WO2011124478A2 - Réseau de bord d'énergie électrique pour un véhicule automobile - Google Patents

Réseau de bord d'énergie électrique pour un véhicule automobile Download PDF

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Publication number
WO2011124478A2
WO2011124478A2 PCT/EP2011/054553 EP2011054553W WO2011124478A2 WO 2011124478 A2 WO2011124478 A2 WO 2011124478A2 EP 2011054553 W EP2011054553 W EP 2011054553W WO 2011124478 A2 WO2011124478 A2 WO 2011124478A2
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WO
WIPO (PCT)
Prior art keywords
electrical system
voltage
sub
power
electrical
Prior art date
Application number
PCT/EP2011/054553
Other languages
German (de)
English (en)
Other versions
WO2011124478A3 (fr
Inventor
Günter Uhl
Original Assignee
Dbk David + Baader 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 Dbk David + Baader Gmbh filed Critical Dbk David + Baader Gmbh
Publication of WO2011124478A2 publication Critical patent/WO2011124478A2/fr
Publication of WO2011124478A3 publication Critical patent/WO2011124478A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/14—Starting of engines by means of electric starters with external current supply
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0888—DC/DC converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2250/00—Problems related to engine starting or engine's starting apparatus
    • F02N2250/02—Battery voltage drop at start, e.g. drops causing ECU reset
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • auxiliary drives and ancillaries are preferably electrically driven, so that the number of "critical” consumers is significantly increased Energy demand of these vehicles is increased accordingly.
  • WO 2009/000372 A1 proposes avoiding a costly increase in battery capacity or a complex voltage control to provide a division of the vehicle electrical system.
  • the known from WO 2009/000372 A1 board network consists of a first, powered by the generator of the vehicle sub-board network, which provides a first board electrical system voltage and has its own first energy storage unit, a second sub-board network, which provides a second vehicle electrical system voltage and a separate second energy storage unit has, and from a controllable electrical coupling device in the form of a DC / DC converter, via which the two sub-electrical systems can be electrically coupled.
  • the "critical" consumers are all connected to the first sub-board network, while the "sensitive” consumers are all connected to the second sub-board network;
  • the DC / DC converter ensures that voltage dips in the first sub-electrical system have no effect on the second sub-electrical system and thus on the "sensitive" consumers.
  • DE 10 2005 029 081 A1 shows a storage device for a hybrid vehicle, in which the interconnection arrangement of two different memories (battery and capacitor) can be changed depending on the desired internal resistance.
  • the invention therefore proposes to dimension the generator so that at maximum generator excitation the value of the first vehicle electrical system voltage exceeds that of the second vehicle electrical system voltage by a multiple.
  • the invention thus makes use of the mentioned, known per se, to set the generator voltage to a significantly higher value than the rest of the vehicle electrical system voltage, according to the teaching of claim 15, a maximum voltage of 60 V is sought.
  • it is further proposed to provide at least two memory elements for the energy storage unit of the first sub-electrical system, which can be selectively switched by means of a controllable switching device between a series circuit and a parallel circuit.
  • the generator voltage can be increased without necessarily having to change the rated voltage of the consumer;
  • the switching device with which is selectively switched between a series and a parallel circuit, circuit technology easy to implement and thus correspondingly inexpensive.
  • significantly lower losses occur than when using a consumer upstream DC / DC converter, so that the efficiency of the energy recovery is very high.
  • a still further advantage of the invention is achieved in the case of a cold-starting operation, when the storage elements (eg after a long service life of the vehicle) are already emptied: Since the second part of the electrical system preferably contains a battery as energy storage, this battery can according to the teaching of Claim 9 are connected by means of a bypass switch directly to the memory elements, so that they can be recharged without DC / DC conversion and used directly to operate the starter. In contrast, if the starter had a nominal voltage corresponding to the generator, that is to say a voltage adapted to the higher first vehicle electrical system voltage, a correspondingly lossy DC / DC conversion would have to be carried out for the starting process. With regard to further advantages of the invention, reference is made to the remaining subclaims. Particularly advantageous operating modes of the energy grid according to the invention are the subject of the method claims.
  • FIG. 2B shows an alternative embodiment of the series / parallel switching device of FIG. 2A, in which power semiconductors are used as switches;
  • 3A shows a circuit arrangement of the series / parallel switching device according to the invention and the associated memory elements in the form of capacitor groups, in which three or four capacitor groups are switched;
  • FIG. 3B shows an alternative embodiment of the series / parallel switching device of FIG. 3A, in which power semiconductors are used as switches;
  • a first energy storage unit ESi which in the embodiment shown consists of at least two storage elements in the form of capacitor groups, which can be selectively switched by means of a switching device between a series circuit and a parallel circuit, is also connected to the first sub-board network TBi.
  • Each of these groups of capacitors consists in turn of a plurality of series-connected double-layer capacitors, which are also referred to below as DLC (Double Layer Capacitor) or UltraCap cells, for example, if a certain capacitor group is designed for a nominal voltage of 30V They consist of a total of 12 UltraCap cells, if each UltraCap cell has a rated voltage of 2.5 V.
  • DLC Double Layer Capacitor
  • UltraCap cells for example, if a certain capacitor group is designed for a nominal voltage of 30V They consist of a total of 12 UltraCap cells, if each UltraCap cell has a rated voltage of 2.5 V.
  • double-layer capacitors in the form of UltraCap cells are preferably used because they are capable of absorbing high power in a short time.
  • batteries can also be used for this purpose, in particular modern lithium-ion batteries; The prerequisite for this, of course, is that the battery used in each case is able to store at least the power occurring during the recuperation operation.
  • This constant supply voltage is provided according to the invention by the second sub-electrical system TB 2 .
  • a first DC / DC converter DCWi of the electric coupling device EK supplies a correspondingly regulated output voltage U2, which in the case of a passenger car is in the range of 9 to 16 V, while in the case of a commercial vehicle lies between 18 and 32 V. If the DC / DC converter DCWi is switched off and also a bypass switch SUE is open, the voltage U2 of the second sub-electrical system TB 2 is determined by the voltage of a second energy storage unit ES 2.
  • a starter S or starter of the internal combustion engine is connected to the first sub-board network TBi via an associated start switch Ss.
  • the starter S is a conventional starter which has a nominal voltage of approximately 12 V in a passenger vehicle or approximately 24 V in the case of a commercial vehicle, that is to say a voltage which is significantly below the comparatively high rated voltage of the generator G or the instantaneous voltage of the fully charged first energy storage unit ES1 is when their capacitor groups are connected in series.
  • the capacitor groups are brought into parallel connection, so that the starter S is subjected to a voltage corresponding to its rated voltage. This ensures that the starter S is not overloaded.
  • both capacitor groups K 1 and K 2 are connected in series or series, when the switching contacts of the change-over switches SU 1 and SU 2 are in the right-hand position; in contrast, when these contacts are in the left position, the upper poles of both capacitor groups are connected to the live rail, while their lower poles are connected to ground, ie, the two capacitor groups are connected in parallel.
  • This left position of the contacts is therefore used in accordance with the above description in particular for starting the engine, while the right position when loading the capacitor groups or in the supply of other consumers is selected, where the full voltage can be impressed.
  • Fig. 2B shows a circuit variant of the embodiment of Fig. 2A, in which the series / parallel switching means consists of a total of three power MOSFET switches Mi to M 3 , which are connected in the manner shown.
  • the series / parallel switching means consists of a total of three power MOSFET switches Mi to M 3 , which are connected in the manner shown.
  • Fig. 3A an embodiment of the energy storage unit ESi is shown, which consists of a total of four capacitor groups Ki to K4;
  • the series / parallel disconnecting device consists of three groups (SU1.1 and SU1.2, SU2.1 and SU2.2, or SU3.1 and SU3.2) of two changeover switches each, which in the manner shown are connected to the capacitor groups. All six switches of these three groups are synchronously brought into either the left or the right switching position via a switching signal, not shown.
  • a switching signal not shown.
  • all four capacitor groups Ki to K4 are connected in series when the switch contacts of the three switch groups are in the right position; when these contacts are in the left position, the upper poles of all capacitor groups are on the live rail while their lower poles are connected to ground, that is, the four capacitor groups are connected in parallel.
  • FIG. 3B The variant realized with power MOSFET switches of the energy storage unit ES 1 shown in FIG. 3A is shown in FIG. 3B. It can be seen here that the switch with three switching groups (M 1 1 -. 1 .3 M, M .i 2 - M 2 .3 or M3. 1 - 3 M 3) from three power MOSFET switches is carried out , When the power MOSFET switches M1.1 and M1.3, M2.1 and M2.3 as well as M3.1 and M3.3 of each switching group are turned on, the four capacitor groups Ki to K4 are in four parallel connection (circuit variant "4P .
  • the circuit shown in FIG. 3B therefore makes it possible to set the voltage of the capacitor groups to three different values virtually without loss.
  • the motor then does not start immediately, but the capacitor groups have been discharged by the actuation of the starter S so far that their voltage has dropped sharply, by adjusting the circuit variant "2S 2P", if necessary, a voltage can be brought which is sufficiently high for the renewed actuation of the starter is S.
  • the repeated actuation of the starter S can thus possibly take place without intermediate reloading of the capacitor groups.
  • 10-fold series connection maximum voltage; 2-way parallel connection from 5-fold series connection: 1/2 of the maximum voltage; 5-way parallel connection from 2-fold series connection: 1/5 of the maximum voltage; 10-way parallel connection: 1/10 of the maximum voltage;
  • the switches Ss, SL, SK and SUE shown in FIG. 1 may be relays as well as suitably dimensioned power MOSFET switches.
  • a power MOSFET switch should preferably be provided. Due to the high switching currents, in most cases several semiconductors will be switched in parallel. If the current can flow through the respective switch in both directions and if the current interruption should also work in both directions, then two MOSFET switches or MOSFET groups must be inversely connected in series (a MOSFET switch is then always operated inversely: current flow from Source to drain).
  • cold start Definition The vehicle is parked (parking lot, garage), the engine has cooled down to ambient temperature. A voltage dip caused by the starting process (“starting voltage dip”) is not critical.
  • the two or more capacitor groups are connected in parallel with the aid of the series / parallel change-over device. Subsequently, by activating the switch Ss, the starter S is activated and the internal combustion engine is started.
  • the startup process discharges the capacitor groups by a certain amount of energy. Depending on the design or storage capacity of the capacitor groups, their initial charge and the duration of the starting process, so much energy is still stored that, if necessary, a second starting process can be carried out without reloading the capacitor groups.
  • the motor vehicle is being driven.
  • the engine is at operating temperature and is restarted after a traffic light stop, for example.
  • a voltage dip caused by the starting process (“starting voltage dip") is critical and must therefore not occur in the on-board electrical system, which means that the starter S may not be supplied from the second partial on-board power supply for the warm start.
  • the two or more capacitor groups are connected in parallel with the aid of the series / parallel change-over device, and then the starter S is activated by actuating the switch Ss and the internal combustion engine is started. Also in this case, the capacitor groups are previously possibly recharged from the second sub-electrical system TB 2 , if they should be discharged too much.
  • the recharging of the capacitor groups may also be effected by a brief activation of the generator G, but in this case it must be noted that the generator G is only so strongly energized, that no noticeable braking effect occurs.
  • the electrical supply of the on-board network is initially carried out by discharging the energy storage units ESi and ES 2 .
  • the excitation of the generator G is switched off so that it has almost no (mechanical) power requirement (no load on the internal combustion engine). Only when the two energy storage units are discharged to a predetermined minimum value, the generator G is energized so that it just delivers the power that the electrical system needs.
  • the first DC / DC converter DCW 1 must be activated.
  • the generator G is energized accordingly. If a higher voltage is required in the first sub-board network TB 1 than in the second sub-board network TB 2 (U 1 > U 2 ), then the DC / DC converter DCW 1 must be activated.
  • the voltage Ui in the first sub-board network TBi can - controlled by the excitation of the generator G - vary in wide ranges up to a maximum value of just under 60 V; the voltage U2 in the second onboard power supply TB 2 , on the other hand, is limited by the nature of the energy store E 2 to the range of the charging or discharging voltage of the battery.
  • the vehicle equipped with the vehicle electrical system according to the invention can be both a passenger car and a truck or a commercial vehicle. While in the case of a car, the voltage in the second sub-electrical network TB 2 currently has a nominal value of 12 V, trucks (with the exception of US-operated trucks) in the second sub-network TB 2 normally have a voltage of up to 24 V. Because of still other advantages of the invention, reference will be made expressly to the disclosure of the figures.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un réseau de bord d'énergie électrique pour un véhicule automobile qui présente un premier réseau de bord partiel qui délivre une première tension de réseau de bord et présente une première unité d'accumulation d'énergie ainsi qu'au moins un consommateur électrique, et un deuxième réseau de bord partiel qui délivre une deuxième tension de réseau de bord et présente une deuxième unité d'accumulation d'énergie ainsi qu'au moins un appareillage électrique. Ces deux réseaux de bord partiels peuvent être connectés l'un à l'autre de manière sélective au moyen d'un dispositif de connexion électrique commandable. Un générateur entraîné par le véhicule achemine de l'énergie électrique au réseau de bord d'énergie par le biais du premier réseau de bord partiel et il est dimensionné de telle sorte que lors de l'excitation maximale du générateur, la valeur de la première tension de réseau de bord est plusieurs fois supérieure à celle de la deuxième tension de réseau de bord. Conformément à l'invention, la première unité d'accumulation d'énergie est formée par au moins deux éléments d'accumulation qui peuvent être permutés de manière sélective entre un branchement en série et un branchement en parallèle au moyen d'un dispositif de commutation commandable.
PCT/EP2011/054553 2010-04-07 2011-03-24 Réseau de bord d'énergie électrique pour un véhicule automobile WO2011124478A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010014104.6 2010-04-07
DE102010014104A DE102010014104A1 (de) 2010-04-07 2010-04-07 Elektrisches Energiebordnetz für ein Kraftfahrzeug

Publications (2)

Publication Number Publication Date
WO2011124478A2 true WO2011124478A2 (fr) 2011-10-13
WO2011124478A3 WO2011124478A3 (fr) 2012-07-26

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DE (1) DE102010014104A1 (fr)
WO (1) WO2011124478A2 (fr)

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US9434262B2 (en) 2012-08-30 2016-09-06 Mazda Motor Corporation Power-source apparatus for vehicle and control method of the same
DE102015104293A1 (de) * 2015-03-23 2016-09-29 Hella Kgaa Hueck & Co. Energiespeichervorrichtung
CN110198868A (zh) * 2017-01-26 2019-09-03 罗伯特·博世有限公司 电池单元和用于运行电池单元的方法
CN112026526A (zh) * 2020-09-08 2020-12-04 中国第一汽车股份有限公司 一种能量回收控制方法、装置及车辆

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FR2982813B1 (fr) * 2011-11-21 2014-08-08 Peugeot Citroen Automobiles Sa Procede de gestion de l'energie electrique d'un vehicule automobile et vehicule automobile mettant en œuvre un tel procede
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DE102012000624A1 (de) 2012-01-14 2013-07-18 Volkswagen Aktiengesellschaft Kraftfahrzeugbordnetz und Verfahren zum Betreiben eines Kraftfahrzeugbordnetzes
DE102012200823A1 (de) * 2012-01-20 2013-07-25 Robert Bosch Gmbh Bordnetz mit Gleichspannungswandler, Steuereinrichtung und zugehöriges Betriebsverfahren
US8994331B2 (en) 2012-05-31 2015-03-31 Motorola Solutions, Inc. Method and apparatus for adapting a battery voltage
DE102012017674A1 (de) * 2012-09-07 2014-03-13 Audi Ag Kraftfahrzeug mit einem Mehrspannungs-Bordnetz und zugehöriges Verfahren
FR2996374B1 (fr) * 2012-10-03 2016-10-28 Valeo Systemes De Controle Moteur Reseau electrique pour vehicule automobile
FR3001931A1 (fr) * 2013-02-14 2014-08-15 Peugeot Citroen Automobiles Sa Dispositif de gestion de transfert d'energie depuis et vers un stockeur d'energie electrique d'un vehicule
CN105517827A (zh) * 2013-06-28 2016-04-20 Cap-Xx有限公司 用于机动车发动机的控制系统和用于控制机动车发动机的方法
DE102013217897A1 (de) * 2013-08-30 2015-03-05 Robert Bosch Gmbh Verfahren zur elektrischen Regeneration eines Energiespeichers
DE102013017091A1 (de) 2013-10-15 2015-04-16 Daimler Ag Energiespeichereinrichtung für einen Kraftwagen
DE102014201354A1 (de) * 2014-01-27 2015-07-30 Robert Bosch Gmbh Bordnetz
DE102014201362A1 (de) 2014-01-27 2015-07-30 Robert Bosch Gmbh Verfahren zum Betrieb eines Bordnetzes
DE102014201346A1 (de) 2014-01-27 2015-07-30 Robert Bosch Gmbh Bordnetz
DE102014201345A1 (de) 2014-01-27 2015-07-30 Robert Bosch Gmbh Bordnetz und Verfahren zum Betrieb eines Bordnetzes
DE102014201348A1 (de) * 2014-01-27 2015-07-30 Robert Bosch Gmbh Verfahren zum Betrieb eines Bordnetzes
DE102014201360A1 (de) * 2014-01-27 2015-07-30 Robert Bosch Gmbh Bordnetz
DE102014201344A1 (de) * 2014-01-27 2015-07-30 Robert Bosch Gmbh Bordnetz und Verfahren zum Betrieb eines Bordnetzes
DE102014201351A1 (de) 2014-01-27 2015-07-30 Robert Bosch Gmbh Bordnetz und Verfahren zum Betrieb eines Bordnetzes
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DE102014008516A1 (de) * 2014-06-07 2015-12-17 Man Truck & Bus Ag Bordnetz für ein Kraftfahrzeug
DE102014225288A1 (de) 2014-12-09 2016-06-09 Zf Friedrichshafen Ag Wankstabilisierungssystem für ein Kraftfahrzeug
DE102015101094A1 (de) 2015-01-27 2016-07-28 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Ladesteuerung für eine Batterie in einem Fahrzeug
DE102015101187A1 (de) * 2015-01-28 2016-07-28 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Hochvolt-Lade-Booster und Verfahren zum Laden einer Gleichstrom-Traktionsbatterie an einer Gleichstrom-Ladesäule sowie entsprechendes Elektrofahrzeug
DE102020117631A1 (de) 2020-07-03 2022-01-05 Leoni Bordnetz-Systeme Gmbh Redundante Energieversorgung für autonome Fahrzeuge

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