WO2017202537A1 - Réseau de bord de véhicule à moteur doté d'au moins deux accumulateurs d'énergie, procédé pour faire fonctionner un réseau de bord de véhicule à moteur et moyens pour sa mise en oeuvre - Google Patents

Réseau de bord de véhicule à moteur doté d'au moins deux accumulateurs d'énergie, procédé pour faire fonctionner un réseau de bord de véhicule à moteur et moyens pour sa mise en oeuvre Download PDF

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Publication number
WO2017202537A1
WO2017202537A1 PCT/EP2017/058539 EP2017058539W WO2017202537A1 WO 2017202537 A1 WO2017202537 A1 WO 2017202537A1 EP 2017058539 W EP2017058539 W EP 2017058539W WO 2017202537 A1 WO2017202537 A1 WO 2017202537A1
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WO
WIPO (PCT)
Prior art keywords
voltage terminal
switching element
converter
positive
energy store
Prior art date
Application number
PCT/EP2017/058539
Other languages
German (de)
English (en)
Inventor
Wolfgang Mueller
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 WO2017202537A1 publication Critical patent/WO2017202537A1/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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • 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
    • B60L58/19—Switching between serial connection and parallel connection of battery modules
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • Motor vehicle electrical system with at least two energy stores, method for operating a motor vehicle electrical system and means for its implementation
  • the present invention relates to a motor vehicle electrical system with at least two energy stores, a method for operating such a motor vehicle electrical system and means for implementing the method.
  • recuperation The recovery of braking energy in motor vehicles by recuperation is known.
  • mechanical energy is converted by an electric machine into electrical energy and stored in a battery or other energy storage during braking. If the braking power requested by the driver is less than or equal to the efficiency of the recuperation system, the braking is typically carried out exclusively by means of this. If the requested braking power is higher, a conventional braking system is additionally used.
  • the potential fuel savings through recuperation is therefore not only dependent on the driving cycle and driver behavior, but also on the performance of the recuperation system. The latter is limited by the maximum regenerative power of the electric machine and the maximum electrical capacity of the energy store or stores in the motor vehicle electrical system.
  • the sailing operation is known.
  • the internal combustion engine is decoupled from the rest of the drive train during a so-called sailing phase.
  • the engine drag does not affect the rest of the drive train and the coasting phase of the vehicle is significantly extended.
  • the electrical consumers are supplied during the sailing phase only from the or the energy storage. Sailing and recuperation are not mutually exclusive.
  • the sailing operation can be initiated when the driver operates neither gas nor brake.
  • the recuperation can be done when the driver operates the brake.
  • a motor vehicle electrical system which has an electrical machine, a first energy store and a second energy store.
  • a more efficient recuperation can be achieved by increasing the voltage at the electric machine. This results in an increase of the regenerative power, which is available as braking power.
  • Due to the variable interconnection of the energy storage results at the same time an increase in the absorption capacity of the motor vehicle electrical system. This makes it possible to feed in with higher generator power and thus an overall increase in fuel-saving during recuperation.
  • the energy storage are also redundant for the sailing operation available, which increases the reliability of the vehicle electrical system in total.
  • the object of the present invention is to further improve a corresponding motor vehicle electrical system.
  • the present invention proposes a motor vehicle electrical system with at least two energy stores, a method for operating such a motor vehicle electrical system, and means for implementing the method having the features of the independent patent claims.
  • Preferred embodiments of the invention are the subject of the dependent claims and the following description. Advantages of the invention
  • a further disadvantage of the arrangement described in DE 10 2013 204 894 A1 consists in the fact that the energy store designated there by Bi is typically charged more strongly in a corresponding series connection, eg during recuperation, than the energy store designated there by B2 , When the electric machine is operated by a motor, the energy store B2 is discharged more strongly than the energy store Bi.
  • the reason for this behavior is that a part of the current to supply to be used there with R 1 to R n identified consumer and thereby the energy storage B2 is less charged or discharged more.
  • a third disadvantage according to DE 10 2013 204 894 A1 results in the parallel connection of the energy store according to the local FIG.
  • Bi and B2 equalizing currents flow between them.
  • These equalizing currents cause considerable electrical losses, possibly overloading the energy storage devices and may also cause unwanted transient voltage spikes in the vehicle electrical system.
  • the disadvantages just described of the vehicle electrical system described in DE 10 2013 204 894 A1 are remedied in the context of the present invention with the aid of a DC voltage or DC / DC converter.
  • This is according to the invention permanently integrated between the positive terminals of the two energy storage or temporarily einbindbar, as shown in the accompanying figures 2 to 7.
  • One advantage of the solutions shown in these figures is that the energy store B1 can have a smaller charge or discharge acceptance than the energy store B2.
  • the DC-DC converter passes part of the current past the energy store B1 and to the energy store B2.
  • the currents of the electric machine therefore do not have to be adapted to the lower current carrying capacity of the energy store B1.
  • the energy storage device B1 can therefore be realized by a low-cost battery technology and / or a battery with a small capacity, for example by a standard 12V lead-acid battery with low capacity.
  • the state of charge of one of the energy stores for example the energy store Bi according to the appended FIGS. 2 to 7, is higher than the state of charge of the energy store B2, the state of charge can be compensated with the aid of the DC-DC converter within the scope of the present invention.
  • energy is transported from energy storage B1 to energy storage B2.
  • An adaptation of the charge state by means of a changed switch position as shown in Figure 4 or 5 of DE 10 2013 204 894 A1 is no longer necessary. This results in an increase in the degrees of freedom of the operating strategy.
  • the state of charge of the energy store B2 according to attached FIGS. 2 to 7 is higher than the state of charge of the energy store B1, the state of charge can be compensated with the aid of the DC-DC converter in the context of the present invention.
  • the already mentioned advantages over DE 10 2013 204 894 A1 apply correspondingly.
  • the states of charge of the energy stores can be adjusted with the aid of the DC-DC converter so that no or only minimal transient equalizing currents occur between the energy stores, in contrast to a direct galvanic parallel connection of the energy store according to FIG. 6 of DE 10 2013 204 894 A1.
  • Such a direct galvanic coupling of the batteries is advantageous, for example, during a cold start after a long parking time.
  • the cyclicization that is to say the energy or charge throughput of the less powerful energy store, is reduced by the DC-DC converter used in the context of the present invention. In this way, the requirements for the lower-power energy storage in the context of the present invention are further reduced.
  • the present invention proposes a motor vehicle electrical system which has an electric machine which can be operated by a motor and a generator and which is connected to a converter with a positive and a nem negative DC voltage connection is connected.
  • the motor vehicle electrical system also has a first energy store with a positive and a negative voltage connection, a second energy store with a positive and a negative voltage connection, and a DC voltage converter with a first and a second connection.
  • Switch means are provided which are adapted to a first switching state, in which the first energy storage and the second energy storage are connected in parallel to the DC voltage terminals of the power converter, and a second switching state, in which the first energy storage and the second energy storage in series connection to the DC voltage connections of the power converter are connected, wherein the DC-DC converter in the first and the second switching state between the positive voltage terminal of the first energy storage and the positive voltage terminal of the second energy storage permanently integrated or temporarily einbindbar.
  • the present invention can be used, in particular, in motor vehicle on-board networks, in which an electric machine which can be operated both as a motor and as a generator can be used. This can be designed, for example, as a claw-pole machine. The electric machine is then over as
  • the active converter In a motorized operation of the electric machine, the active converter is operated as a (pulse) inverter, in a generator mode as a rectifier.
  • a corresponding active power converter is typically designed as a bridge rectifier with a number of half bridges corresponding to the number of phases of the electrical machine.
  • the present invention can also be used in on-board networks, in which the electric machine can only be operated as a generator and can therefore be used for recuperation. In this case, a separate starter is provided and the power converter can be designed as a passive rectifier.
  • a power converter has a positive and a negative DC voltage connection
  • this may be understood as the DC voltage connections connected to the electrical system.
  • the negative DC voltage connection has a lower voltage potential than the positive DC voltage connection. He can also be grounded.
  • the energy stores are connected in series connection or parallel to the DC voltage connections of the power converter, this does not preclude the interposition of further elements. As illustrated, for example, with reference to the attached FIG. 7 and already mentioned above, in the context of the present invention, for example, the energy stores are not directly connected in parallel in parallel but connected to one another via the DC-DC converter.
  • the vehicle electrical system is advantageously set up for operation in a first and in a second operating mode, wherein the electric machine is operated in the first and the second operating mode by motor or generator, wherein in the first operating mode by adjusting the first
  • a second, higher voltage is provided.
  • a second, higher voltage is provided.
  • the parallel connection of the energy storage advantages can be achieved.
  • the recuperation power can be increased.
  • the switching means which are provided in the motor vehicle electrical system according to the invention, may comprise a different number of switching elements and a control unit that drives these switching elements. Details are explained with reference to the attached figures.
  • An arithmetic unit e.g. a control device for a vehicle electrical system, as means for implementing the method according to the invention, in particular programmatically, adapted to carry out a method according to the invention.
  • control device is equipped with a suitable data carrier for storing a corresponding computer program, for example a hard disk and / or a flash memory.
  • Figure 1 illustrates a plot of maximum output power of a 14V claw pole generator over a generator speed for output voltages of 14V and 28V.
  • Figure 2 shows a motor vehicle electrical system according to an embodiment of the invention in a simplified schematic representation.
  • Figure 3 shows a motor vehicle electrical system according to an embodiment of the invention in a simplified schematic representation.
  • FIG. 4 illustrates power flows in a motor vehicle electrical system according to an embodiment of the invention.
  • FIG. 5 shows a motor vehicle electrical system according to an embodiment of the invention in a simplified schematic representation.
  • Figure 6 shows a motor vehicle electrical system according to an embodiment of the invention in a simplified schematic representation.
  • FIG. 7 illustrates a parallel connection of energy stores in one
  • the electric machine feeds a 14V vehicle electrical system, this can deliver electrical power from a speed n 0 i.
  • the same electric machine can only supply electric power when it is fed into a 28V vehicle electrical system at a speed of n 0 2 and above.
  • the invention also relates, in embodiments, to the motorized operation of a corresponding electric machine which is connected to a motor vehicle electrical system via an active power converter which is then operated as an inverter.
  • the electrical machine can be supplied with different voltages depending on the operating state of the corresponding vehicle. Even with motor operation of the electric machine results in a supply voltage of 28V, a higher maximum output power than with a supply of only 14V.
  • a motor vehicle electrical system in the form of a schematic diagram is shown schematically simplified, and generally designated 100.
  • This has a first energy storage B1 and a second energy storage B2, which may be formed as explained above, on.
  • the energy storage devices B1 and B2 can be variably connected in the motor vehicle electrical system 100 of FIG. 2 by means of the switching elements S1, S2, S3 and S.
  • the switching elements S1 to S may be formed, for example, by MOS field-effect transistors or other electronic components. These each have a first and a second voltage connection, by means of which they are integrated into the electrical system. In a MOS field effect transistor, these voltage terminals correspond to the drain and source terminals.
  • a control device 20 is provided for controlling the switching elements S1, S2, S3 and S. Electrical consumers with an operating voltage of 14V, for example, are collectively illustrated in the form of resistors R1 to R n.
  • an electric machine EM is provided, which is connected to a power converter 10.
  • the latter can, as already mentioned, depending on the operating strategy and design of the electrical machine be designed as a passive or active power converter.
  • the electric machine EM can be set up for a purely regenerative but also for a motor and a generator operation.
  • the power converter 10 is operated as a rectifier
  • the power converter 10 is operated as a DC or inverter. It has a positive DC voltage connection B + and a negative DC voltage connection B-, whereby the DC voltage connection B- can be at ground or the same reference potential as the electric machine EM. This is illustrated in FIG. 2 and the following figures.
  • S is a starter, such as a pinion starter, referred to, which is provided separately when the electric machine EM is operable only as a generator or when the internal combustion engine, for example, during cold start, not to be started with the electric machine.
  • a DC-DC converter denoted by DC / DC, is integrated into the motor vehicle electrical system 100.
  • the positive DC voltage connection B + of the power converter 10 the positive voltage connection of the first energy storage Bi, the first voltage terminal of the first switching element Si and the first voltage terminal of the DC-DC converter DC / DC each permanently connected to each other conductive.
  • a connection does not take place via a switching element, but via cables and corresponding permanent cable connections, such as solder joints, terminals or connectors in a normal operation of Motor vehicle electrical system not interrupted or their elements are not separated or isolated.
  • a temporary integration is realized by switching elements.
  • the implemented DC-DC converter DC / DC leads to the described advantages of the invention. With its help, the charge can be discharged by the charge-discharging current flowing through the first energy store Bi which can be embodied as a low-cost battery in accordance with the lower efficiency of this energy store
  • FIG. 3 a motor vehicle electrical system according to a further embodiment of the present invention in the form of a schematic simplified schematic represented and indicated generally at 200.
  • the essential difference to the motor vehicle electrical system 100 according to FIG. 2 is the different connection of the illustrated elements.
  • the positive DC voltage connection B + of the converter 10 the positive voltage connection of the first energy store Bi, the first voltage connection of the first switching element Si and the first voltage connection of the DC-DC converter DC / DC, furthermore the negative voltage connection of the first Energy storage Bi, the first voltage terminal of the third switching element S3 and the first voltage terminal of the fourth switching element S, further the second voltage terminal of the first switching element S1 and the second voltage terminal of the second switching element S2, also the second voltage terminal of the third switching element S3, the first voltage terminal of the second Switching element S2, the second voltage terminal of the DC-DC converter DC / DC and the positive voltage terminal of the second energy storage B2, and finally the negative DC voltage terminal B- of the power converter 10, the negative S voltage terminal of the second energy storage B2 and the second voltage terminal of the fourth switching element S permanently conductively connected to each other.
  • FIG. 4 shows the currents during recuperation and motor operation of the electric machine EM when the energy stores Bi and B2 are connected in series.
  • recuperation IEM> 0
  • part of the recuperation current IEM of the electric machine EM is fed directly from a network node 102 to a network node 101 with the aid of the DC-DC converter DC / DC.
  • IDCDC k * IEM, with 0 ⁇ k ⁇ 1
  • the energy store Bi can therefore have a lower charge acceptance and / or capacity than the energy store B2.
  • a motor vehicle electrical system in accordance with a further embodiment of the present invention in the form of a circuit diagram is shown schematically in simplified form and indicated as a whole by 300. The essential difference to the vehicle electrical system 100 according to Figure 2 and the vehicle electrical system
  • FIG. 200 consists in the reduced number of switching elements.
  • a first switching element with S2 a first switching element with S2
  • a second switching element with S3 a third switching element with S 4 are designated in FIG.
  • the positive DC voltage connection B + of the converter 10 the positive voltage connection of the first energy store Bi and the first voltage connection of the DC-DC converter DC / DC, furthermore the negative voltage connection of the first energy store Bi, are the first voltage connection of the first switching element
  • FIG. 6 a motor vehicle electrical system according to a further embodiment of the present invention in the form of a circuit diagram is shown schematically in simplified form and designated as a whole by 400. Similar to the motor vehicle electrical system 300 according to FIG. 5, the number of switching elements is reduced here.
  • a first switching element is also denoted here by S2, a second switching element by S3 and a third switching element by S.
  • the positive DC voltage connection B + of the converter 10 the positive voltage connection of the first energy store B1 and the first voltage connection of the DC-DC converter DC / DC, furthermore the negative voltage connection of the first energy store B1 are the first voltage connection of the second switching element S3 and the first voltage terminal of the third switching element S, further the second voltage terminal of the second switching element S3, the first voltage terminal of the first switching element S2 and the positive voltage terminal of the first energy storage B2, also the second voltage terminal of the first switching element S2 and the second voltage terminal of the DC-DC converter DC / DC, and finally the negative DC voltage connection B- of the power converter 10, the negative voltage terminal of the second energy storage B2 and the second voltage terminal of the third switching element S dau respectively electrically connected.
  • the parallel coupling of the energy storage takes place, as illustrated in FIG. 7, by means of a DC-DC converter DC / DC.
  • a DC-DC converter DC / DC Another advantage of such a parallel coupling results when different battery technologies are used, for example, a standard lead-acid battery for the energy storage Bi and a powerful Li-ion battery for the energy storage B2.
  • a parallel galvanic coupling of batteries with different technologies depending on the difference in the battery voltages, high, undesired balancing currents between the batteries and, if applicable, voltage peaks in the vehicle electrical system may result.
  • a coupling using the DC / DC converter DC / DC prevents this, since the compensation current between the batteries can be specified by the DC / DC converter DC / DC.
  • the voltage ranges are freely selectable and not limited to 28 / 14V.
  • the energy stores Bi and B2 can optionally be implemented in different battery technologies.
  • the electric machine can be designed as a generator or as an electric machine with both regenerative and motor operation. The machine type is freely selectable.
  • the starter S can optionally be omitted, then the starter of the burner is carried out only with the help of the electric machine.
  • the energy stores Bi and B2 may also have significantly different voltages, e.g. Energy storage Bi 24V and energy storage B2 12V.
  • energy storage in addition to batteries, other electrical storage, such as double-layer capacitors, are used.
  • the switching elements S1 to S may optionally be powered by power electronics or by other electrical switching means, e.g. Relays, be realized.
  • the DC / DC converter DC / DC can be designed both unidirectionally and bidirectionally.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un réseau de bord (100, 200, 300, 400) qui présente une machine électrique (EM) reliée à un convertisseur de courant (10) actif pourvu d'une borne de tension continue positive et d'une borne de tension continue négative (Β+, B-), un premier accumulateur d'énergie (B1) pourvu d'une borne de tension positive et d'une borne de tension négative, un second accumulateur d'énergie (B2) pourvu d'une borne de tension positive et d'une borne de tension positive ainsi qu'un convertisseur continu-continu (DC/DC) pourvu d'une première et d'une seconde borne, des moyens de commutation (S1 - S4, 20) étant en outre présents et conçus pour régler un premier état de commutation dans lequel le premier accumulateur d'énergie (B1) et le second accumulateur d'énergie (B2) sont reliés en parallèle aux bornes de tension continue (B+, B-) du convertisseur de courant (10) et un second état de commutation dans lequel le premier accumulateur d'énergie (B1) et le second accumulateur d'énergie (B2) sont connectés en série aux bornes de tension continue (Β+, B-) du convertisseur, le convertisseur continu-continu (CC/CC) étant intégré à demeure ou pouvant être intégré temporairement, dans le premier et le second état de commutation, entre la borne de tension positive du premier accumulateur d'énergie et la borne de tension positive du second accumulateur de tension. La présente invention concerne également des moyens permettant de mettre ledit procédé en œuvre.
PCT/EP2017/058539 2016-05-23 2017-04-10 Réseau de bord de véhicule à moteur doté d'au moins deux accumulateurs d'énergie, procédé pour faire fonctionner un réseau de bord de véhicule à moteur et moyens pour sa mise en oeuvre WO2017202537A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016208893.9A DE102016208893A1 (de) 2016-05-23 2016-05-23 Kraftfahrzeugbordnetz mit wenigstens zwei Energiespeichern, Verfahren zum Betreiben eines Kraftfahrzeugbordnetzes und Mittel zu dessen Implementierung
DE102016208893.9 2016-05-23

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WO2017202537A1 true WO2017202537A1 (fr) 2017-11-30

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WO2019137708A1 (fr) * 2018-01-15 2019-07-18 Robert Bosch Gmbh Réseau de bord pour véhicule comportant au moins deux accumulateurs d'énergie
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DE102017222544A1 (de) * 2017-12-13 2019-06-13 Continental Automotive Gmbh Mehrspannungsbatterievorrichtung und Bordnetz für ein Kraftfahrzeug
DE102018204892A1 (de) * 2018-03-29 2019-10-02 Bayerische Motoren Werke Aktiengesellschaft Fahrzeugkomponente mit Mehrspannungsversorgung
DE102021214089A1 (de) 2021-12-09 2023-06-15 Vitesco Technologies GmbH Batterie-Verbindungsschaltung mit Wandler und konfigurierbar verbindbare Verbraucheranschlüsse beidseits des Gleichspannungswandlers sowie Fahrzeugbordnetz hiermit

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