WO2014079603A2 - Ensemble circuit électrique pour un véhicule électrique, véhicule et procédé correspondant - Google Patents

Ensemble circuit électrique pour un véhicule électrique, véhicule et procédé correspondant Download PDF

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Publication number
WO2014079603A2
WO2014079603A2 PCT/EP2013/069330 EP2013069330W WO2014079603A2 WO 2014079603 A2 WO2014079603 A2 WO 2014079603A2 EP 2013069330 W EP2013069330 W EP 2013069330W WO 2014079603 A2 WO2014079603 A2 WO 2014079603A2
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WO
WIPO (PCT)
Prior art keywords
voltage
voltage source
battery
electrical system
additional
Prior art date
Application number
PCT/EP2013/069330
Other languages
German (de)
English (en)
Other versions
WO2014079603A3 (fr
Inventor
Gunter Freitag
Bernhard Fischer
Thomas Schmid
Andreas BELGER
Original Assignee
Siemens Aktiengesellschaft
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 Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to EP13773643.5A priority Critical patent/EP2877366A2/fr
Publication of WO2014079603A2 publication Critical patent/WO2014079603A2/fr
Publication of WO2014079603A3 publication Critical patent/WO2014079603A3/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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • 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
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • 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

  • the invention relates to an electrical circuit arrangement for an electrically driven vehicle, with a high-voltage battery for providing an electrical supply voltage for an electric drive machine for driving the vehicle, with a low-voltage onboard power supply with at least one electrical load, which with an operating voltage with respect to the supply voltage lower Voltage value can be supplied, and with a main voltage source for providing the operating voltage for the extra low voltage electrical system.
  • the invention also relates to an electrically powered vehicle, as well as a method of operating a circuit in a vehicle.
  • Electrically powered vehicles - whether electric vehicles, hybrid vehicles - are already known from the prior art in various configurations. They include an electric drive machine (drive motor), which is usually designed as a synchronous machine or so-called brushless DC motor. To supply the drive machine with electrical energy, a high-voltage battery is used, which generates electrical supply voltage, which is a DC voltage. The voltage value of the supply voltage is usually about 400 V, in which respect higher voltage values may also be provided, such as 800 V.
  • a high-voltage battery in the present case is generally understood to mean a battery which is designed to provide a supply voltage of at least 100 V, in particular of at least 200 V, more preferably of at least 400 V.
  • a motor voltage for the drive machine is then provided - this motor voltage is an AC voltage.
  • an inverter or inverter is used, which consists of several transistors. stands.
  • the adjustment of the rotational speed of the drive machine is then carried out, for example, by controlling the switching frequency of the transistors.
  • An electrically powered vehicle further typically includes a low voltage electrical system with multiple electrical loads, which are supplied with an operating voltage of about 12 V to 15 V.
  • electrical consumers which are operated with such a low voltage, are present in the present example only an air conditioner, an audio system, a lighting device, a starter for an internal combustion engine of a hybrid vehicle and a control device called.
  • the main voltage source for supplying the extra-low voltage electrical system is usually a
  • DC-DC converter DC / DC converter
  • the extra-low voltage electrical system is therefore normally supplied with electrical energy from the high-voltage battery, wherein the supply voltage of the high-voltage battery is converted into the operating voltage of lower level by means of the DC-DC converter.
  • a low-voltage battery is usually additionally used as an additional voltage source in an electrically driven vehicle, which can provide the operating voltage for the extra-low voltage electrical system.
  • This low-voltage battery can also be charged via the DC-DC converter with electrical energy and is used, for example, when the vehicle is stationary or when parking to provide the extra-low voltage electrical system with energy.
  • electrically driven vehicles relatively often lose their operability due to a low voltage battery and / or due to a failure of the DC-DC converter, although the high-voltage battery itself is sufficiently charged. If there is a failure of the DC-DC converter, the DC power supply can be supplied with electrical energy from the extra-low voltage battery at most. If this battery is additionally discharged, no further operation of the vehicle is possible. And even in the case of a discharged low-voltage battery and functional DC-DC converter that same converter can not be put into operation, because it can no longer be supplied with the operating voltage of the extra-low voltage battery.
  • a first and a second auxiliary voltage source which are each designed to provide the operating voltage for the extra-low voltage electrical system, wherein a switching device is provided, which after failure of the main power source the Extra low voltage electrical system with the first additional voltage source and after additional failure of the first additional voltage source to the second auxiliary voltage source electrically connects.
  • a switching device is also provided which, after failure of the main voltage source (in particular of the DC-DC converter) connects the extra-low voltage electrical system to the first additional voltage source (in particular low-voltage battery), preferably exclusively to the first additional voltage source, and after additional failure of the first additional voltage source causes the extra-low voltage electrical system is supplied with electrical energy of the second additional voltage source, in particular exclusively with energy of the second additional voltage source.
  • the connection of the extra-low voltage electrical system to the second additional voltage source preferably takes place only after failure of the first additional voltage source.
  • the electrically driven vehicle may be a pure electric vehicle, which is driven exclusively by means of the electric drive machine. Alternatively, it may also be a hybrid vehicle having both the electric drive machine and a separate internal combustion engine with an associated starter.
  • the main voltage source is a DC-DC converter, which provides the operating voltage for the extra-low voltage electrical system from the supply voltage of the high-voltage battery.
  • the operating voltage for the extra-low voltage electrical system is thus provided during normal operation of the vehicle or while driving by means of the DC-DC converter. If this fails, the extra-low voltage electrical system can be supplied with energy from the first additional voltage source.
  • the first additional voltage source is preferably designed as a low-voltage battery, in particular a lead-acid battery.
  • the low-voltage battery can be designed to provide an operating voltage of 12 V, for example. After failure of the DC-DC converter, such a low-voltage battery at least for a certain period of time is a reliable replacement for the supply of extra-low voltage electrical system.
  • the high-voltage battery preferably comprises a plurality of series-connected battery cells, which are arranged between a first battery terminal on the one hand and a second battery terminal on the other. It proves to be particularly advantageous if the second additional voltage source by a predetermined subset of
  • Battery cell is formed and the high-voltage battery further comprises an additional terminal, to which a voltage applied to the subset of the battery cells electrical voltage as the operating voltage for the extra low voltage electrical system
  • the advantages of the present invention fully come into play, because the triple redundancy can be made with the least effort and without expensive additional components for generating electrical voltage.
  • the already existing battery cells of the high-voltage battery can be used for the second additional voltage source.
  • the extra low voltage electrical system can be supplied even with an empty low voltage battery and in case of failure of the DC-DC converter with electrical energy. A failure of the vehicle due to a discharged low-voltage battery and a failed DC-DC converter can thus be prevented with little technical effort.
  • the extra-low voltage electrical system can be supplied with energy from the subset of the cells of the high-voltage battery, and these cells can optionally also be recharged via the DC-DC converter.
  • battery cells are preferably used, which are arranged directly adjacent to each other, and in particular are also directly connected to one of the battery terminals, namely preferably with that terminal to which the reference potential (ground) is provided.
  • the switching device comprises a first switch, via which the extra-low voltage electrical system can be coupled to the main voltage source.
  • a control element of the first switch can be connected to the main voltage source and supplied with the operating voltage provided by the main voltage source, so that after failure of the main voltage source the first switch is automatically switched to a switching state in which the extra low voltage electrical system is disconnected from the main voltage source is.
  • the extra-low voltage electrical system is electrically isolated from the same source and can then be supplied with electrical energy of the first additional voltage source.
  • the first switch is preferably designed as a relay, which has a coil as a control, which is electrically coupled to the main voltage source.
  • this coil is connected in parallel to the main power source and permanently connected to it, so that the relay always remains in its closed switch position when the main power source is functional and automatically drops after failure of the main power source.
  • the switching device preferably has a second switch which switches between a first switching state in which the extra-low voltage electrical system with the first additional voltage source is coupled, and a second switching state can be switched, in which the extra low voltage electrical system is coupled to the second additional voltage source. At a certain point in time, the extra-low voltage electrical system can thus be connected to either the first or the second additional voltage source.
  • a control of the second switch may be connected to the first auxiliary voltage source and supplied with the operating voltage provided by the first auxiliary voltage source, namely such that is maintained in the presence of the operating voltage of the first additional voltage source of the second switch in the first switching state in which the extra low voltage electrical system is coupled to the first additional voltage source, and that after failure of the first additional voltage source of the second switch is automatically switched to the second switching state in which the extra low voltage electrical system is coupled to the second additional voltage source.
  • the second switch may be formed as a relay, which in addition to a movable contact element comprises two stationary contact elements, of which a first contact element with the first additional voltage source and a second contact element are connected to the second additional voltage source.
  • the coil of the relay can be permanently connected to the first additional voltage source and, in particular, connected in parallel therewith.
  • the relay is therefore in the first switching state, in which the extra-low voltage electrical system is connected to the first additional voltage source.
  • the relay drops, and the movable contact element is brought into a position in which the extra low voltage electrical system is disconnected from the first additional voltage source and connected to the second Huaweinapsquel - le.
  • the invention is not limited to the execution of the first and / or the second switch as a relay.
  • the first and / or second switch can also be realized in the form of at least one transistor whose control connection is connected as a control element to the main voltage source or to the first additional voltage source.
  • the first and the second switch are electrically connected to one another so that the first or the second additional voltage source can be charged with electrical energy via the DC-DC converter as the main voltage source, depending on the switching state of the second switch.
  • the low-voltage on-board network can be coupled on the one hand via the first switch with the DC-DC converter and on the other hand with the second switch. If the DC-DC converter is functional, the first additional voltage source can be charged via this. If the first additional voltage source fails, the second additional voltage source, that is to say in particular the subset of the battery cells of the high-voltage component, can be charged via the DC-DC converter. Thus, even if the low-voltage battery fails, the vehicle can continue to operate normally over a longer period of time.
  • the invention further relates to an electrically driven vehicle having a circuit arrangement according to the invention.
  • An inventive method is designed to operate a circuit arrangement of an electrically driven vehicle, wherein an electrical supply voltage for an electric drive machine of the vehicle is provided by means of a high-voltage battery, at least one electrical load of a low voltage electrical system is supplied with an operating voltage and the operating voltage for the extra low voltage electrical system by means of a main voltage source provided. After failure of the main power source, the extra low voltage electrical system is electrically connected by means of a switching device with a first additional voltage source and after failure of the first additional voltage source with a second additional voltage source.
  • the vehicle may be, for example, a passenger car with an electric drive machine 2.
  • the vehicle may also be a hybrid vehicle and additionally an internal combustion engine not shown in detail in the figures involve with a starter. In a purely electric vehicle, however, such an internal combustion engine is dispensed with, and the vehicle is driven exclusively by means of the electric drive machine 2.
  • the circuit arrangement 1 has a high-voltage network 3, in which the electric drive machine 2 is arranged. Furthermore, the circuit arrangement comprises a low voltage on-board network 4, which may include a plurality of electrical consumers 5, 6, wherein the number of electrical loads 5, 6 may be basically arbitrary.
  • the circuit arrangement 1 further comprises a DC-DC converter 7, which is connected on the input side to a node 8 of the high-voltage network 3 and on the output side to a node 9.
  • the DC-DC converter 7 is also connected to a reference potential 10 (ground).
  • reference potential 10 At the same reference potential 10 are also the high-voltage network 3 and the extra-low voltage electrical system 4, wherein alternatively it can also be provided that the two networks 3, 4 are at different reference potentials.
  • a high-voltage battery 11 with a plurality of battery cells is provided in the high-voltage network 3. Between a first battery terminal 12 and a second battery terminal 13, the high-voltage battery 11 provides a supply voltage UV.
  • the second battery terminal 13 is in this case directly connected to the reference potential 10, wherein alternatively it can also be provided that the reference potential 10 lies within the battery 11, that is, for example, the battery 11 is symmetrical with respect to the reference potential 10 and the reference potential 10 is thus centered between the battery terminals 12, 13 is located. Then, a positive potential is applied to the first battery terminal 12, while a negative potential with respect to the reference potential 10 is applied to the second battery terminal 13.
  • the supply voltage UV is using a not shown inverter a provided electrical AC voltage for the prime mover 2.
  • the supply voltage UV may, for example, have a voltage value of 400 V or 800 V.
  • the first battery terminal 12 is connected to the node 8 and thus to the input of the DC-DC converter 7. This results in a parallel connection of the high-voltage battery 11 and the prime mover 2, which is connected between the node 8 and the reference potential 10.
  • the extra-low voltage electrical system 4 is operated with a low voltage of, for example 12 V to 15 V.
  • the electrical consumers 5, 6 are connected in parallel to one another and connected on the one hand to a node 14 and on the other hand to the reference potential 10.
  • the consumers 5, 6 are supplied with electrical operating voltage.
  • the node 14 is coupled via a first electrical switch 15 and a diode 16 to the node 9 and thus to the output of the DC-DC converter 7.
  • the anode of the diode 16 is connected to the node 9 and the output of the DC-DC converter 7, while the cathode is connected to the switch 15.
  • the first switch 15 is designed as a relay with a coil 17 as a control element, wherein the coil on the one hand with the node 9 and thus with the output of
  • the node 14 On the side opposite the first switch 15, the node 14 is connected to a second electrical switch 18, which is likewise designed as a relay.
  • Node 14 is connected to a movable contact element of the switch 18, which can be moved between two switching positions. In a first switching position kon- The movable contact element clocks a first stationary contact element 19, and in a second switching position (as shown in FIG. 1), the movable contact element makes contact with a second stationary contact element 20.
  • a coil 21 is provided as a control, which is parallel to a low-voltage battery 22 is switched. The parallel connection of coil 21 and low-voltage battery 22 is connected on the one hand to the first stationary contact element 19 and on the other hand to the reference potential 10.
  • the coil 21 is energized, and the movable contact element contacts the stationary contact element 19, so that the node 14 is connected to the low-voltage battery 22. If the voltage of the low-voltage battery 22 fails, the switch 18 drops, and the movable contact element contacts the second stationary contact element 20.
  • the two switches 15, 18 together form a switching device in the sense of the present invention.
  • the high-voltage battery 11 furthermore has an additional connection 23, at which partial electrical voltage UT with respect to the reference potential 10 can be tapped, which is applied to a predetermined subset of battery cells of the high-voltage battery 11.
  • the additional connection 23 is connected via an electrical line 24 to the second stationary contact element 20 of the switch 18.
  • the high-voltage battery 11 is shown by way of example in FIG 2 in more detail.
  • the high-voltage battery 11 has the first battery terminal 12 and the second battery terminal 13. It comprises a plurality of battery cells 25, specifically more than 100 such battery cells.
  • the high-voltage battery 11 may be, for example, a lithium-ion battery.
  • a single battery cell 25 may provide a 3.7V electrical voltage (with the cell charged).
  • a subset 26 of the battery cells 25 and, for example, four such battery cells 25 are electrically separated from the high-voltage battery 11.
  • the first battery cells 25, calculated as a subset 26, are separated from the second battery terminal 13 or the reference potential 10.
  • switching means 27 may be provided which cause the subset 26 to be selectively electrically disconnected from the remaining battery cells 25 and thus decoupled.
  • These switching means 27 have a switch 28 and a further switch 29, which are switched synchronously, and that between a first switching state, in which the subset 26 is connected via a line 30 to the remaining battery cells 25 and thus all the battery cells 25 from the auxiliary connection 23 are decoupled and provide the supply voltage UV, and a second switching state shown in FIG 2, in which the subset 26 is connected to the auxiliary terminal 23 and a terminal 31 of the outer battery cell 25 of the remaining cells is connected to the reference potential 10.
  • the partial quantity 26 is thus separated from the high-voltage battery 11, and the partial voltage UT of, for example, 15 V is provided at the additional terminal 23.
  • the circuit arrangement 1 includes a total of three different voltage sources: As
  • Main voltage source is the DC-DC converter 7, which generates an operating voltage UB for the load 5, 6 from the supply voltage UV of the high-voltage battery 11.
  • the first additional voltage source is the low-voltage battery 22, and the second additional voltage source is the subset 26 of the battery cells 25 of the high-voltage battery 11, which are arranged between the auxiliary terminal 23 and the reference potential 10.
  • the operating voltage UB In normal operation of the vehicle or during normal driving (for example, from a predetermined speed), the operating voltage UB by means of
  • the DC-DC converter 7 generated. This can for example be controlled by means of a control unit (not darg Abbott). In this normal operation, the DC-DC converter 7 provides a voltage whose voltage value is slightly higher than the battery voltage of the low-voltage battery 22 and, for example, 15 V. Thus, the switch 15 is closed, and also the switch 18 is in the first switching position or in its first switching state, so that the node 14 is connected to the low-voltage battery 22. This is because the low voltage battery 22 is charged and electric current flows through the coil 21. In normal operation, the low-voltage battery 22 can thus continue to use electrical energy over the
  • the operating voltage UB is generated for the load 5, 6 with the low voltage battery 22, while the DC-DC converter 7 supplies no voltage - the switch 15 is open, and the switch 18 connects the low voltage battery 22 to the loads 5, 6. If a fault of the DC voltage converter 7 occurs during normal operation so that it does not provide any voltage at the node 9, then the first switch 15 drops out and the electrical consumers 5, 6 are supplied exclusively with the aid of the low voltage battery 22. Thus, the vehicle can continue to operate even though the DC-DC converter 7 has failed. If the low-voltage battery 22 is also discharged, no current flows through the coil 21, and the second switch 18 drops.
  • the node 14 and thus the extra-low voltage electrical system 4 is connected to the auxiliary terminal 23 of the high-voltage battery 11.
  • the extra-low voltage electrical system 4 is now supplied exclusively with electrical energy of the subset 26. This results in a total of three redundancy and thus a highly safe operation of the vehicle, without the addition of voltage components must be used to generate electrical voltage. It can also happen that the functional battery DC voltage converter 7, the low-voltage battery 22 is discharged because, for example, the consumer 5, 6 are operated too long at standstill of the vehicle. In this case, the extra-low voltage electrical system 4 is connected to the auxiliary terminal 23 of the high-voltage battery 11, while the DC-DC converter 7 can continue to be operated.
  • the low voltage battery 22 is replaced by the subset 26 of the cells 25, and the vehicle can continue to operate for any length of time.
  • the subset 26 of the cells 25 can be charged.
  • the further operation may for example be such that the operating voltage UB and thus the current state of charge of the subset 26 of the cells 25 is monitored by the said control unit and is driven after falling below a predetermined voltage limit of the DC-DC converter 7 to the subset 26 again with energy charge.
  • the driver thus has enough time to replace the low-voltage battery 22 or recharge. If the low-voltage battery 22 or the subset 26 is charged with electrical energy via the DC-DC converter 7, the diode 16 ensures that return currents from the low-voltage battery 22 per se or the subset 26 do not adversely affect the first switch 15.

Abstract

La présente invention concerne la prévention d'une défaillance dans un ensemble circuit électrique d'un véhicule électrique. Ledit ensemble circuit (1) comprend une batterie haute tension (11) destinée à fournir une tension d'alimentation électrique (UV) à un moteur d'entraînement électrique (2), un réseau de bord de faible tension (4) comportant au moins un consommateur électrique (5, 6) pouvant être alimenté en tension de fonctionnement (UB), et une source de tension principale (7) destinée à fournir la tension de fonctionnement (UB) au réseau de bord de faible tension (4). Ledit ensemble comprend en outre des première et seconde sources de tension auxiliaires (22, 26) destinées chacune à fournir la tension de fonctionnement (UB) au réseau de bord de faible tension (4), ainsi qu'un dispositif de commutation (15, 18) qui, en cas de défaillance de la source de tension principale (7) connecte électriquement le réseau de bord de faible tension (4) à la première source de tension auxiliaire (22) et, en cas de défaillance de la première source de tension auxiliaire (22), connecte électriquement le réseau de bord à la seconde source de tension auxiliaire (26).
PCT/EP2013/069330 2012-11-26 2013-09-18 Ensemble circuit électrique pour un véhicule électrique, véhicule et procédé correspondant WO2014079603A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP13773643.5A EP2877366A2 (fr) 2012-11-26 2013-09-18 Ensemble circuit électrique pour un véhicule électrique, véhicule et procédé correspondant

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012221570.0A DE102012221570A1 (de) 2012-11-26 2012-11-26 Elektrische Schaltungsanordnung für ein elektrisch angetriebenes Fahrzeug, Fahrzeug und entsprechendes Verfahren
DE102012221570.0 2012-11-26

Publications (2)

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WO2014079603A2 true WO2014079603A2 (fr) 2014-05-30
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