WO2013107560A1 - Réseau de bord à convertisseur continu-continu, dispositif de commande, et procédé de fonctionnement correspondant - Google Patents

Réseau de bord à convertisseur continu-continu, dispositif de commande, et procédé de fonctionnement correspondant Download PDF

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Publication number
WO2013107560A1
WO2013107560A1 PCT/EP2012/074439 EP2012074439W WO2013107560A1 WO 2013107560 A1 WO2013107560 A1 WO 2013107560A1 EP 2012074439 W EP2012074439 W EP 2012074439W WO 2013107560 A1 WO2013107560 A1 WO 2013107560A1
Authority
WO
WIPO (PCT)
Prior art keywords
voltage
converter
operating mode
subnetwork
electrical system
Prior art date
Application number
PCT/EP2012/074439
Other languages
German (de)
English (en)
Inventor
Andreas Jacob
Stephan Mietens
Marc Eschenhagen
Axel Reuter
Matthias Schmidt
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 WO2013107560A1 publication Critical patent/WO2013107560A1/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

Definitions

  • the present invention relates to a two or more voltage electrical system with a DC-DC converter, a control device for such a
  • Two- or multi-voltage electrical systems for motor vehicles are used, for example, when consumers with different power consumption are to be supplied in a motor vehicle.
  • two-voltage vehicle systems which have a first subnetwork and a second subnetwork.
  • the first subnet is operated with a higher target voltage value than the second subnet.
  • the second subnet 12 V set as a target voltage value.
  • the electrical system is usually designed as a direct voltage network.
  • the subnetwork with a higher nominal voltage value is also referred to as a high voltage (partial) network, and the subnetwork with a lower nominal voltage value is also referred to as a low voltage subnetwork.
  • DC-DC converter can supply the low-voltage sub-network with electrical energy from the high-voltage sub-network.
  • DC-DC converters can be designed as galvanically isolated converters, but this is functional not mandatory.
  • Corresponding DC-DC converters can be installed as a separate device with a separate housing or in a housing together with a pulse inverter or a battery, so that there is a compact unit for providing two voltage levels.
  • an attenuator for example a battery connected there or a corresponding capacitor
  • the power supply in this sub-network may only be maintained with difficulty due to considerable voltage fluctuations.
  • Load connections and disconnections for example, lead to voltage fluctuations there, which, depending on the gradients of the load changes, lead to destabilization of the vehicle electrical system.
  • the usually provided generator control can usually not correct load jumps fast enough.
  • the high-voltage sub-network, and thus possibly also the low-voltage sub-network (the latter by degradation of the DC-DC converter) can therefore get into overvoltage when connecting a consumer in undervoltage and when switching off a consumer.
  • the proposed measures make it possible, in the case of loss of a battery or a capacitor, more generally an attenuator, especially in the high voltage subnet, to couple the subnet directly via the DC-DC converter, so that an attenuator, for example.
  • the DC-DC converter is not, as it corresponds to the normal function of a DC-DC converter, operated unidirectionally or bidirectionally, but controlled by. In this case, the converter establishes a direct connection between the two subnetworks.
  • This operating mode is referred to in this application as "second mode", the regular operation as a downward and / or up-converter as "first mode”. If such a DC-DC converter is controlled, currents are transmitted equally between subnets in both directions and both subnetworks are directly electrically connected to each other.
  • a corresponding DC-DC converter can be configured according to the invention to switch over from the first operating mode to the second operating mode on the basis of a drive signal.
  • it can also be provided to design a DC-DC converter in such a way that it can be used by means of continuously monitors the voltage values at its terminals (connections) to both subnetworks.
  • a corresponding DC-DC converter can therefore autonomously either switch from the first operating mode to the second operating mode or cancel a direct electrical coupling between the two subnets, ie switch back from the second operating mode into the first operating mode.
  • Such a DC-DC converter can also be operated without a control device.
  • An external monitoring of the vehicle electrical system by means of a control device makes it possible to continue to use existing voltage measuring devices, which are evaluated by a corresponding control device.
  • the actual voltage values in both subnetworks are continuous, i. Over a defined (also sliding) period to monitor and determine based on predefined criteria that switching from the first mode of operation in the second mode of operation is required. This can be done, for example, when fluctuations in the actual voltage values in one or in both subnetworks, in particular in the high voltage subnetwork, exceed a defined limit.
  • a DC-DC converter provided according to the invention switches from the first operating mode to the second operating mode, the high-voltage sub-network can thus be operated with the voltage of the low-voltage sub-network. Even if the corresponding voltage value does not correspond to the nominal voltage value of the high-voltage subnetwork, at least one emergency operation can thereby be maintained. Due to the damping effect of the battery in the low-voltage subnetwork, the system no longer passes easily into overvoltage or undervoltage, but allows continuous operation.
  • the method according to the invention enables its operation.
  • An omission of an attenuator in the high-voltage subnet does not necessarily lead to a total system failure.
  • the operation according to the invention thus provides a fallback level, which maintains a subsystem, namely the high-voltage subnetwork, functionally for an emergency operation of a vehicle in order to prevent the vehicle from being left behind. It thus at least makes it possible to approach the nearest workshop or service center, where a corresponding damage can be remedied.
  • the components connected to the high-voltage subnetwork are designed such that they allow an emergency operation with a correspondingly lower voltage value, at least for a certain time or with limited functionality.
  • An emergency operation may also include switching off certain components which are not absolutely necessary for the basic functions of the vehicle in order to reduce the power requirement in the electrical system.
  • an advantageous method may also include that if the DC-DC converter is in the second
  • the generator or a rectifier associated therewith is at the same time reduced to the nominal voltage value of the low voltage subnet.
  • the generator supplies the setpoint voltage value of the low-voltage subnetwork and can thus supply the high-voltage subnetwork and the low-voltage subnetwork with this voltage.
  • the low voltage subnet does not get into overvoltage.
  • an emergency operation can also include a setting of the corresponding voltage value to an intermediate value which lies between that of the high and the low voltage subnetwork.
  • An arithmetic unit according to the invention for example a control unit of a motor vehicle, is, in particular programmatically, configured to perform a method according to the invention.
  • Suitable data carriers for providing the computer program are in particular hard disks, flash memories, EEPROMs, CD-ROMs or DVDs. It is also possible to download a program via computer networks (Internet, intranet, etc.).
  • FIG. 1 shows a vehicle electrical system according to the prior art in a schematic representation.
  • FIG. 2 shows a vehicle electrical system according to an embodiment of the invention in FIG.
  • FIG. 3 shows a vehicle electrical system according to a further embodiment of the invention in a schematic representation.
  • FIG. 1 shows a vehicle electrical system according to the prior art in a schematic representation.
  • the electrical system is designated 100 in total. It has a first subnetwork 10 and a second subnetwork 20, wherein the first subnetwork 10 in the present case is for operation with a DC voltage having a higher
  • Set voltage value is set as the second sub-network 20. All components are designed for the corresponding voltage values.
  • the setpoint voltage value is 48 V in the first subnetwork 10 and 12 V in the second subnetwork 20. This is illustrated by the different representation of the batteries 1 1, 21 arranged in the first subnetwork 10 and the second subnetwork 20. At least one storage capacitor may be provided instead of or in addition to one of the batteries 1 1, 21.
  • a schematically illustrated consumer 12 is provided there, which can be switched on or off.
  • an electrical machine 13 is shown, which is designed as a generator. About the electrical
  • Machine can be fed by means of a pulse changer or rectifier 14, a DC voltage signal in the first sub-network 10.
  • the electric machine 13 is provided with a corresponding control, which, for example, also acts on the pulse inverter 14 and allows control of the voltage level of the voltage provided by the electric machine 13. Due to the design of the electric machine 13 and / or the pulse inverter 14, these units are set up to supply the first subsystem 10 with the first voltage.
  • a consumer 22 is also provided in addition to the battery 21, which, as explained above, can be switched on or off.
  • a starter 23 is provided, which can be used to start an internal combustion engine at startup.
  • the first subnetwork 10 and the second subnetwork 20 are interconnected via a DC-DC converter 300 of conventional design.
  • This DC-DC converter 300 acts in the present case as a buck converter and takes a conversion of the first voltage of the first subnetwork 10 in the second
  • the battery 1 1 acts as an attenuator. This means that by means of the battery 1 1 even when switching on and off of loads such. of the consumer 12, and / or in the case of a lack of dynamics of an electrical machine 13 or the pulse inverter 14, voltage peaks or voltage dips can be intercepted. If the battery 1 1 fails, corresponding fluctuations fully impact on the consumer and it comes to the problems discussed above.
  • DC-DC converter 300 can not compensate for these variations.
  • the electrical system 2 shows a vehicle electrical system according to a particularly preferred embodiment of the invention in a schematic representation.
  • the electrical system is designated overall by 1.
  • the electrical system 1 has the essential components, as they have already been explained above with respect to the electrical system 100.
  • the elements of the two subnetworks 10 and 20 are identical to those previously explained.
  • the DC-DC converter 30 is adapted to switch from a first operating mode in which it is operated as a buck converter to a second operating mode in which it establishes a direct electrical connection between the subnetworks 10 and 20.
  • the DC-DC converter 30 is shown here as an electrically non-separated DC-DC converter 30.
  • the DC-DC converter 30 has active switching elements 31, 32, which are driven accordingly can.
  • a voltage side arranged switching element 31 is referred to herein as a so-called “highside” switching element, a mass side arranged switching element 32 as a so-called “lowside” -Schaltelement.
  • the high-side switching element is fully controlled and the subnets 10, 20 are thus directly or via a
  • a DC-DC converter 30 can autonomously switch between the operating states. However, as explained above, it may also be advantageous to provide a control device 40 which carries out a corresponding monitoring or control.
  • a control device 40 has an evaluation unit 43 and a control unit 44.
  • the evaluation unit 43 is connected, for example, via corresponding signal lines 41 'and 42' to voltage measuring devices 41 and 42 in the subnetworks 10 and 20. If the evaluation device determines that an attenuator in the high-voltage subnetwork, such as the battery 1 1, has failed, it can instruct the actuation device 44 to output a control signal via a control line 44 '. This causes the DC-DC converter 30 establishes a direct connection between the sub-networks 10, 20.
  • the determination of a corresponding error state can be carried out, for example, by temporal evaluation of voltage signals and the detection of excessive voltage fluctuations and / or the evaluation of error signals.
  • the controller 40 may also have generator control, e.g. a regulation of the electric machine 13, adapt such that the corresponding generator or a pulse inverter 14 tunes to the target voltage value of the sub-network 20.
  • the control device 14, or its evaluation unit 43 can continuously evaluate the voltage and detect corresponding voltage fluctuations.
  • FIG. 3 shows a vehicle electrical system according to a further particularly preferred embodiment of the invention and also designated 1.
  • Vehicle electrical system of Figure 3 differs from that of Figure 2 only by the design of the DC-DC converter 30.
  • a corresponding control device 40 may also be provided here, but is not shown for clarity.
  • the DC-DC converter 30 is formed as a galvanically isolated DC-DC converter 30 having two galvanically isolated units 34, 35.
  • a switching element or switch 36 is provided, which can be controlled either autonomously or in accordance with a control by a control device 40, to provide the second operating mode.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Dc-Dc Converters (AREA)

Abstract

L'invention concerne un réseau de bord (1), en particulier pour un véhicule à moteur, comprenant au moins deux sous-réseaux (10, 20), dont un premier sous-réseau (10) est conçu pour être exploité avec une première tension continue, et un second sous-réseau (20) est conçu pour être exploité avec une seconde tension continue. La première et la seconde tension continue présentent des valeurs de tension de consigne différentes, et le premier sous-réseau (10) et le second sous-réseau (20) sont connectés entre eux, via un convertisseur continu-continu (30), qui est conçu pour être exploité, au moins dans un premier mode de fonctionnement, dans lequel il convertit la première tension continue en la seconde tension continue et/ou la seconde tension continue en la première tension continue, et dans un second mode de fonctionnement, dans lequel il produit une connexion électrique directe entre le premier sous-réseau (10) et le second sous-réseau (20).
PCT/EP2012/074439 2012-01-20 2012-12-05 Réseau de bord à convertisseur continu-continu, dispositif de commande, et procédé de fonctionnement correspondant WO2013107560A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201210200823 DE102012200823A1 (de) 2012-01-20 2012-01-20 Bordnetz mit Gleichspannungswandler, Steuereinrichtung und zugehöriges Betriebsverfahren
DE102012200823.3 2012-01-20

Publications (1)

Publication Number Publication Date
WO2013107560A1 true WO2013107560A1 (fr) 2013-07-25

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Application Number Title Priority Date Filing Date
PCT/EP2012/074439 WO2013107560A1 (fr) 2012-01-20 2012-12-05 Réseau de bord à convertisseur continu-continu, dispositif de commande, et procédé de fonctionnement correspondant

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DE (1) DE102012200823A1 (fr)
FR (1) FR2986115A1 (fr)
WO (1) WO2013107560A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4001021A1 (fr) * 2020-11-13 2022-05-25 Segway Technology Co., Ltd. Véhicule tout terrain et procédé d'alimentation électrique d'un véhicule tout terrain

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013219751A1 (de) * 2013-09-30 2015-04-02 Siemens Aktiengesellschaft Verfahren zum Betreiben eines Schienenfahrzeugs
DE102014215289A1 (de) * 2014-08-04 2016-02-04 Robert Bosch Gmbh Energieversorgungssystem für ein Kraftfahrzeug mit Elektro- oder Hybridantrieb
DE102020111266A1 (de) * 2020-04-24 2021-10-28 Bayerische Motoren Werke Aktiengesellschaft Trennvorrichtung und Energieversorgungsnetz für ein Kraftfahrzeug

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10119985A1 (de) 2001-04-24 2002-10-31 Bosch Gmbh Robert Vorrichtung zur Energieeinspeisung in ein Mehrspannungsbordnetz eines Kraftfahrzeugs
DE10322875A1 (de) * 2002-06-11 2004-01-08 Daimlerchrysler Ag Anordnung zur Spannungsversorgung mehrerer Verbraucher und Steuergerät für ein mindestens zwei Energiespeicher umfassendes Bordnetz
DE102008054885A1 (de) * 2008-12-18 2010-06-24 Daimler Ag Vorrichtung und Verfahren zum Steuern einer Energieversorgung eines Bordnetzes eines Fahrzeugs
DE102010014104A1 (de) * 2010-04-07 2011-10-13 Dbk David + Baader Gmbh Elektrisches Energiebordnetz für ein Kraftfahrzeug

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10119985A1 (de) 2001-04-24 2002-10-31 Bosch Gmbh Robert Vorrichtung zur Energieeinspeisung in ein Mehrspannungsbordnetz eines Kraftfahrzeugs
DE10322875A1 (de) * 2002-06-11 2004-01-08 Daimlerchrysler Ag Anordnung zur Spannungsversorgung mehrerer Verbraucher und Steuergerät für ein mindestens zwei Energiespeicher umfassendes Bordnetz
DE102008054885A1 (de) * 2008-12-18 2010-06-24 Daimler Ag Vorrichtung und Verfahren zum Steuern einer Energieversorgung eines Bordnetzes eines Fahrzeugs
DE102010014104A1 (de) * 2010-04-07 2011-10-13 Dbk David + Baader Gmbh Elektrisches Energiebordnetz für ein Kraftfahrzeug

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4001021A1 (fr) * 2020-11-13 2022-05-25 Segway Technology Co., Ltd. Véhicule tout terrain et procédé d'alimentation électrique d'un véhicule tout terrain

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Publication number Publication date
DE102012200823A1 (de) 2013-07-25
FR2986115A1 (fr) 2013-07-26

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