WO2010149439A2 - Dispositif pour l'alimentation d'un entraînement électrique d'un véhicule automobile - Google Patents

Dispositif pour l'alimentation d'un entraînement électrique d'un véhicule automobile Download PDF

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Publication number
WO2010149439A2
WO2010149439A2 PCT/EP2010/057023 EP2010057023W WO2010149439A2 WO 2010149439 A2 WO2010149439 A2 WO 2010149439A2 EP 2010057023 W EP2010057023 W EP 2010057023W WO 2010149439 A2 WO2010149439 A2 WO 2010149439A2
Authority
WO
WIPO (PCT)
Prior art keywords
energy
drive
fuel cell
converter
cell unit
Prior art date
Application number
PCT/EP2010/057023
Other languages
German (de)
English (en)
Other versions
WO2010149439A3 (fr
Inventor
Eckart Nipp
Thomas Schneider
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2010149439A2 publication Critical patent/WO2010149439A2/fr
Publication of WO2010149439A3 publication Critical patent/WO2010149439A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • 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
    • 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
    • B60L2210/40—DC to AC 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/52—Clutch motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/54—Windings for different functions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/56—Structural details of electrical machines with switched windings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/58—Structural details of electrical machines with more than three phases
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2101/00—Special adaptation of control arrangements for generators
    • H02P2101/45—Special adaptation of control arrangements for generators for motor vehicles, e.g. car alternators
    • 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
    • Y02T10/72—Electric energy management 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the invention relates to a device for supplying an electric drive for a motor vehicle with a power network which is connected to the drive and has a fuel cell unit and at least one energy store, wherein the fuel cell unit and the energy store are coupled according to the preamble of claim 1.
  • Energy supply systems consisting of a fuel cell unit and an energy storage can be used.
  • an energy store is connected via a DC / DC converter in parallel with the active two-terminal of the fuel cell unit, which is responsible for the supply of an electric drive.
  • Other circuit options are that the energy storage is connected directly to the electric drive of the motor vehicle.
  • the fuel cell unit is connected via a DC / DC converter in parallel with the two-pole of the energy store.
  • Another possibility is to precede each of the fuel cell unit and the energy storage a DC / DC converter, which then connected in parallel as an electrical supply of the
  • All illustrated supply concepts require at least one DC / DC converter to perform the desired energy exchange between the fuel cell unit and energy storage. This is because the fuel cell unit and the energy store have different voltage levels in hybridized operation.
  • the disadvantage here is that both energy networks are electrically connected. Thereby can the two energy networks are not built and dimensioned independently of each other.
  • the energy network has a first and a second energy network
  • the first energy network has a first converter, which is arranged between the fuel cell unit and the drive
  • the second energy network has a second converter which is disposed between the second energy network
  • Energy storage and the drive is arranged, and the first inverter is decoupled from the second inverter.
  • the fuel cell unit and the energy storage can be connected separately to the drive.
  • a power DC / DC converter which is normally required between the fuel cell unit and the energy storage for energy transfer, is eliminated.
  • the fuel cell unit and the energy storage are connected directly to the drive.
  • An electrical connection between the first power grid and the second Energy network can be omitted.
  • a thermal decoupling between the energy networks available In an extreme energy extraction of a strand of energy, which can lead to an undesirable and / or unexpected increase in temperature, in this case advantageously a thermal decoupling between the energy networks available. Accordingly, mechanical contacts between the energy strings can be dispensed with. This also gives a low-maintenance construction.
  • the voltage levels of the two energy networks can largely be selected independently of one another, which means greater overall degrees of freedom in the design of the networks, without any further effort having to be operated.
  • the drive has a first and a second winding system, which are arranged on a common stator, wherein the first winding system is coupled to the first inverter and the second winding system to the second inverter.
  • the electric machine can act either as a drive or generator and so exchange energy on the separate windings in the common stand.
  • Another advantage of this arrangement is that, even when the drive is stationary, energy can be transmitted from the fuel cell unit to the energy store via the stator windings.
  • the stator of the drive acts as a transformer.
  • a three-phase system can be used, as is typically used in traction drives.
  • the concept can also be applied to other phase numbers.
  • the wiring is in no way limited to a star connection, but can also be used with delta circuits and other phase connections.
  • a solution of a winding system can be considered from a classic grooved stator with a two-layer winding. The two layers are then used for both winding systems.
  • Alternate field are generated. This offers the advantage that the electrical machine generates no torque despite energization.
  • the angular frequency ⁇ can be chosen low. A particularly high angular frequency ⁇ makes it possible to generate a high proportion of stray flux that does not penetrate the rotor.
  • the drive has a first stator and a second stator, which are coupled via a common rotor, wherein the first stator is arranged on the first inverter and the second stator on the second converter.
  • the stator windings are arranged displaceably, so that any overlaps between the stator windings and the rotor are adjustable.
  • both stator windings have different radii and can be moved into each other. So that the air gap in the stator with the larger radius does not become too large, special flux-conducting components are conceivable which minimize the resulting air gap.
  • At least one first electrical component is arranged on the fuel cell unit and a second electrical component is arranged on the energy store. This provides the ability to ensure the electrical supply of consumers with high power consumption, as z. B. in a compressor for the cathode air supply of
  • Fuel cell unit is needed.
  • decoupled components with the same functionality, a redundancy of components of the overall system can be created in order to obtain the highest possible availability. These can then be attached separately to the fuel cell unit and the energy store.
  • the relevant electrical components to a first smaller variant and a second smaller variant are divided, wherein the first smaller variant arranged on the fuel cell unit and the second smaller variant can be arranged on the energy storage. This makes it possible to ensure the energy supply.
  • the drive has a first and a second electric machine, in particular that the first machine is separated from the second machine.
  • the first and the second electric machine have a common shaft.
  • the first and the second electric machine can act as a motor or generator. Energy can be exchanged via the common wave. Due to the separation of the two electrical machines, it is thus possible that different electrical machines with different performance data are used. Also, the structure of the two electrical machines can be designed differently. Accordingly, the first and second inverters required for the electric machines can also be designed differently and based on different performance data, since these are decoupled from each other. This allows the greatest possible scope for the construction of the device for supplying an electric drive.
  • the first electric machine For a motor vehicle, for example, it is possible to arrange the first electric machine to the front axle of the motor vehicle and to couple the second electric machine to the rear axle of the motor vehicle.
  • the first electric machine could then be a motor which is supplied with energy via a first converter by a fuel cell unit and thus drives the motor vehicle.
  • the second electric machine could in this case be a generator which supplies the energy store via a second converter with energy during the drive of the motor vehicle. Since the two electrical machines can be motor and / or generator, it goes without saying that the second electric machine on the rear axle of the vehicle can also act as a motor which is supplied with energy via the energy store.
  • the first energy network is galvanically isolated from the second. This will allow the two energy grids to be designed and designed independently.
  • a galvanic isolation allows that in the event of an electrical failure of one energy network, the other remains unaffected. Additional safety measures such as the attachment and assignment of electrical fuses between the two energy networks can be omitted.
  • the installation of a bidirectional DC / DC converter between the two energy networks allows energy transfer from the fuel cell unit to the energy storage even when the drive is stopped.
  • High-power electrical components can be connected to the energy storage so that they can be powered by an inactive drive.
  • the periphery for the operation of a fuel cell system optionally of the energy storage and / or the
  • Fuel cell unit is supplied. This makes it possible that in each operating state of the device for supplying an electric drive, the periphery is optimally supplied with energy. In addition, any failures of the energy storage or the fuel cell unit can be bridged by the other intact unit.
  • 1 shows a schematic structure of two energy networks for the energetic supply of a drive
  • FIG. 2 shows a schematic structure of a winding system
  • FIG. 3 shows a schematic view of two separate stands with a rotor
  • Figure 4 shows a schematic structure for supplying an electrical
  • Figure 5 shows a schematic structure of two separate electrical
  • Figure 6 shows a schematic structure of two electrical with a
  • Figure 7 shows a schematic structure of a supply of an electric drive to be supplied with peripherals and attached DC / DC converter.
  • FIG. 1 shows a first energy network 20 with a fuel cell unit 21 and a first converter 22, wherein the first energy network 20 is connected to a drive 10.
  • a second energy network 30 with an energy store 31 and a second converter 32 is also electrically connected to the drive 10.
  • the first converter 22 and the second converter 32 can work on separate winding systems in the electric drive 10. This allows energy to be exchanged via the separate windings in a common stand.
  • the first inverter 22 is decoupled from the second inverter 32.
  • FIG. 2 shows a schematic structure of a winding system.
  • Power network 20 with a fuel cell unit and a first inverter 22nd is coupled to a first winding system 23.
  • a second energy network 30 with a second converter 32 and an energy store 31 is coupled to a second winding system 33. It is shown here a three-phase system as it can be used in the drive 10. Of course, the concept can also be applied to other phase numbers. Likewise, it is in no way limited to the illustrated star connection, but can also be used with delta circuits and other phase connections.
  • the first winding system 23 is galvanically isolated from the second winding system 33.
  • FIG 3 shows a schematic structure of a first stator 24 and a second stator 34, which are energetically coupled to each other by a common rotor 40.
  • the first stator 24 is in this case connected to the first converter 22, which in turn is coupled to the fuel cell unit 21, which thus form the first energy network 20.
  • the second stator 34 is connected to the second converter 32, which in turn is coupled to the energy store 31 and form the second energy network 30.
  • the two separate stands 24, 34 are galvanically separated from the rotor 40. There are thus arbitrary overlaps between the individual uprights 24, 34 and the rotor 40 adjustable. It is also possible that both stands have 24.34 different radii and can be moved into each other. So that the air gap in the stator with the larger radius does not become too large, if it covers only the rotor 40 and not the other stator, special flux-conducting components are possible, which minimize the resulting air gap.
  • FIG. 4 shows a schematic structure of the first energy network 20 and the second energy network 30, both of which are arranged on the drive 10.
  • the first energy network 20 has the fuel cell unit 21 and the first converter 22.
  • a first electrical component 25 is arranged directly on the fuel cell unit 21.
  • a second electrical component 35 is connected to the energy store 31 connected.
  • both electrical components 25, 35 can be supplied independently with electrical energy. Even if the two electrical components 25,35 have the same function within the device for supplying an electric drive 10, they can be constructed differently and dimensioned. This makes it possible to take into account the individual specific output parameters of the fuel cell unit 21 and / or the energy store 31.
  • both electrical components 25, 35 are electrically isolated from each other, which can lead to a cost reduction compared to electrically bonded components.
  • FIG. 5 shows a schematic structure of two separate electrical machines 1 1, 12.
  • the first electric machine 1 1 is connected via the first inverter 22 to the fuel cell unit 21, which form the first power network 20.
  • the second electric machine 12 is above the second
  • the first 1 1 of the second electric machine 12 is electrically isolated.
  • the electrical machines 1 1, 12 can be constructed differently and dimensioned.
  • the two electric machines 1 1, 12 act on different axes of the vehicle.
  • the first 1 1 and the second electric machine 12 may be a synchronous machine and / or an asynchronous machine.
  • FIG. 6 shows a schematic structure of a first electric machine 11 and a second electric machine 12, which are connected to one another via a common shaft 13.
  • the energetic supply of the first electric machine 1 1 via a fuel cell unit 21, which is connected via a first inverter 22 to the first electric machine 1 1, which form the first power network 20.
  • the energetic supply takes place for the second electric machine 12 via a
  • Energy storage 31 which is connected via a second inverter 32 to the second electric machine 12 and the second power network 30 form.
  • FIG. 7 shows a schematic structure in which the first energy network 20 is connected to the second energy network 30 by a DC / DC converter 50.
  • the fuel cell unit 21 is connected via a DC / DC Transducer 50 is electrically connected to the energy storage 31.
  • the fuel cell unit 21 feeds the first electric machine 1 1 via the first converter 22.
  • the energy store 31 is connected to the second electric machine 12 via a second converter 32.
  • the periphery 60 is connected to the energy storage 31 here. Of course, it is also possible to connect the periphery 60 to the fuel cell unit 21.
  • the periphery 60 may consist of, for example, a compressor, a blower, a pressure regulator, a cooling circuit, a system control, a safety monitoring and / or power electronics.
  • FIGS. 1 to 7 It can be seen from FIGS. 1 to 7 that a separation of a first converter from a second converter in the energy networks is provided for supplying an electric drive.

Abstract

L'invention concerne un dispositif pour l'alimentation d'un entraînement électrique d'un véhicule automobile au moyen d'un réseau d'énergie qui est relié à l'entraînement et qui présente un module de piles à combustible et au moins un accumulateur d'énergie, le module de piles à combustible et l'accumulateur d'énergie étant couplés. Selon l'invention, le réseau d'énergie présente un premier et un deuxième réseau d'énergie, le premier réseau d'énergie présente un premier convertisseur placé entre le module de piles à combustible et l'entraînement, le deuxième réseau d'énergie présente un deuxième convertisseur placé entre l'accumulateur d'énergie et l'entraînement et le premier convertisseur est découplé du deuxième convertisseur.
PCT/EP2010/057023 2009-06-26 2010-05-21 Dispositif pour l'alimentation d'un entraînement électrique d'un véhicule automobile WO2010149439A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009027220A DE102009027220A1 (de) 2009-06-26 2009-06-26 Vorrichtung zur Versorgung eines elektrischen Antriebes für ein Kraftfahrzeug
DE102009027220.8 2009-06-26

Publications (2)

Publication Number Publication Date
WO2010149439A2 true WO2010149439A2 (fr) 2010-12-29
WO2010149439A3 WO2010149439A3 (fr) 2011-10-20

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Country Link
DE (1) DE102009027220A1 (fr)
WO (1) WO2010149439A2 (fr)

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CN103303159A (zh) * 2013-05-09 2013-09-18 常州迈控智能科技有限公司 电动汽车控制器及其双驱动控制方法
CN103587430A (zh) * 2013-11-28 2014-02-19 蒋超 一种电动汽车控制器的工作方法
FR3081392A1 (fr) * 2018-05-28 2019-11-29 Valeo Equipements Electriques Moteur Architecture de traction a hydrogene pour vehicule automobile

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EP2541755B1 (fr) * 2011-06-29 2014-04-30 Siemens Aktiengesellschaft Dispositif d'entraînement pour un véhicule
DE102011085731A1 (de) * 2011-11-03 2013-05-08 Bayerische Motoren Werke Aktiengesellschaft Elektrisches System
DE102013204255A1 (de) * 2013-03-12 2014-09-18 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Vorrichtung zum Betreiben eines Bordnetzes
DE102013205413A1 (de) * 2013-03-27 2014-10-02 Robert Bosch Gmbh Verfahren zum Betreiben einer Energieversorgungseinheit für ein Kraftfahrzeugbordnetz
DE102013222641A1 (de) * 2013-11-07 2015-05-07 Bayerische Motoren Werke Aktiengesellschaft Energiespeichersystem für ein elektrisch angetriebenes Fahrzeug
DE102014013195A1 (de) * 2014-09-06 2015-03-19 Daimler Ag Antriebsstrang für ein Fahrzeug, insbesondere ein Hybridfahrzeug
GB2531249A (en) * 2014-10-08 2016-04-20 Nissan Motor Mfg Uk Ltd Control method for integrated electric drive and charger apparatus for a grid enabled vehicle
GB2531036A (en) * 2014-10-08 2016-04-13 Nissan Motor Mfg (Uk) Ltd Electric drive and charger system for a grid enabled vehicle
DE102016118995A1 (de) * 2016-10-06 2018-04-12 Lsp Innovative Automotive Systems Gmbh Aufbau eines Motor/Generators mit zugehöriger Leistungselektronik für die kontrollierte Versorgung eines Zweispannungsbordnetzes mit Leistung
DE102017204200A1 (de) * 2017-03-14 2018-09-20 Bayerische Motoren Werke Aktiengesellschaft Antriebsstrang sowie Verfahren zum Betreiben eines Antriebsstrangs
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