter is a value for the current with which the first energy storage device can be discharged at most, and / or wherein a second application parameter is a state of charge of the first energy storage device and / or wherein a third application parameter is an aging state of the first energy storage device.
  • the advantage here is that logistical processes can be planned better and can react more flexibly to short-term changes or disruptions in the logistical application. If the application parameter is the aging condition, an exchange of the first energy storage device can be initiated so that a failure of the control of the electric vehicle can be prevented.
  • a power flow, in particular from the energy supply unit, to the first energy storage device is prevented if a voltage applied to the first energy storage device exceeds a definable maximum voltage and / or if a voltage drops through the first
  • the advantage here is that overloading or destruction of the first energy storage device, in particular due to overloading, can be prevented.
  • the maximum current is a positive value for the current h and the maximum permissible charging current of the first energy storage device.
  • a switch that can be controlled by the energy storage control device is used in order to separate the electrical connection between the first energy storage device and the energy supply unit.
  • a power flow from the first energy storage device, in particular to the second energy storage device is prevented if a voltage applied to the first energy storage device falls below a predeterminable minimum voltage and / or if a current flowing through the first energy storage device falls below a definable minimum current and / or if one in the The temperature prevailing in the first energy storage device exceeds a definable second maximum temperature.
  • the advantage here is that overloading or destruction of the first energy storage device due to excessive discharge currents and / or temperatures can be prevented.
  • the minimum current is a negative value for the current and the maximum allowable discharge current of the first energy storage device in terms of amount.
  • the minimum voltage is a voltage value below which the first energy storage device is deactivated. This avoids a complete discharge of the first energy storage device.
  • a switch that can be controlled by the energy storage control device is used in order to separate the electrical connection between the first energy storage device and the second energy storage device.
  • the second maximum temperature is, for example, equal to the first maximum temperature.
  • the power flow from and to the first energy storage device is prevented by means of a bidirectional switch, in particular the bidirectional switch being controlled by the energy storage control device.
  • a bidirectional switch is understood to be a switch which can separate power flows from and to the first energy storage device separately and independently of one another.
  • the energy supply unit is supplied with contact or contactless and / or time-segmental energy while driving.
  • the advantage of the contact-based energy supply is that simple charging of the energy storage device is made possible, for example by means of a plug.
  • the energy supply unit comprises a rectifier which is fed from a secondary inductance of the electric vehicle, in particular which has a capacitance connected in series or in parallel in such a way that the resonance frequency of the resonant circuit formed in this way equals the frequency of an alternating current impressed in a stationary primary inductance .
  • the inductive energy transfer also increases safety and there is no wear and tear on otherwise required charging contacts.
  • a touch-proof design is easy to implement.
  • the advantage of supplying energy at different times during the journey is that the energy supply can be carried out on parts of the route and thus the two energy storage devices can either be recharged or their state of charge is kept fully charged and their service life can thus be extended, since they are exposed to as few full charging cycles as possible in particular are not often fully charged and discharged. The aging is thus reduced.
  • the energy supply can be implemented with contact, for example, by means of conductor lines.
  • a stationary primary conductor is arranged along the route, via which energy is inductively transmitted to a secondary inductance arranged in the electric vehicle.
  • the device for supplying a first consumer of an electric vehicle, in particular a driverless, mobile assistance system for an intralogistics application, with a first direct voltage and a second consumer with a second direct voltage are that the device has a first energy storage device, which in particular is used again has a rechargeable battery storage device, a second energy storage device, which is designed in particular as a double-layer capacitor device and / or which can be charged and discharged in particular more quickly than the first energy storage device, and an energy supply unit through which an output DC voltage can be provided, in particular at times, the the first direct voltage can be drawn from the first energy storage device, the second direct voltage can be drawn from the second energy storage device t, wherein the first energy storage device is connected, in particular electrically connected, to the second energy storage device, in particular electrically connected, via a converter device, which is designed in particular as a unidirectional DC / DC converter, in particular as a step-up converter or as a flyback converter, the first energy storage device being connected to the energy
  • the device also has an energy storage control device, the device being designed in such a way that at least one status value of the first energy storage device can be detected and transmitted to the energy storage control device, in particular wherein a first status value is a voltage applied to the first energy storage device and / or wherein a second state value is a current flowing through the first energy storage device and / or wherein a third state value is a temperature prevailing in the first energy storage device.
  • the advantage here is that the state of the first energy storage device can be monitored and, if necessary, it is possible to react to changed states of the first energy storage device.
  • an output current provided by the energy supply unit can be regulated or controlled by means of the energy storage control device as a function of the at least one status value, in particular a value for the current flowing through the first energy storage device being predeterminable as the setpoint.
  • the advantage here is that the regulation or control of the required charging current is made possible by the energy storage control device.
  • the regulation or control of the charging current does not have to be carried out by the energy supply unit.
  • This is only designed in such a way that it has a regulatable or controllable current source so that the value of the output current can be influenced. This makes it possible to use a very simple feed as an energy supply unit, that is to say a charger.
  • the device also has a bidirectional switch, by means of which, in particular, a flow of power from and to the first energy storage device can be prevented, in particular wherein the bidirectional switch can be controlled by the energy storage control device.
  • the advantage here is that the first energy storage device can be protected from overload.
  • the voltage applied to the first energy storage device exceeds a definable maximum voltage and / or if a current flowing through the first energy storage device exceeds a definable maximum current and / or if a temperature prevailing in the first energy storage device exceeds a definable first maximum temperature and / or if a the voltage applied to the first energy storage device is a specifiable minimum voltage falls below and / or when a current flowing through the first energy storage device falls below a definable minimum current and / or when a temperature prevailing in the first energy storage device exceeds a definable second maximum temperature.
  • the first energy storage device, the energy storage control device and the bidirectional switch are combined in one structural unit, in particular wherein the structural unit is arranged separably on the device in such a way that the structural unit can be exchanged.
  • the advantage here is that an intelligent energy storage unit can be provided which is easy to replace.
  • the central control does not have to be adapted to a new intelligent energy storage unit, since the control, that is to say the charging management, of the first energy storage device is managed by the intelligent energy storage unit itself.
  • an electric vehicle in particular a driverless, mobile assistance system of an intralogistics application, in particular for carrying out a method according to the invention, has a device according to the invention, a first consumer and a second consumer, the first consumer being a control device for controlling the movement of the vehicle and / or that the second consumer is an electric drive device for the travel movement, in particular traction, of the vehicle or a lifting device or a handling device.
  • control device on the one hand and controlled consumers on the other hand each have their own energy supply at different voltage levels.
  • FIG. 1 A device according to the invention for supplying voltage to two consumers of a mobile assistance system is shown schematically in FIG.
  • the mobile assistance system is also referred to below as MAS.
  • FIG. 1 A mobile assistance system according to the invention with two consumers is shown schematically in FIG. 1
  • FIG. 1 A further exemplary embodiment of a mobile assistance system according to the invention with two consumers and an intelligent battery is shown schematically in FIG.
  • FIG. 1 shows a device for supplying voltage to two consumers with direct voltages Ui and U2.
  • the device has a first DC voltage connection 1 and a second DC voltage connection 2, to which the direct voltages Ui and U 2 are applied, as shown.
  • the device has an energy supply unit 3 which, in this exemplary embodiment, comprises a regulator 4 and a controllable current source 5.
  • the energy supply unit can also be referred to as a charger 3.
  • the regulator regulates the output current Io of the charger 3 and thus controls the DC output voltage Uo.
  • the charger 3 is connected to the first DC voltage connection 1 without a voltage converter.
  • the output DC voltage Uo essentially corresponds to the first DC voltage Ui, since no load is connected in series between the charger 3 and the first DC voltage connection 1.
  • the first direct voltage Ui at the first direct voltage connection differs from the second direct voltage U2.
  • DC voltages U2 in the range of low voltages advantageously in the range between 120V and 600V, in particular 300V
  • DC voltages Ui in the range of low voltages advantageously 12V, 24V, 48V or 96V, are common and advantageous.
  • the charger In order to convert the first DC voltage Ui into the higher, second DC voltage U2, there is a connection between the charger and the second DC voltage connection 2 Converter device 8 available.
  • the converter device 8 is connected in parallel to the first DC voltage connection 1, so that the converter device 8 also uses the output DC voltage Uo as the input voltage.
  • the device has two energy stores 6, 7 for buffering and energy storage.
  • the first energy store 6 is designed as a battery store and designed, for example, as a secondary electrochemical element.
  • the second energy store 7 is designed as a double-layer capacitor.
  • only a first and a second energy store are shown by way of example.
  • energy storage devices with a modular structure are also conceivable, each of which consists of several identical or different energy storage devices.
  • Each energy store is supplied with energy by the charger. This energy can be stored and made available to a corresponding consumer.
  • the essential idea of the invention is that the double-layer capacitor 7 only provides the energy for those loads that can be supplied with the second direct voltage U2. Charging from the double-layer capacitor 7 to the battery storage 6 is prevented by the converter device 8.
  • the converter device 8 is designed as a flyback converter.
  • the flyback converter is a potential-separated unidirectional DC / DC converter. Due to its construction, it has a diode 9, by means of which a power flow or energy flow from the double-layer capacitor to the battery storage is prevented at any time, that is to say at any time. This enables the double-layer capacitor to be specifically designed to meet the needs of the consumer connected to it.
  • FIG. 2 shows an application of the device for supplying voltage to two consumers in a MAS.
  • the MAS is not shown here any further.
  • the converter device 8 is designed as a step-up converter, which is an example of a non-isolated DC / DC converter.
  • a flow of power from the double-layer capacitor 7 to the battery storage device 6 is prevented.
  • the first consumer 10 is designed as a vehicle controller. Among other things, this controls the movement of the MAS.
  • the controller is supplied with the first DC voltage Ui, which is typically 12V, 24V, 48V or 96V.
  • Other loads which can generally be referred to as vehicle electronics, can also be supplied with this direct voltage Ui, for example safety sensors such as laser scanners and corresponding evaluation electronics.
  • the MAS has a drive device 11, which can be implemented, for example, as a 3-phase three-phase motor with an upstream 3-phase inverter.
  • the inverter converts the second DC voltage U2 in a known manner into a 3-phase AC voltage with which the three-phase motor, for example a squirrel-cage rotor, is operated.
  • the drive device 11 can also have several motors, each of which can be operated by its own inverter.
  • the inverter can also be designed to be regenerative, so that the double-layer capacitor 7 can be charged when the drive motors are operated in generator mode.
  • loads for the second DC voltage U2 are also conceivable, such as lifting devices for receiving a load or handling devices for moving an object, for example a robot arm.
  • These consumers 11 are supplied with the second direct voltage U2 in the range from 120V to 600V.
  • the second energy store can be emptied after a few hours or a few days of pause despite switching off the consumer 11.
  • the MAS can be put back into a ready-to-drive state even after a long break, without the charger 3 having to provide energy.
  • the MAS does not have to be parked or parked in a place that has an external power supply.
  • the charger 3 for the vehicle can be designed in different ways. For example, a simple charger with a plug contact can be implemented, so that the MAS can be supplied with energy at certain charging stations using contacts. A contact-based energy supply can also be implemented while the MAS is in motion, for example by means of conductor lines.
  • a contactless energy supply can be implemented, for example an inductive energy supply. This can take place through coupled primary and secondary inductances.
  • a supply at stationary charging stations and a supply while the MAS is in motion is conceivable, for example through primary conductors laid in or on the hall floor.
  • a primary conductor is, for example, a line conductor or a coil.
  • the energy stores are primarily designed to supply the MAS with energy during operating phases in which the MAS does not have an external energy supply as described above. These can be journeys between stationary charging stations or journeys away from the primary conductor or conductor lines. In the normal case, the double-layer capacitor 7 supplies the drives of the MAS. Their consumption depends approximately on the distance traveled without an external energy supply, which must be planned well in advance, as the spatial arrangement of the charging infrastructure is known.
  • the charger 3 itself regulates the output current Io of the controllable current source 5 by means of its controller 4.
  • This output current Io is divided into the current h, which flows through the battery storage device, i.e. the charging current of the battery storage device, and the current L flowing into the converter device 8.
  • the electric vehicle in the exemplary embodiment in FIG. 3 has a so-called intelligent battery 14, the detailed structure of which is shown again in FIG.
  • FIG. 3 differs from that in FIG. 2 on the one hand in that a converter device 8 is present here, which is symbolically represented as a DC / DC converter 15 with a subsequent diode 9.
  • This representation is intended to express that the converter device 8 is a unidirectional DC / DC converter which allows a power or energy flow only from the charger 3 to the double-layer capacitor 7.
  • a power or energy flow from Double-layer capacitor 7 for battery storage 6 is prevented by converter device 8.
  • Specific configurations of the converter device are shown in FIGS. 1 and 2. However, other specific configurations are also conceivable as long as the unidirectionality is ensured.
  • the vehicle has an intelligent battery 14.
  • this intelligent battery 14 comprises a battery management system 12, a battery store 6 and a bidirectional switch 13.
  • the bidirectional switch 13 is optional.
  • the battery management system 12 can also be referred to as an energy storage control device.
  • characteristic variables of the battery storage 6 are measured and thus recorded. These variables characterize the state of the battery store 6 and are, for example, the voltage Ui applied to the battery store 6, the current flowing through the battery store 6 and the temperature Ti prevailing in the battery store 6. It is also conceivable, for example, that only the voltage Ui is recorded.
  • the recorded status values are made available to the battery management system 12 and the battery management system 12 controls or regulates the output current Io of the charger 3 as a function of at least one of these status values.
  • the battery management system 12 provides the charger 3 with a target value for regulation or control.
  • this setpoint value lo.soii is a setpoint value for the output current Io.
  • a value for the charging current h flowing through the battery store 6 can be set via this setpoint value lo.soii. This ensures that the battery store 6 is always charged with a permissible charging current h. It is therefore protected from destruction or misuse.
  • the regulation or control of the charging process is specified by the intelligent battery 14, so that the charger 3 can be designed very easily. All that is required is a controllable current source 5, so that the output current Io can be influenced by the battery management system 12. With this method it is permissible for the charger 3 to set a lower current than the setpoint value lo.soii.
  • the intelligent battery 14 advantageously comprises a bidirectional switch 13 with which it is possible to prevent the flow of power or energy to and from the battery storage 6 independently of one another.
  • the bidirectional switch as shown symbolically in FIG. 4, consists of two parallel current branches, each with a controllable switch and a diode, the diodes being connected in anti-parallel. In this way, overcurrent and / or overvoltage and / or overtemperature protection can be implemented in that the battery management system 12 interrupts the supply or removal of energy from the battery store 6 as a function of the state variables.
  • the intelligent battery 14 is advantageously a separate structural unit, so that all components are integrated in one housing and this enables the intelligent battery 14 to be exchanged easily. This also makes it possible to convert the electric vehicle depending on the logistical application.
  • the regulation or control of the battery charging current is always taken over by the intelligent battery 14 itself, so that the same charger 3 and the same converter device 8 can always be used for different battery stores 6 with different parameters.
  • the battery management system 12 is advantageously connected to the vehicle controller 10 via a communication link 16.
  • Various application parameters can be transmitted via this communication connection 16. For example, it is possible for the battery management system 12 to notify the vehicle controller 10 of the maximum possible discharge current li , mm .
  • Another application parameter can be, for example, the state of charge (SOC) or an aging state of the battery store 6. In this way, the vehicle controller 10 is always informed of the current status of the battery store 6.

Abstract

L'invention concerne un procédé de fonctionnement d'un véhicule électrique et un véhicule électrique, comprenant un dispositif d'entraînement électrique pour le mouvement d'entraînement du véhicule, un dispositif de commande pour commander le mouvement d'entraînement du véhicule, un premier dispositif de stockage d'énergie, qui est conçu, en particulier, comme un dispositif de stockage à batterie rechargeable, pour alimenter le dispositif de commande avec une première tension CC, un deuxième dispositif de stockage d'énergie, qui est conçu, en particulier, comme un dispositif condensateur à double couche et/ou, en particulier, qui peut être chargé et déchargé plus rapidement que le premier dispositif de stockage d'énergie, pour alimenter le dispositif d'entraînement avec une deuxième tension CC, et une unité d'alimentation en énergie, qui, en particulier périodiquement, fournit une tension de sortie CC, le premier dispositif de stockage d'énergie étant connecté, en particulier connecté électriquement, au deuxième dispositif de stockage d'énergie par l'intermédiaire d'un dispositif convertisseur, le premier dispositif de stockage d'énergie étant connecté, en particulier connecté électriquement, à l'unité d'alimentation en énergie, en particulier de sorte que la tension de sortie CC soit sensiblement égale à la première tension CC, le dispositif convertisseur convertissant la première tension CC en la deuxième tension CC, une circulation d'énergie du deuxième dispositif de stockage d'énergie au premier dispositif de stockage d'énergie étant empêchée.
EP20821124.3A 2019-12-18 2020-12-02 Procédé de fonctionnement de véhicule électrique et véhicule électrique Pending EP4077019A1 (fr)

Applications Claiming Priority (2)

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DE102019008790 2019-12-18
PCT/EP2020/025559 WO2021121656A1 (fr) 2019-12-18 2020-12-02 Procédé de fonctionnement de véhicule électrique et véhicule électrique

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US (1) US20230021796A1 (fr)
EP (1) EP4077019A1 (fr)
CN (1) CN114901508A (fr)
DE (1) DE102020007350A1 (fr)
WO (1) WO2021121656A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102022002145A1 (de) 2021-07-12 2023-01-12 Sew-Eurodrive Gmbh & Co Kg Technische Anlage und Verfahren zum Betreiben einer technischen Anlage
EP4339004A1 (fr) * 2022-09-13 2024-03-20 MAHLE International GmbH Topologie de conversion de puissance

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Publication number Priority date Publication date Assignee Title
DE9419568U1 (de) 1994-12-07 1995-03-16 Rosenau Viktor Dipl Ing Fh Flurfördersystem mit Energiespeicher-Fahrzeugen
KR100495685B1 (ko) 1999-06-11 2005-06-16 브룩스 오토메이션, 인크. 전기차량용 울트라 커패시터 전력공급기
US7595597B2 (en) * 2006-01-18 2009-09-29 General Electric Comapany Vehicle propulsion system
DE102007002242B4 (de) 2007-01-10 2018-06-21 Sew-Eurodrive Gmbh & Co Kg System, insbesondere fahrerloses Transportfahrzeug
DE102009017556A1 (de) 2009-04-17 2010-10-21 Bär, Ralf, Dipl.-Ing. Verfahren zum Betreiben einer Montageanlage und fahrerlose, mobile Montage- und/oder Materialtransporteinheit hierfür
WO2011099116A1 (fr) 2010-02-09 2011-08-18 トヨタ自動車株式会社 Système d'alimentation pour véhicule électrique, et son procédé de commande
JP5954144B2 (ja) * 2012-11-30 2016-07-20 ソニー株式会社 制御装置、制御方法、制御システムおよび電動車両
DE102015002070A1 (de) * 2015-02-18 2016-08-18 Audi Ag Batteriezelle für eine Batterie eines Kraftfahrzeugs, Batterie und Kraftfahrzeug
DE102016007088B3 (de) 2016-06-10 2017-06-22 Sew-Eurodrive Gmbh & Co Kg Verfahren zum Betreiben eines elektrischen Fahrzeuges und elektrisches Fahrzeug
DE112018003415T5 (de) * 2017-07-03 2020-04-23 Gs Yuasa International Ltd. Energiespeichervorrichtung, fahrzeug und motorrad

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WO2021121656A1 (fr) 2021-06-24
DE102020007350A1 (de) 2021-06-24
CN114901508A (zh) 2022-08-12

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