WO2009024122A2 - Véhicule actionné par moteur électrique - Google Patents

Véhicule actionné par moteur électrique Download PDF

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Publication number
WO2009024122A2
WO2009024122A2 PCT/DE2008/001320 DE2008001320W WO2009024122A2 WO 2009024122 A2 WO2009024122 A2 WO 2009024122A2 DE 2008001320 W DE2008001320 W DE 2008001320W WO 2009024122 A2 WO2009024122 A2 WO 2009024122A2
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WO
WIPO (PCT)
Prior art keywords
battery
vehicle according
vehicle
electricity
charging
Prior art date
Application number
PCT/DE2008/001320
Other languages
German (de)
English (en)
Other versions
WO2009024122A3 (fr
Inventor
Ina Fischer
Original Assignee
Ina Fischer
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
Priority claimed from DE102007039480A external-priority patent/DE102007039480A1/de
Priority claimed from DE102008007089A external-priority patent/DE102008007089A1/de
Application filed by Ina Fischer filed Critical Ina Fischer
Publication of WO2009024122A2 publication Critical patent/WO2009024122A2/fr
Publication of WO2009024122A3 publication Critical patent/WO2009024122A3/fr

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    • 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
    • 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
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • 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
    • 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
    • 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
    • B60L53/10—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 the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • 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
    • B60L53/60—Monitoring or controlling charging stations
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    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/64—Optimising energy costs, e.g. responding to electricity rates
    • 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
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    • 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
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • 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
    • 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
    • B60L58/16—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]
    • 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
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of 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
    • 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
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • 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
    • H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
    • H02J7/00036—Charger exchanging data with battery
    • 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
    • H02J7/00047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with provisions for charging different types of batteries
    • 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
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/30—Preventing theft during charging
    • B60L2270/34—Preventing theft during charging of parts
    • 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
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    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • 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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T90/14—Plug-in electric 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
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    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
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    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
    • 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
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    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Definitions

  • the invention relates to a vehicle which is driven exclusively by one or more electric motors and which has at least one exchangeable and rechargeable battery for supplying energy to these electric motors.
  • hybrid vehicles which have one or more electric motors in addition to an internal combustion engine.
  • the drive energy is initially applied almost exclusively by the high-torque electric motor when accelerating from a standstill. If the acceleration is still increased or if high speeds are to be achieved, the internal combustion engine is automatically connected, so that the vehicle is driven by both drive motors. In individual cases, especially when driving evenly with only a small load, the electric motor is switched off. For energy supply powerful batteries are needed, which are charged via the intended alternator while driving.
  • such vehicles have a regenerative braking system in which the braking energy - as far as possible - is converted back into electrical energy.
  • the desirable alternative is a purely electric motor-powered vehicle, which can be operated pollutant and emission-free due to the lack of combustion engines.
  • efforts are currently failing because the range of a powered exclusively with an electric motor vehicle is relatively low. A longer range can only be achieved with an increase in battery capacity reach, which loads the vehicle with additional weight and occupy further vehicle space.
  • the vehicle according to claim 1 which is characterized according to the invention in that the battery has an integrated data acquisition and data storage device, which detects the current state of charge and / or the time of the last battery change and / or total or since the last battery change charge cycles ,
  • the aforementioned equipment of the battery results in the result that the battery can be replaced without detriment to the vehicle user and replaced by a charged battery.
  • the data acquisition and storage device allows immediate control of which energy has actually been consumed.
  • the vehicle owner or vehicle user expects only the energy removed from the battery with the energy supplier, who may be a gas station, for example. As is currently practiced in propane gas bottles, billing can thus be carried out in a consumption-oriented manner.
  • Changing the battery can be greatly facilitated by their location and their attachment to or in the vehicle.
  • the battery change should be possible without the driver having to leave the vehicle.
  • the removed battery can then be recharged in a battery-saving manner and installed in another vehicle.
  • the billing the vehicle operator receives is consumption-based, with the respective data collection and storage facilities of the battery, combined with battery coding, providing sufficient information as to the age of the battery.
  • the change of a battery to another vehicle is also advantageous because in this way a one-sided load condition, as it is often encountered in pure city riders or frequent travelers, is avoided. Instead, the batteries are subjected to a mixed operation by correspondingly many vehicle changes, which has an overall lifetime-increasing effect.
  • the integrated data acquisition and storage allows a control system at any time to detect the remaining charge capacity of the battery, so that it is up to the vehicle user to make a recharge or postpone.
  • This cheap electricity tariffs can be exploited, such that - except for exceptional cases - always only as much charge is returned to the battery, as is actually required for the next journey section or the next drive sections, but in principle a recharge takes place only if favorable electricity tariff can be exploited.
  • the battery consists of several individual cells with respective outputs, which are automatically connected in series only in case of need, namely in the connected state in the vehicle or in a charging station by a required voltage of 300 V to 600 V, preferably 500 V to 600 V, to tap. This has the advantage that the extremely high voltage is applied only when needed, and thus personal injury to short circuits of stored stored batteries are excluded.
  • the battery or each battery is mounted on the underside of the vehicle, preferably below a designed as a fire wall (firewall) floor platform and / or between the vehicle axles.
  • a designed as a fire wall (firewall) floor platform and / or between the vehicle axles Such attachment has the particular advantage that the center of gravity of the vehicle is placed as low as possible.
  • two or more batteries can be arranged, approximately to increase the range accordingly.
  • the batteries used should be as flat as possible, whereas the length and width can be adjusted according to the available length / width ratio of the vehicle type adapted.
  • the battery has a tapered to the top, preferably conical shape, which is inserted into a correspondingly adapted corresponding cavity on the underside of the vehicle from below or from the side, preferably the battery side walls abut under slight compressive stress on the vehicle cavity side walls so that the vehicle floor rigidity is thereby increased.
  • the conical shape assists in automatically inserting the battery into the corresponding vehicle cavity so that any misdirection of the vehicle relative to the reciprocator with which the battery is raised into the cavity can be compensated.
  • an elastic seal is provided, by which an ingress of dirt or moisture is prevented at the terminal poles between the battery and the vehicle. In addition, this seal can also contact Avoid noise between the battery and the battery box, but at least minimize it considerably.
  • an on-board lifting and quick release device is also provided, which is designed to release the battery or batteries, to their storage, to receive a new battery and to attach it to the vehicle.
  • this may be spindle-guided brackets that are driven either by hand or by means of an emergency generator.
  • a vehicle-integrated data acquisition and storage device is provided with a data input which receives via existing lines or wirelessly transmitted signals relating to the energy taken in the battery replaced, the usage time, any charge cycles and which from Data collection and storage device of the battery are read before the exchange or sent from here, the automation of a billing system is largely possible. All billing-related data, in particular the energy consumed, are recorded both at the place where the deflated battery is left for recharging and in the vehicle, so that the driver receives control of the energy consumption or the amount to be paid there.
  • the battery and the charging and power electronics can also be designed for feeding power into a pipeline network.
  • the battery can thus also be used to supply other energy sources that are connected to the line network.
  • a preferred use is as an emergency power supply to selected power consumers such as hospitals, elevators, traffic lights or the like.
  • Private or only slightly used vehicles have significantly longer lives than periods of use.
  • vehicle service life coincides with the periods when there is a high electricity demand, on which the network must be designed.
  • peak currents occur during lunch time when energy is needed for cooking in many households.
  • the present invention makes it possible that energy previously fed into the battery of the vehicle is taken from the batteries of the vehicles except for a rest still required for driving.
  • the vehicle owner can use this recovered energy privately or feed it into the grid as usable electricity. In this way, a large amount of battery capacity can be harnessed so that the electricity supplier can reduce its capacity designed for peak times accordingly. This benefits both the generators and the electric vehicle owners, who measure the amount of energy taken from the battery by means of existing electricity meters and are reimbursed for this an appropriate compensation.
  • the vehicle has a device with which the current electricity price of the energy supplier for charging the battery and / or for feeding it back into the network is detected.
  • electricity prices vary considerably, including price fluctuations during a single day.
  • the mentioned device can be used so that the battery is not only recharged at fixed times or when a residual capacity has been exceeded, but that used for charging low-cost periods and for energy recovery such periods in which for the recycled energy is reimbursed in each case a high electricity price.
  • the vehicle has a controllable device for setting an upper current price threshold, is exceeded when power is fed into the network of a power supplier and / or for setting a lower electricity price threshold, below which power from the network to Charging the battery is removed.
  • a controllable device for setting an upper current price threshold, is exceeded when power is fed into the network of a power supplier and / or for setting a lower electricity price threshold, below which power from the network to Charging the battery is removed.
  • the vehicle-mounted charging station is connected to a monitoring device which controls the times, the duration and the amount of energy according to adjustable specifications, preferably such that the charging processes are dependent on the actually required or desired energy, the temporary electricity price or the battery condition be controlled to avoid a deep discharge.
  • a monitoring device which controls the times, the duration and the amount of energy according to adjustable specifications, preferably such that the charging processes are dependent on the actually required or desired energy, the temporary electricity price or the battery condition be controlled to avoid a deep discharge.
  • the data acquisition and storage device integrated in the battery is connected to a navigation device which transmits automatic route guidance as a function of the available residual capacity of the battery. If the residual capacity of the battery is insufficient, the driver is guided via the route guidance to the next possible battery replacement station. Optionally, the power provided is reduced to have sufficient capacity available to the target or battery replacement station. Under certain circumstances, unneeded secondary consumers, such as an air conditioner, are forcibly shut down.
  • a navigation device which transmits automatic route guidance as a function of the available residual capacity of the battery. If the residual capacity of the battery is insufficient, the driver is guided via the route guidance to the next possible battery replacement station. Optionally, the power provided is reduced to have sufficient capacity available to the target or battery replacement station. Under certain circumstances, unneeded secondary consumers, such as an air conditioner, are forcibly shut down.
  • the electric motor present as the sole drive motor conducts at least more than 60% of the drive energy, preferably more than 70% of the drive energy, to the rear wheels of the vehicle and only the remainder to the front wheels.
  • the recoverable from braking energy is removed via the front wheels to recharge the battery.
  • the regeneration is controlled by a distance and braking point control, i. H. that the driving and braking behavior of the vehicle is partially automated in order to avoid unnecessary braking and acceleration operations.
  • the same objective is pursued by a distance sensor which measures the distance to stationary or moving objects in the direction of travel and whose signals are used to control or regulate the accelerator pedal return force. If an obstacle appears in front of the vehicle that makes the initiation of a braking process sensible, the accelerator pedal return force is increased slightly in order to avoid further acceleration or to initiate a speed minimization. The driver can prevent them, however, by pressing the gas pedal with a correspondingly greater force.
  • the simplest form of battery replacement may be that the vehicle enters a transfer station, where at a first location the battery to be replaced is released from a tensioning device and stored.
  • the (battery-less) vehicle can be moved automatically, a second circuit with a separate accumulator is provided, which allows a short-distance drive to the second station in which the new battery is added and connected.
  • This circuit is also useful for the reason that during the battery change existing electrical facilities such as in particular the navigation system, car phone, radio, existing air conditioning, etc. continue to be powered.
  • the vehicle may be equipped with at least one electrical connector and a socket for power connection to the battery of another vehicle. This is useful for towing and other emergencies in which the electrical power supply or the battery itself fail.
  • the battery (s) is stored in such a way that when a pulse is exceeded, for example, caused by a collision with another vehicle, the battery cells are electrically separated from each other by existing predetermined breaking points and / or decoupled the battery (s) become.
  • the existing high voltage For example, up to 600 V, so that in the worst case, only the voltages are open, each supplying the cells individually (ie, for example, 6 V or 12 V).
  • the heat from the waste heat of the electric motor, the battery and braking and damping processes can be used as additional heating via a heat exchanger.
  • Peltier elements integrated in the seats can be used as control or adjustable heatsinks.
  • each drive wheel with a separate drive, whereby an otherwise necessary differential can be saved.
  • the drive synchronization of the two opposite drive wheels can be controlled electronically, preferably to set optimal traction conditions.
  • the most favorable torque distribution can be adjusted in uphill or downhill.
  • Battery replacement is required only for long-distance use, ie. H. when the maximum range of 400 km is reached. In short-haul traffic, however, it is still useful to replenish the battery capacity via existing sockets or similar sources of power.
  • a consumption-based billing is only possible if a counter is provided at each current collection point Efforts should be a charging station for electric vehicles in parking garages or other public places unprofitable.
  • the vehicle has next to the parts already mentioned a transmitting device, the connection to a power source for recharging the battery emits a coded signal and continuously or after completion of the charging process sends signals that relate to the amount of electrical power removed.
  • This measure ensures that consumption-dependent electricity bills can be allocated directly to the customer. Since each battery in conjunction with each vehicle transmits an individual signal indicative of the vehicle owner, misallocation is also eliminated since any vehicle owner / vehicle / built-in battery combination is simply assigned.
  • a missing coded signal "locks" the relevant power take-off point, ie that a current drain for recharging the battery is only possible if the pantograph is identified by a code signal
  • a code signal Without misuse it is possible for utilities, parking garages, public squares or other places to provide the appropriate power take-off facilities that any owner of an electric vehicle can use, although in principle it is also possible for other users to use these outlets in that the relevant power consumer has a corresponding transmitter on the device side, which identifies the current collector by means of a code.
  • the amount of electricity drawn during battery charging which is controlled by the charging and power electronics, is simultaneously passed on to the electricity supplier (EVU) in the form of a measuring signal.
  • the charging current is controlled via an integrated control device such that too fast recharging of the battery, which can lead to damage, is prevented.
  • the transmitted signals can either be wired directly into the socket or delivered wirelessly in the form of electromagnetic signals.
  • the charging current is switched off in the absence of an input acknowledgment signal or when a threshold value that can be regulated by the control device is exceeded.
  • An appropriate protective device can also be used to ensure that, for certain transmitted coded signals, a defaulting payer or an insolvent person is detected and a power take-off is blocked from the outset.
  • the storage device comprises an electricity meter integrated in the vehicle, which is preferably calibrated and is sealed.
  • calibrated and sealed electricity meters in private households have proven to be effective, since at regular intervals, usually within 12 months, readings can be made that allow for consumption-based billing.
  • the actual amount of electricity taken can be determined and correctly calculated on the basis of the kilowatt hourly rate to be credited.
  • the electricity meter preferably has an input device for the kWh price at the time of the charging process, so that the costs for the withdrawn amount of electricity can be calculated and displayed directly via an integrated computer.
  • the electricity tariffs of the remuneration calculation can be taken as an individual basis, which pays the one who provides his power grid for recharging the battery.
  • the electricity meter has a printer that prints out the recorded charge data, in particular the amount of electricity fed into the battery and the charging times as well as the electricity price to be paid.
  • the vehicle user or the operator present at a gas station or parking garage enters the kWh transfer price to be charged into the input device, which can be done manually or by means of a signal transmitted by wire or wirelessly.
  • the electricity meter records in particular the amount of electricity, from which the remuneration to be paid can be calculated.
  • the integrated printer ejects a receipt that will eject the relevant data such as the date, duration and time of charging, owner or owner of the power network used for the charging process. Remuneration may be paid either directly or periodically via a summary accounting system. Since all the facilities necessary for the registration of the electricity withdrawn are integrated on or in the vehicle, the person who makes his power grid available for recharging need not have any special facilities; In principle, each private individual's electricity consumption can be reimbursed according to the individual electricity tariff.
  • each battery is inventively provided with an integrated data acquisition and storage device that detects the current state of charge and / or the time of the last battery change and / or total or since the last battery change charging cycles.
  • the aforementioned data allow consumption-based billing, which is as transparent for the vehicle owner or driver as for the operator of a battery changing station. It makes sense to have the batteries in terms of their size and the pole arrangement to be standardized, with a limited number of different standards for cars, trucks and trucks is conceivable. However, the larger battery capacity required for utility vehicles or trucks because of the longer travel distances can be provided even when using only a single type of battery, that two or more batteries are attached to the vehicle floor, which are successively used for power collection. The service stations at which the battery is changed must also be started up only if, for a gentle recharging, the battery There is no time.
  • car downtimes can be used so that the battery is charged in a controlled manner during standstill time.
  • the vehicle has its own charging station, but also outside the vehicle, z. B. in the garage of the driver or at the workplace can be permanently installed, which has the advantage that the charging station does not have to be moved with the vehicle.
  • the battery does not need to be changed.
  • the costs associated with using the battery over the period of time used, as well as wear and tear resulting from spent charge cycles that are critical to battery life, can be detected and read using the battery-integrated device.
  • the vehicle owner does not have to be the owner of the battery at the same time.
  • a battery is borrowed for a period of use and then billed according to usage based on the charging cycles.
  • a system can be realized in which service companies own the batteries and a chain of charging and changing stations, so that a precise cost allocation for the return of the battery for each customer is possible.
  • Customer-specific data can be recorded at the first edition of the vehicle or at the owner change in the data storage of the battery as well as the time usage, the consumed energy and the used charging cycles by own recharges, which the customer has made.
  • an additional chip can be attached to the vehicle, which is read out at each changeover stop. Location and time creates a redundant collection and transparency for a billing similar to cell phone charges or credit card debits.
  • the particular advantage of the vehicle according to the invention is of course in the exhaust-free operation. With a pure electric motor drive, which has undisputed advantages anyway due to the higher torques available in city traffic, even long journeys can be covered more comfortably with the same performance and travel time. Another advantage results from the fact that the recharging of the batteries at the service stations can be done at times when the price of electricity is low. If energy consumption is billed as a function of the temporarily current demand in the course of a power exchange, a favorable electricity price based on low consumption can thus be used effectively. This additional power take-off in low-consumption times makes it possibly unnecessary even the existing energy in storage power plants z. B. for pumping water to a higher level, the kinetic energy then has to be converted into electrical energy to use.
  • the on-board energy and cycle cycle system allows billing to be controlled, providing further redundancy of costing.
  • the replaceable battery is preferably attached in the vehicle floor and accessible from below, as there fast access through an automatic handling system is possible.
  • the vehicle's center of gravity can be set low.
  • the crash safety can be maximized by an appropriately equipped floor group. This already follows from the fact that complex vehicle superstructures, as required by internal combustion engines and the exhaust system, are avoided from the outset by a stable floor chassis on which the passenger compartment, etc. are arranged. With regard to the vehicle design, this results in greater freedom.
  • the battery can be charged via a regenerative braking, with only a charged battery and a descent with an above-average number of braking operations must be prevented via a controller that a battery overcharge takes place. In normal driving conditions such situations (for lack of alternator) can not occur.
  • the battery change should be done in a battery replacement station by a machine.
  • the charged batteries are lined up on the floor.
  • the vehicle is moved (either via an emergency generator or passive) to a location where the battery to be picked up is lying on the ground.
  • this battery is now introduced into the existing compartment and locked there and connected, so that the battery replacement takes only a short time.
  • the emptied batteries are led via a transfer line to a charging station, where, possibly at times with a favorable electricity tariff, the recharging is carried out before the batteries are made available for replacement.
  • mobile battery changing stations are also possible, which can be driven on a truck or a trailer to need places. Similar to breakdown vehicles, such a vehicle can be ordered to avoid a detour to a stationary battery changing station via radio to a motorway parking lot, where the removable battery is provided at the desired time. Such mobile vehicles also suitably have a change machine.
  • the battery and the charging and power electronics are also designed to feed electricity into a pipeline network.
  • the battery which consists of Li-ion cells, which in turn are combined into one accumulator.
  • the structure of this battery contains on the one hand electronic components that controls the charging and power of the individual cells, on the other hand, the supply lines with which the electrical energy is supplied and removed or combined to the desired voltage values by series connection and finally a mechanical Structure (housing), which gives the whole structure stability.
  • this case should allow the dissipation of heat when charging the cells or under high load and also prevent a chain reaction in which by a disruption of a cell, for example by short circuit, the adjacent cells would also be overheated and destroyed.
  • a chain reaction in which by a disruption of a cell, for example by short circuit, the adjacent cells would also be overheated and destroyed.
  • the entire charge energy could be released in a very short time and produce an excess temperature, as a result of which an oxidation process of the lithium is triggered, which is a chemical reaction in addition to the electric Reaction releases more energy.
  • the housing is usually divided by partition walls into individual areas, so that the reaction can be localized.
  • the battery housing made of a composite material with aramid fibers (Kevlar), so that in a mechanical disturbance from the outside initially no cracks and no collapse of the housing occur, but only a deformation.
  • aramid fibers Kevlar
  • a double-walled sandwich construction of a polyamide composite material is provided in order to maximize both the stability and the working absorption of the housing with respect to external loads.
  • a metal fire powder such as sodium chloride or similar. filled so that in case of damage or excess temperature of a cell, the powder melts and the damaged cell airtight insulation.
  • a medium in the housing is filled between the cells which prevents oxidation of the lithium, e.g. a noble gas.
  • the box is evacuated so that lack of air also prevents oxidation.
  • the box is made of an elastic material, so that the rigidity and working absorption of the crash energy of the box is generated by using the firmly pressed Li cells. The box can then deform without the outer skin ruptures and the exclusion of air by vacuum is maintained.
  • the interstices between the cells are filled with a material that changes state of aggregation in a specific temperature window, ie melts or solidifies, the resulting enthalpy of melting being used for temperature stabilization (latent heat storage).
  • a material that changes state of aggregation in a specific temperature window ie melts or solidifies, the resulting enthalpy of melting being used for temperature stabilization (latent heat storage).
  • latent heat storage temperature stabilization
  • the desired objectives of the metal firing powder effect, the heat conduction and the latent heat effect are achieved together by a suitable combination of fillers.

Abstract

L'invention concerne un véhicule qui est actionné exclusivement par un ou plusieurs moteurs électriques et comporte au moins une batterie échangeable et rechargeable pour alimenter lesdits moteurs électriques. Pour permettre d'effectuer un décompte en fonction de la consommation, tout en remplaçant la batterie le plus rapidement possible, la batterie comprend selon l'invention un dispositif de saisie et de mémorisation de données, qui détecte l'état de charge instantané et/ou le moment du dernier changement de batterie et/ou l'ensemble des cycles de charge effectués ou le nombre de cycles de charge intervenus depuis le dernier changement de batterie.
PCT/DE2008/001320 2007-08-21 2008-08-12 Véhicule actionné par moteur électrique WO2009024122A2 (fr)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
DE102007039480.4 2007-08-21
DE102007039480A DE102007039480A1 (de) 2007-08-21 2007-08-21 Elektromotorisch angetriebenes Fahrzeug
DE102008005551A DE102008005551A1 (de) 2007-08-21 2008-01-23 Elektromotorisch angetriebenes Fahrzeug
DE102008005551.4 2008-01-23
DE102008007089.0 2008-01-31
DE102008007089A DE102008007089A1 (de) 2008-01-31 2008-01-31 Elektromotorisch betriebenes Fahrzeug
DE102008028065.8 2008-06-12
DE102008028065A DE102008028065A1 (de) 2008-01-31 2008-06-12 Elektromotorisch betriebenes Fahrzeug

Publications (2)

Publication Number Publication Date
WO2009024122A2 true WO2009024122A2 (fr) 2009-02-26
WO2009024122A3 WO2009024122A3 (fr) 2010-01-21

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PCT/DE2008/001320 WO2009024122A2 (fr) 2007-08-21 2008-08-12 Véhicule actionné par moteur électrique

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2973177A1 (fr) * 2011-03-24 2012-09-28 Peugeot Citroen Automobiles Sa Gestion de batteries electriques
DE102016222271A1 (de) * 2016-11-14 2018-05-17 Volkswagen Aktiengesellschaft Schaltungsanordnung zur Ansteuerung einer Ladedose eines Elektro- oder Hybridfahrzeugs und Ladestecker
WO2023050960A1 (fr) * 2021-09-30 2023-04-06 比亚迪股份有限公司 Procédé et système de commande de permutation de batterie pour véhicule, et véhicule

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2805134A1 (de) * 1978-02-07 1979-08-09 Volkswagenwerk Ag Batteriegetriebenes elektrofahrzeug
DE19922137A1 (de) * 1999-05-12 2000-11-16 Still & Saxby Sarl Flurförderzeug mit einem Batterieblock
US20030209375A1 (en) * 1999-01-25 2003-11-13 Zip Charge Corporation Electrical vehicle energy supply system, electrical vehicle battery, electrical vehicle battery charging apparatus, battery supply apparatus, and electrical vehicle battery management system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2805134A1 (de) * 1978-02-07 1979-08-09 Volkswagenwerk Ag Batteriegetriebenes elektrofahrzeug
US20030209375A1 (en) * 1999-01-25 2003-11-13 Zip Charge Corporation Electrical vehicle energy supply system, electrical vehicle battery, electrical vehicle battery charging apparatus, battery supply apparatus, and electrical vehicle battery management system
DE19922137A1 (de) * 1999-05-12 2000-11-16 Still & Saxby Sarl Flurförderzeug mit einem Batterieblock

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2973177A1 (fr) * 2011-03-24 2012-09-28 Peugeot Citroen Automobiles Sa Gestion de batteries electriques
DE102016222271A1 (de) * 2016-11-14 2018-05-17 Volkswagen Aktiengesellschaft Schaltungsanordnung zur Ansteuerung einer Ladedose eines Elektro- oder Hybridfahrzeugs und Ladestecker
DE102016222271B4 (de) 2016-11-14 2023-09-28 Volkswagen Aktiengesellschaft Schaltungsanordnung zur Ansteuerung einer Ladedose eines Elektro- oder Hybridfahrzeugs und Ladestecker
WO2023050960A1 (fr) * 2021-09-30 2023-04-06 比亚迪股份有限公司 Procédé et système de commande de permutation de batterie pour véhicule, et véhicule

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