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
• • 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
  • H02J1/00—Circuit arrangements for DC mains or DC distribution networks
  • H02J1/08—Three-wire systems; Systems having more than three wires
• • 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
  • H02J1/00—Circuit arrangements for DC mains or DC distribution networks
  • H02J1/08—Three-wire systems; Systems having more than three wires
  • H02J1/082—Plural DC voltage, e.g. DC supply voltage with at least two different DC voltage levels
• • 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

Definitions

• On-board network and method for operating a vehicle electrical system The application relates to a vehicle electrical system, a vehicle with a vehicle electrical system and a method for operating a vehicle electrical system.
• AI is a method for stabilizing a DC electrical system, especially in a motor vehicle, with a arranged in the electrical system DC-DC converter, which is fed on an input side of at least one electrical source of energy and on an output side severalistsstabil isde having electrical outputs, which are each connected to a sub-electrical system with electrical consumers connected thereto known.
• a respective voltage stabilization at the respective outputs effective load increments on at least one voltage fluctuation-sensitive partial on-board network are transmitted to the input side of the DC-DC converter by means of control means by varying the voltage and / or the electrical load on at least one voltage-oscillation-insensitive part.
• Vehicle electrical system at least partially compensated.
• the object of the application is to provide a vehicle electrical system, a vehicle with a vehicle electrical system and a method for operating a vehicle electrical system, which enable a further improved voltage stabilization.
• a vehicle electrical system has a first vehicle electrical system branch with a first nominal voltage Ui and a second electrical system branch with a second nominal voltage U 2 .
• the electrical system has at least one DC / DC converter, which is designed to transmit energy at least between the first electrical system branch and the second electrical system branch.
• the electrical system has a first drive unit, which is designed to drive the at least one DC / DC converter.
• the electrical system has a first determination unit, which is designed to determine a current voltage Ui S t, i of the first electrical system branch.
• the vehicle electrical system has a first comparison unit which is designed to compare the determined instantaneous voltage Ui St , i with a first upper voltage threshold U 0 , i and a first lower voltage threshold U u , i, where U u , 1 ⁇ Ui ⁇ U 0 , i.
• the first drive unit is designed in such a way for driving the at least one DC / DC converter that an energy transfer from the first electrical system branch into the second vehicle electrical system branch takes place, if Uist, i> U 0 , 1.
• the first drive unit is in such a way for driving the at least a DC / DC converter designed such that an energy transfer from the second electrical system branch takes place in the first electrical system branch, if Ui St , i ⁇ U u , 1.
• the electrical system according to the aforementioned embodiment allows a further improved voltage stabilization in the first electrical system branch, in particular by providing the at least one DC / DC converter and the first drive unit, which is designed in accordance with the driving of the DC / DC converter.
• Ui S t, i> Uo.l it is possible to reduce or compensate an instantaneous overvoltage in the first vehicle system branch.
• Ui St , i ⁇ U u , 1 it is possible that a momentary undervoltage in the first vehicle electrical system branch can likewise be reduced or compensated.
• This can be the tension be held in the first electrical system branch in an advantageous manner to a value which substantially corresponds to the first nominal voltage Ui.
• on-board network fluctuations can be compensated for during load changes occurring in the first vehicle electrical system branch.
• the first comparison unit has at least one comparator. This makes it possible to compare the determined instantaneous voltage Ui St , i in a simple manner with the first upper voltage threshold U 0 , i and the first lower voltage threshold U u , i.
• the first comparison unit for comparing the determined instantaneous voltage Ui St , i may be formed with a second upper voltage threshold U 0 , 2 and a second lower voltage threshold U u , 2, where U u , i ⁇ U u , 2 ⁇ Ui and Ui ⁇ U 0 , 2 ⁇ U 0 , i.
• the first drive unit is preferably also designed in such a way for driving the at least one DC / DC converter that the energy transfer from the first electrical system branch is terminated in the second electrical system branch, if Ui St , i ⁇ U 0 , 2- Furthermore, the first Drive unit in the aforementioned embodiment designed for driving the at least one DC / DC converter so that the energy transfer from the second electrical system branch is terminated in the first electrical system branch, if Ui St , i> U u , 2 - Allow the embodiments mentioned in at the control of the at least one DC / DC converter to take into account a hysteresis behavior by comparing the instantaneous voltage Ui St , i of the first electrical system branch with the second upper voltage threshold U 0 , 2 and the second lower voltage threshold U u , 2.
• the vehicle electrical system also has a voltage limiting switch.
• the voltage limiting Switch can have at least one freewheeling diode.
• the voltage limiting switch can be formed by an inherent body diode of a MOSFET. The provision of such voltage limiting switches makes it possible to further stabilize the voltage in the first vehicle electrical system, in particular at low overvoltage values.
• the electrical system may have a second determination unit, which is designed to determine a current voltage Ui st , 2 of the second electrical system branch.
• the electrical system further comprises a second comparison unit, which is designed to compare the determined instantaneous voltage Ui st , 2 with a third upper voltage threshold U 0 , 3 and a third lower voltage threshold U u , 3 , where U u , 3 ⁇ U 2 ⁇ U Q , 3 .
• the first drive unit is preferably also designed in such a way for driving the at least one DC / DC converter that a transfer of energy from the second electrical system branch in the first electrical system branch takes place if Ui st , 2> U 0 , 3rd Further, the first drive unit is preferably designed such for driving the at least one DC / DC converter, that an energy transfer from the first electrical system branch takes place in the second electrical system branch, if Ui St , 2 ⁇ U u , 3.
• an improved voltage stabilization in the second electrical system branch allows. In this case, overvoltages in the second vehicle electrical system branch can be reduced or compensated for by an energy transfer into the first vehicle electrical system branch as well as undervoltages in the second vehicle electrical system branch by an energy transfer from the first vehicle electrical system.
• the at least one DC / DC converter is preferably designed as a synchronous converter for a bidirectional energy transfer between the first vehicle electrical system branch and the second vehicle electrical system branch.
• the application also relates to a vehicle having an electrical system according to one of the aforementioned embodiments.
• the vehicle is, for example, a motor vehicle, in particular a passenger car or a truck, and can be designed as a hybrid vehicle or vehicle with a pure internal combustion engine drive.
• the application relates to a method for operating a vehicle electrical system, wherein the vehicle electrical system has a first vehicle electrical system branch with a first nominal voltage Ui, a second vehicle electrical system branch with a second nominal voltage U 2 and at least one
• Has DC / DC converter for transmitting energy at least between the first electrical system branch and the second electrical system branch.
• the method comprises the following steps. There is a determination of a first value of a current voltage Ui St , i of the first electrical system branch. In addition, the determined first value of the instantaneous voltage Ui St , i is compared with a first upper voltage threshold U 0 , i and a first lower voltage threshold U Uf 1, where U u , 1 ⁇ Ui ⁇ U 0 , i. If Ui S t, i> Un. i, the at least one DC / DC converter is controlled in such a way that a transfer of energy from the first vehicle electrical system branches into the second vehicle electrical system branch. If Ui St , i ⁇ U u , 1 , the at least one DC / DC converter is controlled in such a way that an energy transfer from the second vehicle electrical system branch to the first vehicle electrical system takes place.
• the method according to the application has the advantages already mentioned in connection with the vehicle electrical system according to the application, which are not listed again at this point in order to avoid repetition.
• the method further comprises following the steps of driving the at least one DC / DC converter in one embodiment.
• the method additionally comprises the following steps after the at least one DC / DC converter has been controlled in a further embodiment.
• the determined second value of the instantaneous voltage Ui St , i is compared with a second lower voltage threshold U Uf2r where U u , i ⁇ U u , 2 ⁇ Ui. If Ui s , i> U u , 2f, the energy transfer from the second on-board network branch to the first board network branch is terminated.
• the energy transfer from the second vehicle electrical system branch to the first vehicle electrical system branch is terminated after a predetermined period of time.
• the first nominal voltage Ui may be larger or smaller than the second nominal voltage U 2 . Furthermore, the first nominal voltage Ui may correspond to the second nominal voltage U 2 .
• the absolute values are in each case among the voltage values and voltage threshold values specified in the application understood the voltage, that is, the voltages mentioned each have a non-negative sign.
• FIG. 1A shows a block diagram of a vehicle electrical system according to a first embodiment of the application
• FIG. 1B shows a block diagram of a vehicle electrical system according to a second embodiment of the application
• Figure 2 shows a schematic diagram of a vehicle electrical system according to the
• Figure 3 shows voltage-time diagrams in a first
• On-board network branch of a vehicle electrical system is a vehicle electrical system.
• FIG. 1A shows a block diagram of a vehicle electrical system 8 according to a first embodiment of the application.
• the electrical system 8 may for example be part of a motor vehicle, not shown in detail, in particular a passenger car or a truck.
• the vehicle electrical system 8 has a first vehicle electrical system branch 1 with a first nominal voltage Ui, which can also be referred to as V sys i, and a second vehicle electrical system branch 2 with a second nominal voltage U 2 , which can also be referred to as V sys2 .
• a generator 10 At least one electrical load 12 and an electrical energy storage device 13, for example in the form of a 12-volt accumulator, are arranged in the illustrated embodiment.
• the generator 10 is connected via a mechanical coupling 11, For example, a V-ribbed belt, connected to a motor 9, wherein the motor 9 is designed as an internal combustion engine.
• an electrical energy storage device 14 for example in the form of a 12-volt accumulator, and at least one electrical load 15 are arranged in the embodiment shown.
• the DC / DC converter 3 is designed as a bidirectional DC-DC converter, which in particular can convert the first nominal voltage Ui into the second nominal voltage U 2 and vice versa.
• the DC / DC converter 3 is designed as a synchronous converter in the embodiment shown.
• the electrical system 8 also has a first drive unit 4, which is designed to drive the at least one DC / DC converter 3.
• the first drive unit 4 is coupled or connected to the positive terminal of the first electrical system branch 1.
• the first drive unit 4 has a first determination unit 5, which is designed to determine a momentary voltage Ui St , i of the first on-board network branch 1.
• the first drive unit 4 has a first comparison unit 6, which is designed to compare the determined instantaneous voltage Ui St , i with a first upper voltage threshold U 0 , i and a first lower voltage threshold U u , i, where U u , i ⁇ Ui ⁇ U Q , i.
• the first comparison unit 6 has, for example, at least one comparator.
• the first drive unit 4 is designed to drive the DC / DC converter 3, that an energy transfer from the first electrical system branch 1 in the second electrical system branch 2 takes place, if U is, i> U 0 , l. Furthermore, the first drive unit 4 is designed such that a transfer of energy from the second electrical system branch 2 in the first electrical system branch 1 takes place if Uist, l ⁇ U u , l.
• the vehicle electrical system 8 has a voltage limiting switch 7, which is designed as a MOSFET in the illustrated embodiment, and a second drive unit 16 for driving the voltage limiting switch 7.
• the voltage limiting switch 7 is connected to the positive paths of the first electrical system branch 1 and the second electrical system branch and electrically connected in parallel with the DC / DC converter 3.
• the second drive unit 16 is coupled to the positive path of the first electrical system branch 1.
• the electrical system 8 has a power switch 17 and a control unit 18 for driving the circuit breaker 17.
• the power switch 17 is formed in the embodiment shown as a MOSFET, wherein the inherent body diode of the MOSFET in Figure 1A is not shown in detail.
• the power switch 17 is connected to the voltage limiting switch 7 and the positive path of the electric energy storage device 14 of the second Bornetzzweigs 2.
• the voltage limiting switch 7 is closed and the power switch 17 is opened. Further details of the voltage limiting switch 7 and of the circuit breaker 17 are explained in more detail below.
• vehicle electrical system fluctuations can be compensated for during load changes that occur.
• the load changes relate to an electrical system with at least one electronic switch in the form of voltage limit switch 7 and at least one
• Voltage transformer module in the form of the DC / DC converter 3.
• the system is in a nominal system state.
• the voltage limit switch 7 typically has requirements such as guaranteed on- resistance , volume resistance , also referred to as R dS , on , and support for linear operation, also referred to as linear mode.
• the DC / DC converter 3 is typically subject to requirements such as, for example, the energy exchange between the two energy systems in the form of the first vehicle electrical system branch 1 and of the second vehicle electrical system branch 2.
• the DC / DC converter 3 controls the current between the two power systems.
• the DC / DC converter 3 is in the embodiment shown in a discharge mode, which is also referred to as discharge mode or MDI, or in a charging mode, which is also referred to as charge mode or MD2.
• the aforementioned operating modes are typically provided for a longer-term charge or discharge of the second energy system in the form of the second electrical system branch 2 or of the first energy system in the form of the first electrical system branch 1.
• the DC / DC converter 3 may be in an idle state, which is also referred to as standby mode or MD0.
• the electrical system 8 can be performed by the application of the recharging unit in the form of the DC / DC converter 3 and the at least one switch in the form of the voltage limiting switch 7 cost and voltage stable and resulting from a load change braking torque to the engine, ie the Motor 9, to be minimized.
• the DC / DC converter 3 is thus extended in its functionality.
• the maintenance of a predetermined voltage state of the electrical system 8 is made possible with load changes in the first electrical system branch 1. Load changes can cause under or overvoltages in the electrical system 8, which can be reduced by driving the DC / DC converter 3 and the voltage limiting switch 7, as will be explained further below.
• an electrical system condition with overvoltage is considered first.
• the generator 10 can not independently regulate a vehicle electrical system overvoltage due to a lack of consumers.
• the DC / DC converter 3 is driven for a voltage stabilization.
• the DC / DC converter 3 can be used as a second or as a single stage.
• a so-called load dump i. the emergence of voltage spikes, be eliminated or suppressed or its amplitude and mean can be reduced.
• the vehicle electrical system voltage in the first electrical system branch 1 is measured and compared with the first upper voltage threshold U 0 , i.
• the voltage threshold value, ie the first upper voltage threshold U 0 , i is exceeded, the DC / DC converter 3 is operated as a load sink.
• the DC / DC converter 3 is activated via the first drive unit 4 typically in the microsecond to millisecond range in a mode "sink / source", which is also referred to as MD3, and transports excess or parts of the energy from the first onboard power supply branch 1 in the second Bordnetzzweig 2. This is causes a reduction of the overvoltage within the first electrical system branch 1 and a controlled voltage increase in the second electrical system branch 2. In addition, a typically small part of the overvoltage energy is converted or dissipated from the first on-board network branch 1 in the form of heat in the DC / DC converter 3.
• the DC / DC converter 3 When falling below a hysteresis value in the form of a second upper voltage threshold U 0r2 , where Ui ⁇ U 0 , 2 ⁇ U 0 , i, the DC / DC converter 3 is again converted into a sleep mode.
• the operation of the DC / DC converter 3 in the sink mode is typically limited in time and thus designed in particular for transient on-board network fluctuations. If this time limit is exceeded, the first drive unit 4 switches the DC / DC converter 3 into the idle mode, until a renewed request, for example via a microcontroller, converts the DC / DC converter 3 back into the sink or source mode.
• An under-voltage electrical system condition is typically an operation in which an on-board system under voltage can not be dynamically adjusted or compensated independently by the combination of generator 10 and electrical energy storage device 13, for example due to lacking engine torque, generator control behavior, power capacity or excessive intrinsic or vehicle electrical system impedances Z.
• Low voltages are typically caused by sudden load changes, especially in connection with unfavorable engine torque.
• An undervoltage condition can in turn by means of
• DC / DC converter 3 can be compensated or reduced.
• the height of the electrical system under voltage is typically arbitrary.
• a transient voltage dip can be eliminated or suppressed or its amplitude and mean can be reduced.
• the on-board network voltage in the first on-board network branch 1 is measured via, for example, a comparator circuit in the first control unit 4 and compared with a first lower voltage threshold U u , i. Falls below the voltage threshold in the form of the first lower voltage threshold U u , i, the DC / DC converter 3 is operated as a source or "source".
• the DC / DC converter 3 is activated via the first drive unit 4, typically in the microsecond to millisecond range, in the "sink / source” mode, which is also referred to as MD3 as described above, and transports a corresponding part of the stored energy This causes a reduction of the undervoltage within the first electrical system branch 1 and a controlled voltage drop in the second electrical system branch 2.
• the DC / DC converter 3 When a hysteresis value is exceeded above the first lower voltage threshold U u , i, the DC / DC converter 3 is again brought to the idle state in the embodiment shown.
• the operation of the DC / DC converter 3 in source mode is typically limited in time and thus designed in particular for transient on-board network fluctuations. If this time limit is exceeded, the first drive unit 4 switches the DC / DC converter 3 in the embodiment shown in the idle state, until a new request, for example via a microcontroller, the DC / DC converter 3 back into the sink or source mode transferred.
• the DC / DC converter 3 thus transports energy in the form of electrical charge from the second on-board network branch 2 into the first on-board network branch 1 in the case of low-voltage states if a request by a corresponding system size is present.
• a current change in the first on-board network branch 1 measured by the first control unit 4 or the detection of a decreasing engine speed with simultaneous request for a constant or accelerated engine rotational speed can additionally be used. Occurring undervoltages in the first electrical system branch 1 are thus prevented or reduced. Furthermore, the voltage in the second vehicle electrical system branch 2 decreases.
• the DC / DC converter 3 transports energy in the form of electrical charge from the first on-board network branch 1 into the second on-board network branch 2 if a request by a corresponding system size is present.
• a current change in the first on-board network branch 1 measured by the first control unit 4 or the detection of an increasing engine speed with simultaneous request for a constant or reduced engine speed can additionally be used for this purpose. Occurring overvoltages in the first electrical system branch 1 are thus prevented or reduced.
• the voltage in the second electrical system branch 2 increases.
• the decision as to whether the DC / DC converter 3 is operated in the operating mode "sink” or in the operating mode “energy” or “soure” is made by means of the corresponding comparators of the comparison unit 6 hit.
• both modes of operation or states is an energy transport through the
• a cost advantage can be achieved by the possibility, in system coordination with generator 10, electrical energy storage device 13, electrical Consumers 12 and the Dunsimpendanzen to be able to use the available energy from the second electrical system branch 2, can be achieved.
• the generator 10 and the electrical energy storage device 13 can be realized in smaller power classes.
• the application can be used in isolated and non-isolated systems as well as in switching topologies in the ground and in the positive path.
• the first upper voltage threshold U 0 , i and the first lower voltage threshold U u , i and the further voltage threshold values can be adapted dynamically in a further embodiment, for example to a changed temperature or a changed setpoint value of the voltage generated by the generator 10.
• FIG. 1B shows a block diagram of a vehicle electrical system 8 according to a second embodiment of the application.
• Components having the same functions as in FIG. 1A are identified by the same reference symbols and will not be explained again below.
• the electrical system 8 also has a power switch 17 and a control unit 18 for driving the power switch 17.
• the power switch 17 is formed in the embodiment shown as a MOSFET, wherein the inherent body diode of the MOSFET in Figure 1B is not shown in detail.
• the power switch 17 is connected to the ground path of the electric energy storage device 13 of the first Bornetzzweigs 1 and the positive path of the electric energy storage device 14 of the second Bornetzzweigs 2, which in the second embodiment, for example as
• 5-volt accumulator is formed, connected and enabled characterized by appropriate control by the control unit 18, a series connection of the two energy storage devices and thus an increase in the voltage in the first Bornetzzweig 1. This is particularly advantageous if the electrical load 12 is designed as a high current load.
• the control unit 18 is coupled to the positive path of the first Bornetzzweigs 1.
• the voltage limiting switch 7 is arranged in the ground path of the electrical energy storage device 13.
• the second control unit 16 of the voltage limiting switch 7 is coupled to the positive path of the first vehicle electrical system branch 1.
• the voltage limiting switch 7 is closed and the power switch 17 is opened.
• an overvoltage application case can at low electrical system overvoltages, which are also referred to as V ov i, in a first stage of the voltage limiting switch 7 in a linear operation, a resulting overvoltage component by the voltage V sw i with 0 V to V d reduce, where V d is the diode current voltage of the inherent body diode of the voltage limiting switch 7 formed as MOSFET in the embodiment shown.
• V d is the diode current voltage of the inherent body diode of the voltage limiting switch 7 formed as MOSFET in the embodiment shown.
• the voltage limiting switch 7 is again in the transmission mode or transferred to mode.
• the operation of the voltage limiting switch 7 in the linear mode is not limited in time.
• the voltage limiting switch 7 thus also acts as a controllable power sink in addition to the DC / DC converter 3.
• the voltage limiting switch 7 operates via the control unit or second control unit 16 in linear operation.
• the body diode inherently contained in the voltage limiting switch 7 in the form of a MOSFET, overvoltages up to typically 0.7 V can be eliminated very quickly.
• the effective linear voltage range of the voltage limiting switch 7 is typically between 0 V and 0.7 V.
• the limiting element is the forward voltage of the body diode, which is typically about 0.7 V. Relevant to the position of the voltage limiting switch 7 in the system is that the voltage limiting switch 7 can separate the system load at least from the electrical energy storage device 13 and at least in one direction of flow.
• the voltage limiting switch 7 of the first embodiment shown in Figure 1A can also act as a power sink in overvoltage conditions, to which end in this embodiment, the power switch 17 is closed.
• FIG. 2 shows a schematic diagram of a vehicle electrical system 8 according to the application. Components with the same functions as in the preceding figures are marked with the same reference characters and not explained again below.
• a control unit 18 has at least one DC / DC converter (not shown in more detail) and a drive unit for driving the DC / DC converter.
• the energy transfer between the first electrical system branch 1, the control unit 18 and the second electrical system branch 2 is shown schematically by arrows A and B.
• Figure 3 shows voltage-time diagrams in a first electrical system branch of a vehicle electrical system.
• the time profile of the instantaneous voltage of the first electrical system branch is plotted.
• a solid line in the upper voltage-time diagram of Figure 3 is shown schematically the course of the voltage, as it results without the above-mentioned control of the DC / DC converter.
• an overvoltage is present in the first vehicle electrical system branch, whereas an undervoltage is present in the first vehicle electrical system branch between times t3 and i.
• the time intervals between ti and t 2 as well as t 3 and t 4 represent, for example, voltage fluctuations in the millisecond range and the time interval between t 5 and t 6 represents a voltage fluctuation in the microsecond range.
• the overvoltages exceed a first upper voltage threshold U 0 , i and the undervoltages fall below this value a first lower voltage threshold U u , i.
• a dashed line in the lower voltage-time diagram of FIG. 3 by driving the DC / DC converter such that, when the first upper voltage threshold U 0 , i is exceeded, an energy transfer from the first on-board network branch in the second electrical system branch takes place, the amplitude of the overvoltage are limited to this voltage threshold.
• system dead times in particular of the DC / DC converter are to be considered, which lie between a change of operating modes "sink” and “source” and an associated direction reversal of the energy transport between the two electrical systems, within which occurring over- or under-voltages are typically not complete be compensated.
• Such system dead times can be particularly configurable.

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

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• 2011
  • 2011-11-22 DE DE102011086829A patent/DE102011086829A1/de not_active Withdrawn
• 2012
  • 2012-11-13 EP EP12797750.2A patent/EP2783442B1/de active Active
  • 2012-11-13 KR KR1020147017211A patent/KR101932053B1/ko active Active
  • 2012-11-13 JP JP2014542768A patent/JP5813246B2/ja active Active
  • 2012-11-13 WO PCT/EP2012/072481 patent/WO2013075975A1/de not_active Ceased
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