WO2017211656A1 - Réseau de bord de véhicule comprenant un onduleur, un accumulateur d'énergie, une machine électrique et une borne de transmission de courant continu - Google Patents

Réseau de bord de véhicule comprenant un onduleur, un accumulateur d'énergie, une machine électrique et une borne de transmission de courant continu Download PDF

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Publication number
WO2017211656A1
WO2017211656A1 PCT/EP2017/063226 EP2017063226W WO2017211656A1 WO 2017211656 A1 WO2017211656 A1 WO 2017211656A1 EP 2017063226 W EP2017063226 W EP 2017063226W WO 2017211656 A1 WO2017211656 A1 WO 2017211656A1
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WO
WIPO (PCT)
Prior art keywords
inverter
connection
phase
electrical system
bridges
Prior art date
Application number
PCT/EP2017/063226
Other languages
German (de)
English (en)
Inventor
Franz Pfeilschifter
Martin Brüll
Matthias Töns
Philip Brockerhoff
Edmund Schirmer
Hans-Peter Feustel
Original Assignee
Continental Automotive 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 Continental Automotive Gmbh filed Critical Continental Automotive Gmbh
Publication of WO2017211656A1 publication Critical patent/WO2017211656A1/fr

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    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1582—Buck-boost converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1584—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load with a plurality of power processing stages connected in parallel
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/02—Conversion of ac power input into dc power output without possibility of reversal
    • H02M7/04—Conversion of ac power input into dc power output without possibility of reversal by static converters
    • H02M7/12—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/21—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/217—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M7/219—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only in a bridge configuration
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • 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
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/58—Structural details of electrical machines with more than three phases
    • 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
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/539—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters with automatic control of output wave form or frequency
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
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    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • Electric vehicles with an electric drive i. Electric vehicles and hybrid vehicles, include an electrical energy storage for supplying the electric drive. Electric vehicles and plug-in hybrids are equipped with a connection that can be used to transfer energy from a stationary electrical supply network (local or public) to recharge the energy storage device. Optionally, the vehicles are also equipped to feed electrical energy back to the utility grid.
  • At least one rail of a direct-current transmission connection (for example a plug-in plug connection or also a vehicle-side device for inductive energy transmission) is connected to at least one phase current connection of the inverter.
  • the at least one rail is directly connected to at least one input power connection, or is connected via an electrical machine (the electric drive of the vehicle), which is provided with phase-current connections. is bound, with at least one input power connection ver ⁇ connected.
  • the connection between direct current transmission connection and (at least one) phase current connection can thus be provided directly or indirectly via the electrical machine.
  • step-up or step-down converter which adapts the voltage at the DC transmission connection to the voltage at the energy store.
  • the already existing power electronics in the form of the inverter which in particular provides the phase currents for the electrical machine, is also used here for controlling the power (in particular of the current and / or the voltage), which is transmitted via the DC transmission connection.
  • the inverter further comprises a plurality of individual bridges (in short: bridges), in particular full bridges. For each phase of the inverter, a full bridge may be provided.
  • bridges in short: bridges
  • the (single) bridges form a multi-phase bridge circuit of the
  • the bridge circuit essentially represents the inverter in terms of circuit technology.
  • the bridges each refer to only one phase.
  • the bridges are connected in parallel and thus connected together at the input power connections.
  • the switching elements form a shunt branch; in the case of a BnC bridge circuit, the shunt branch (in particular a single shunt branch) corresponds to the (single) bridge. In particular, no further switching elements are provided in the inverter or in the bridge (in the case of the BnC bridge circuit).
  • a first Intermediate terminal via a first switching element to be connected to one of the two input power terminals, and be connected via a second switching element to the other input power terminal.
  • a phase connection is connected via a third and a fourth switching elements to one of the input current connections (in particular to the negative input connection).
  • the third and the fourth switching element form a second transverse branch of the
  • the third and the fourth switching element are connected via a second intermediate connection.
  • the first intermediate terminal is connected via a coil to the second interim ⁇ specific connection.
  • the first transverse branch therefore comprises a first intermediate connection and the second transverse branch comprises a second intermediate connection.
  • H-bridge circuit which is formed by the (single) bridges, correspond to the first and the second transverse branch of the (single-H) bridge. In the case of H-bridge circuits, these are connected between the electrical energy store and the phase current terminals.
  • An operation of the inverter for converting between the DC voltage of the energy storage and the phase voltages of the phase terminals is enabled. This also allows the conversion between the DC voltage at the DC transmission port and the DC voltage of the energy storage.
  • the electrical energy storage can be connected directly to the input power terminals of the inverter.
  • a direct connection includes in particular further voltage or current converting components between energy storage and
  • the electrical energy store can also be connected indirectly via a DC-DC converter to the input power terminals of the inverter.
  • the energy storage is connected directly to the DC-DC converter.
  • a direct connection may include electromechanical connection components, circuit breakers, a contactor, a fuse, a filter or the like.
  • a direct connection excludes further voltage or current-transforming components between the energy store and the inverter (or its input current connections).
  • An indirect connection includes in particular further voltage or current-converting components between the energy store and the inverter (or its input current connections).
  • the DC-DC converter is in particular a synchronous converter.
  • the DC ⁇ converter may have a first terminal side of which is connected to the inverter. Two (controllable by means of control signals), serial switching elements can be connected to the first connection side. The serial switching elements can connect the two potential connections of the first connection side.
  • a second connection side may be connected to a connection point via a Induk ⁇ tivity, are connected via the switching elements with each other (in series). Pa ⁇ rallel to the second terminal side can be connected to a capacitor.
  • control unit the
  • the control unit is driving with the
  • Inverters connected.
  • the inverter In an inverter mode of the control unit, the inverter is driven to generate from the DC voltage of the energy storage phase voltages applied to the phase terminals.
  • the control unit controls the inverter to generate a charging voltage at the energy store from the phase voltages at the phase terminals.
  • the control unit controls the Wech ⁇ selrichter, from the voltage applied to the direct current transmission terminal to generate a charging voltage across the energy storage.
  • the control unit controls the inverter to generate from the voltage that is applied to the energy storage of the vehicle electrical system, a regenerative voltage at the DC transmission port.
  • the charging voltage at Energy storage can be specified by a battery management system of the energy storage or by a recuperation as a target value. Instead of a charging voltage, a charging current or a charging power can be specified as a setpoint.
  • the phase voltages may be specified by a (higher level) motor controller of the electric machine, either directly as a voltage setpoint or as a power or torque request. Instead of phase voltages, phase currents can also serve as control.
  • the regenerative voltage can be detected by a receiving device of the vehicle electrical system as a setpoint. The receiving device may be configured to setpoint values of a stationary
  • the DC-to-DC converter is driven by the control unit to transmit power in the direction in which the inverter also transmits power (i.e., away from the energy store).
  • the vehicle electrical system described here is equipped with an inverter, an electrical energy store, an electric machine and a DC transmission connection.
  • the inverter (and, if applicable, the DC-DC converter) includes semiconductor circuit breakers.
  • the electrical energy store is in particular an accumulator, for example a lithium-based accumulator.
  • the electrical energy store may be a traction accumulator.
  • the energy store may have a nominal voltage of 40-60 V, in particular of 48 V, and may in particular have a nominal voltage of more than 100
  • the energy store can thus be a high-voltage accumulator.
  • the electric machine is in ⁇ particular a three-phase machine.
  • the electric machine is multi-phase, in particular 3- or 6-phase.
  • the Machine may be a separately-excited or permanently excited elekt ⁇ innovative machine. It can be provided that the electrical machine has a star point; other configurations see a triangle configuration of the electrical Machine in front.
  • the positive rail can be connected via the neutral point to the phase current connections (of the inverter).
  • the DC transmission port may include a plug-in inlet, ie, an electromechanical connector that can be mounted in the skin of a vehicle.
  • the DC transmission port is configured to be connected to a charging plug (or, more generally, connector).
  • the inverter has a positive input power connection and a negative input power connection.
  • the term input power connection results from the inverter mode in which the inverter receives power from the energy storage. In this mode, the inverter receives power through the input power connector, so in this mode, this connector serves as input to the inverter. In charge mode, the same terminals serve to deliver power to the energy store, i. as the output of the inverter.
  • the input power connections are connected to the energy storage. It may be connected in parallel to the energy storage or parallel to the input terminals of the inverter, a DC link capacitor.
  • the inverter has at least two phase current connections, which are connected to the electric machine.
  • the inverter phase current terminals in a number which corresponds to the number of phases of the electrical machine.
  • Each of the phase current connections can be connected to a separate phase of the electrical machine.
  • the inverter has three (or six) phase current terminals each connected to one of three (or six) phases of the electric machine.
  • the inverter may comprise at least two H-bridges according to one embodiment.
  • the H-bridges are in each case between the input current connections and the phase senstroman untiln connected.
  • the H-bridges may be connected in series between the input power connections and the phase current connections.
  • the H-bridges may be connected in parallel with each other (at least with regard to the input current connections).
  • the H-bridges are preferably individually connected to individual phases of the electrical machine.
  • Each H-bridge comprises two transverse branches. A first of these shunt arms connects the two input power connections. A second of these shunt branches connects an input power connection (in particular the negative) and a phase current connection.
  • Each transverse branch comprises two switching elements, which are connected to one another via a connection point. The two connecting points of each H-bridge (ie, the Verbin ⁇ ground point of the one arm and the connection point of the other arm of the same H-bridge) are connected via an inductance with ⁇ today.
  • the switching elements in particular semiconductor switches, each
  • Transverse branches are connected to each other at connection points.
  • the two connection points of each H-bridge are connected to each other by means of an inductance.
  • the inductance is designed in particular as a discrete component, for example as a coil with a core.
  • the inverter may comprise H-bridges, each having two shunt arms. These connect the positive input power connection to the negative input power connection using two serial solid state switches.
  • the semiconductor switches or switching elements of the inverter are preferably transistors, in particular field-effect or bipolar transistors, for example MOSFETs or IGBTs.
  • Each phase current connection may be connected via a capacitor to an input power connection (in particular to the negative input power connection).
  • an input power connection in particular to the negative input power connection.
  • the DC transmission port may include a positive rail connected to at least one of the phase current ports. Through this connection, power can be fed into the electrical energy storage via the inverter. In other words, the DC transmission port may be connected to at least one of the phase power connections.
  • the connection between the DC transmission port and (at least one) phase current port i.e., the connection between the DC transmission port and the inverter
  • Phase current connection may have a filter and / or safety ⁇ elements such as a fuse and / or a circuit breaker.
  • the DC transfer port may include a negative potential contact and a positive potential contact.
  • the positive track can correspond to the positive contact.
  • the negative rail can correspond to the negative contact.
  • the voltage at the DC transmission connection is the potential difference between these potentials or contacts.
  • the positive rail of the DC transmission terminal may be connected to at least one of the phase current terminals, preferably in a direct manner.
  • the positive rail of the DC transmission connection can also be connected via the electric machine (EM) to at least one of the phase ⁇ current terminals (PS1, PS2, PS3), ie in an indirect manner. Therefore, a connection that does not include an electrical machine or windings of an electric machine is referred to as "directly connected.” Therefore, a connection that does not have a circuit is referred to as "directly connected"
  • Has voltage or current conversion As a "directly connected" may be referred to a connection having a filter and / or security elements such as a fuse and / or a circuit breaker Connection can be referred to, which includes an electrical machine or a winding of an electrical machine (approximately in series).
  • the bridges may each comprise a single shunt branch with two serial switching elements.
  • the bridges can together form a multi-phase full-wave bridge circuit. This is the case in particular for a BnC bridge circuit, for example in the case of a B6C bridge circuit.
  • the bridges may each comprise two transverse branches. These can each be equipped with two serial switching elements. This is the case especially for H (single) bridges.
  • the bridges can together form a polyphase H-bridge circuit.
  • the input power connections can be connected to one of the two shunt arms.
  • the phase current connections can be connected; In particular, at each one of the other of the two transverse branches of each bridge to be connected to a phase current connection ⁇ .
  • the shunt branches can each have a connection point via which the serial switching elements are connected to one another.
  • the connection points of the two shunt branches can be connected to one another via an inductance (in particular a coil as a discrete component).
  • the vehicle electrical system can have an AC transmission connection. This can be connected via a first switch device with the electric machine.
  • the AC transmission terminal may be multi-phase, for example, three-phase.
  • the first switching device may comprise disconnecting switches between winding ends of the electric machine. These are in particular arranged to form or to separate, in particular partially separate, a star or triangular configuration of the electric machine.
  • the first switch device may further comprise disconnect switches. These are provided, for example, between the ac transmission port and the coil ends of the electric machine. While the breaker disconnects connections between windings of the electric machine and thereby the circuit configuration of the
  • the circuit breaker is used to disconnect the electrical machine, in particular from a transmission port.
  • the breaker (s) separate 1, 2, n-1 or n connections between the coil ends, where n is the number of connections necessary to form the configuration.
  • n is the number of connections necessary to form the configuration.
  • the transmission in the charging and regenerative event therefore takes place via an asymmetrically configured electrical machine.
  • the on ⁇ disconnector and in particular the control unit that controls this is set up to realize this by controlling the on ⁇ disconnect switch.
  • the first switch device may be configured to controllably form or partially split a star or triangle configuration of the electric machine.
  • the first switch device is arranged to complete the configuration.
  • the first switching device is further configured to split the configuration only partially.
  • a first set of windings is interconnected, while a second set of windings, which forms no intersection with the first, is not interconnected.
  • the separation switches are set up to realize this. Furthermore, the
  • Disconnect switch of the first switching device may be configured to separate only a part of the windings.
  • the control unit is adapted to control the first switch device according to ⁇ .
  • the first switch device is configured to form a (symmetric) configuration in the electric machine, and to configure the configuration of the electric machine asymmetrically, that is, to design such that at least one winding forms the DC transmission port to connect to the inverter, while at least one other winding does not connect the DC transmission port to the inverter. This ensures that the flows in the electric machine do not cancel out in the sum when power is transmitted via the electric machine and the electric machine is used to implement a filter.
  • the vehicle electrical system may further comprise a second switch device. This can be provided between the DC transmission connection and the electric machine or connected in a controlled manner.
  • the second switch device may include one or more disconnect switches.
  • Such a circuit breaker is connected downstream of a potential rail (in particular the negative) of the DC transmission connection.
  • Another potential rail (in particular the positive) of the DC transmission connection can via the first
  • Switching device to be connected to the electric machine (permanently or uncontrollably), in particular directly or without disconnector.
  • the vehicle electrical system may include a second switch device, in particular the above ⁇ be required.
  • the second switch device is connected between the DC transmission port and the electric machine.
  • the second switch device may comprise a plurality of circuit breakers according to another possibility.
  • the circuit breaker can connect a potential rail (especially the positive) of the DC transmission port (directly) to the electric machine.
  • Another of the circuit breaker can connect a further potential rail (in particular the negative) of the DC transmission connection with an input current terminal of the inverter, in particular ⁇ special in a direct manner.
  • the positive rail can be connected directly to one of the phase current connections.
  • the DC transmission port may have a negative rail as mentioned. This can be connected to another of the phase current connections be.
  • the phase current connections can be connected to the electric machine via a (multi-phase) disconnecting switch.
  • the positive rail and the negative rail of the DC transmission connection can therefore be connected to different phase connections or different phases of the electrical machine.
  • a disconnecting switch may be provided which disconnects the phase terminals from the electric machine or its windings.
  • a disconnecting switch may be provided between phase windings of the electric machine (in connections between the phase windings themselves). Such a disconnecting switch may be configured to at least partially cancel a star connection (or triangular connection).
  • Disconnector may be provided as a switch, which separates at least one of the connected to the DC transmission terminal phase windings of other phase windings.
  • the switch may also be provided to disconnect all phase windings from a neutral point of the electric machine.
  • the control unit may be configured to control the first and / or the second switching device, in particular the disconnecting switches and / or the disconnecting switches.
  • the control unit can in particular be set up to keep the ripping ⁇ switch in charge or in regenerative mode when opened.
  • the control unit can also be set up to keep the separation switch in the inverter or in the recuperation mode in the closed state.
  • the control unit can also be set up in a fault case, to split the inverter in all bridges (and / or open the circuit breaker), such as when a charging fault or a regenerative fault occurs and the charging or recovery is interrupted.
  • the positive rail is connected directly or via a switch with a plurality or preferably all the phase current connections.
  • the DC transmission port is direct or via a Switch connected to the phase current terminals, preferably with all.
  • the DC transmission port has a negative rail connected to the negative input power port of the inverter. If a switch is used, then this is preferably multi-phase.
  • the switch has a switch element or a phase for each connection between a phase connection and the positive rail (in the case of a multiphase switch).
  • the control unit is arranged to keep the switch in an open state in Wech ⁇ selrichtermodus or optionally in the recuperation mode.
  • the control unit is further configured to hold the switch in a closed state in the charging mode or possibly in the regenerative mode.
  • the positive rail can also be connected to the phase connections of the inverter via the electrical machine or via its phase windings.
  • the positive rail may be indirectly connected to the electric machine with the Pha ⁇ senstroman untiln.
  • the phase windings are connected in series between the positive rail and the inverter.
  • DC transmission connection may be connected to the negative input power connection of the inverter.
  • the bridges may have switching elements to which free-wheeling diodes are connected in parallel.
  • the freewheeling diodes have a forward direction, which points to the positive input connection.
  • the electrical energy store can be connected indirectly via a DC-DC converter to the input current terminals of the inverter.
  • the vehicle electrical system may have a control unit. This is drivingly connected to at least the DC-DC converter and the inverter.
  • the control unit is preferably set up to operate the inverter as a boost converter in a charging mode. Furthermore, the control unit may be configured to operate the DC-DC converter as a step-down converter.
  • the term “positive rail” may preferably be replaced by “positive contact” in all variants described here, and the term “negative rail” may be replaced by “negative contact”.
  • the vehicle electrical system is in particular the electrical system of a
  • Plug-in hybrid motor vehicle or an electric motor vehicle are Plug-in hybrid motor vehicle or an electric motor vehicle.
  • FIGS. 1-3 serve for a more detailed explanation of the vehicle electrical system described here and show (among others) exemplary vehicle wiring systems.
  • FIGS 1, 2 and 3 each show a vehicle electrical system with an energy storage ES or 10, 110 and an electric machine EM or EM which are connected to each other via an inverter WR1-3.
  • a DC transmission port (in the figures with a
  • DC Charger connected outside the vehicle electrical system
  • DC + has a positive rail DC + and a negative rail DC-.
  • the energy store ES is connected to the latter via a positive input current connection EA1 and a negative input current connection EA2 of the inverter WR.
  • the inverter WR comprises three bridges B1-B3 and HB1-HB3.
  • a potential or a contact of the DC transmission connection, in particular the positive rail DC + is connected via the electric machine EM or EM ', in particular via their windings in series with the inverter WR1-3.
  • FIGS. 1 and 2 show full bridges B1-B3, which Also referred to as two-pulse bridges, since each of the two half-waves of a solid wave is transmitted via one of the two switches of the respective bridge.
  • Figure 3 shows an H-bridge circuit with individual H-bridges connected between the input current terminals EA1,2 and the phase current terminals PS1-3.
  • EA1,2 the input current terminals
  • PS1-3 the phase current terminals
  • FIG. 1 shows an inverter WR1 which, like the inverter WR2 of FIG. 2, is shown as a multi-phase full-wave bridge circuit.
  • the inverters WR1 and WR2 are B6C bridge circuits.
  • the switches H1-H3 are high side switching elements (i.e., connected to the positive input power terminal), and the switches L1-L3 are lowside switching elements (i.e., connected to the negative input power terminal).
  • Each individual bridge Bl-3 has in each case one high-side switching element and one respective lowside switching element, which are connected in series.
  • Freewheeling diodes D are connected in parallel with each of the switches.
  • the switching elements are in particular MOSFETs or IGBTs.
  • the inverter WR1 is connected directly to the DC transmission connection DC +, DC- via the electric machine EM.
  • the vehicle electrical system FB extends from the
  • the dashed line marks an interface to a stationary charging station DC Charger.
  • the inverter WR2 is indirectly connected via the electric machine EM via a DC-DC converter DCDC to the DC-DC connection DC +, DC-.
  • a voltage adaptation is possible, in particular overlapping voltage bands of the electric machine EM or of the inverter WR2 on the one hand and the energy store 110 on the other hand.
  • the energy storage 110 has a circuit breaker in addition to memory cells.
  • the DC-DC converter DCDC has two serial switches ZI, Z2, at the point of their connection a series inductance L connects, which connects the serial switches ZI, Z2 with a DC link capacitor K of the DC-DC converter DCDC.
  • the intermediate circuit capacitor ⁇ K is further connected to the negative solutionsstroman- circuit EA2; the positive input current terminal EA1 is connected via the switch ZI and the inductor with the interim ⁇ intermediate circuit capacitor K.
  • Energy storage 110 is located.
  • the electric machine ⁇ ⁇ of Figure 2 comprises a Wick ⁇ ment system with three phases L1-L3 and with septabgriff in each of the windings, which j ede winding is divided into two.
  • the division into two is not necessarily a division into equally long winding sections, but is directed in particular to the requirements that are placed on a filter EMC.
  • the filter EMC with the capacitors Cx and Cy is connected to the intermediate taps and to the end of the winding which is opposite to the inverter WR2 or to its phase terminals PS1-3. Since the capacitors Cx and Cy interact with the windings of the electric machine, the windings or portions thereof may functionally form part of the filter EMC.
  • the filter EMC is further connected to a neutral conductor N and a protective conductor SL.
  • the capacitors Cx, Cy of Figure 2 and thus the filter EMC are (due to series switches) from the electric machine EM ⁇ separable.
  • a first switching device SB1 connects the electric machine ⁇ ⁇ or their phases L1-L3 with a
  • the first switching device SB1 comprises two switching elements or on ⁇ separation switch, which connect the phases under control, in particular to form a star point or (preferably incomplete) to dissolve.
  • the switching device may, in particular, have only one disconnecting switch which connects two windings in a controlled manner.
  • the remaining coil (s) is or are preferably permanently connected or via a direct Ver ⁇ bond with the other windings.
  • the disconnect switches or the disconnect switch are connected in such a way that when the switch or switches are open an incomplete (star or triangle) configuration results, or the configuration is completely dissolved (by disconnecting all coil ends), the disconnectors ensuring that not all windings are traversed by a direct current.
  • a control unit may be drivingly connected to the first switching device SB1 in order to realize the aforementioned in the charging and / or regenerative mode, and to connect all the windings in a motor or generator mode (for example to produce a symmetrical or complete configuration).
  • the control device controls the first switching device SB1 to transmit direct current through different windings or winding subgroups.
  • the control device is designed for such a control. As a result, the waste heat is generated more uniformly in the electric machine.
  • the first switching device SB1 further comprises per phase a circuit breaker, wherein the circuit breaker between the electric machine ⁇ ⁇ and the AC terminal AC are connected.
  • a second switching device SB2 connects the direct current transfer connection DC +, DC- with the electric machine EM or with the negative input current connection EA2 of the inverter WR2.
  • the positive rail DC + of the DC transmission connection DC +, DC- is transmitted to the inverter WR2 via the electrical machine (windings connected in series).
  • the second switching device is shown with one switching element per rail (DC + and DC-).
  • a rail of the DC transmission connection in particular the positive one
  • connection path M1 This possibility of connecting the DC transmission connection via the second switching device SB2 is represented by the connection path M1. It is he ⁇ clear that for the purpose of separating the direct current transmission connection, for example in the event of a fault, the
  • Switching element TE (or the relevant disconnector) of the second switching device SB2 or the downstream
  • Switching element of the first switching device eg.
  • Switching element of the phase L2, as shown in Figure 2) must be opened. Since one of the two switching elements of the first and the second switching device for separation is thus not required, for instance the switching element TE of the second switching device SB2 can be omitted and replaced by a direct connection.
  • Figure 2 is used to explain the redundancy of these switches, so that Figure 2 illustrates all the elements required to understand the redundancy. However, not all elements shown in FIG. 2 are required to implement the approach described here.
  • switching element TE can be replaced by a direct connection and the relevant switching element (or the relevant disconnecting switch) of the first switching device, which is connected to the DC transmission connection, can be designed in particular as a DC disconnecting switch.
  • a second possibility is to connect the direct current transmission connection of the second switching device directly (ie not via the first switching device) to the electrical machine ⁇ ⁇ .
  • a rail of the DC connection ⁇ in particular the positive rail DC +, directly (and not via the switching device SB1) with a phase of electrical machine ⁇ ⁇ connected.
  • the disconnecting switch can be replaced by a direct connection if there is a control unit CT, which is set up in the event of a fault to hold or open the switching elements of the inverter WR2 in the open state. This applies in particular to all the switching elements of the inverter or the bridge circuit BnC.
  • This opportunity is provided by the connection path M2 is ⁇ .
  • the function of the (obsolete) disconnector TE is realized by the switching elements of the inverter.
  • the error case concerns a fault that causes the termination of the energy transfer between the charging station
  • connection paths M1 and M2 are alternatives to each other. Both of these possibilities make it possible to protect only one of the two DC potential rails (in FIG. 2, the rail marked DC) via a circuit breaker of the second switching device.
  • the first possibility provides that the other DC busbar (in FIG. 2 the busbar marked DC +) via a
  • Circuit breaker of the first switching device is protected, while the second possibility provides that the other DC busbar is protected by means of the switching elements of the inverter WR2, which are controlled by the control unit CT.
  • contactor means to provide the relevant potential rail (controlled) separable.
  • the control unit CT is set up to open the relevant isolating switch of the first switching device SB1 in the event of a fault.
  • the dashed line is the interface between the vehicle electrical system and infrastructure Inf again.
  • the interface is realized by an electromechanical interface, which forms a first connector STE1 on the part of the vehicle electrical system FB and a complementary connector STE2 on the part of the infrastructure Inf.
  • the first connector is in particular part of a Pluin-Inlets.
  • the second connector is stationary, especially at the end a charging cable of a charging station.
  • the current sources Inf ⁇ rapatented SQ for alternating current and there are three phases L1-L3 is formed, as well as a neutral conductor and a protective conductor SL.
  • the current sources SQ are about power sources of a public or local AC power supply network. These have correspondences on the vehicle side, which have the same names because of the better overview.
  • the DC charging station DC charger can have its own electrical energy source, in particular a
  • DC voltage source such as a voltage source of an energy ⁇ gieer Wegungsstrom that may belong to a local or a public power grid.
  • Both the inverter and possibly the DC-DC converter are preferably designed to be bidirectional, in particular in order to be able to deliver energy to the infrastructure.
  • the (single) H-bridge HB1 has a positive input PEl and a negative input NEl.
  • the H-bridge HB2 has a positive input PE2 and a negative input NE2.
  • the H-bridge HB3 has a positive input PE3 and a negative input NE3.
  • the positive inputs PE1-3 are interconnected and further connected to the positive input terminal EA1 of the inverter WR.
  • the negative inputs NE1-3 are interconnected and further connected to the negative input terminal EA2 of the inverter WR.
  • Each H-bridge HB1-3 has two shunt branches, each having two series-connected half ⁇ conductor switch HS.
  • a first of the transverse branches of each H-bridge (shown on the left) connects the negative input and the positive input of the respective H-bridge HB1-3.
  • Each H-bridge has a negative output NA1-3 and a positive output NA3.
  • a second of the shunt branches connects the outputs PA1, NA1; PA2, NA2 or PA3, NA3.
  • Each shunt branch has two semiconductor switches HS and corresponding switching elements, which are connected in series via a connection point.
  • the connection points of the two shunt branches are connected to each other by means of a bridge branch BZ1-3.
  • the bridge branch BZ1-3 which connects the connection points of the two shunt branches in each H-bridge HB1-3, has a series-connected inductance Ll-3.
  • the inductance Ll-3 in each of the H-bridges HB1-3 connects the connection points of the semiconductor switches HS of the two shunt branches.
  • Each phase connection is connected via a capacitor C21-23 to the negative input current connection EA2 or to the negative inputs NE1-3 of the H-bridges HB1-3.
  • the positive outputs PA1-PA3 of the H-bridges HB1-HB3 correspond to phase current connections of the inverter WR.
  • the dc power transfer connection and, if necessary, the ac transmission port are located at this interface, and the vehicle electrical system described here is shown on the left of the dotted line, to the right of which is the infrastructure in the form of a charger or charger.
  • the positive potential of the direct current transmission terminal is indirectly fed via the elec- generic machine or its star point S in several or all of the phase terminals PS1-3 of the inverter INV3, and the negative potential is a negative input ⁇ power supply of the inverter fed.
  • the positive rail DC + (corresponding to a positive contact and the positive potential, respectively) of the DC transmission terminal is connected to the positive output PA1 of a first H-bridge HB1.
  • the negative rail DC + (corresponding to a negative contact and the negative potential, respectively) of the DC transmission terminal is connected to the positive output PA2 of another H-bridge HB2.
  • the positive DC transmission connection DC + is connected to one side of the phase windings of the electric machine EM, while the opposite one Set sides of the phase windings of the electric machine EM are each connected to the phase current terminals PS1-3.
  • the positive with the DC transmission terminal DC + ⁇ ver-bound side of the phase windings of the electric motor EM are interconnected and form the star point S of the electric motor EM.
  • the negative direct current transfer connection DC- is connected to the negative input connection of the inverter WR.
  • the negative DC transmission connection DC- is in particular connected to the negative inputs of the H-bridges HB1-3.
  • Figures 1 and 3 are shown without AC transmission connection.
  • the vehicle shown there ⁇ Bordnetze may comprise an AC transmission terminal which is one or more phases and is connected to one or more (or even all) Phase current terminals of the inverter WR.
  • FIG. 2 shows a control unit CT of the inverter or of a possibly present DC voltage converter or of disconnectors or disconnectors.
  • the control unit CT controls in particular the first and the second switching device or the bridges Bl-3 and possibly the DC-DC converter DCDC, as indicated by the double arrows.

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Abstract

Le réseau de bord de véhicule (FB) selon l'invention comprend un onduleur (WR), un accumulateur d'énergie électrique (ES), une machine électrique (EM) et une borne de transmission de courant continu (DC+, DC-). L'onduleur (WR) est relié à l'accumulateur d'énergie (ES) par des bornes de courant d'entrée (EA1, 2). Au moins deux bornes de courant de phase (PS1, PS2, PS3) de l'onduleur sont reliées à la machine électrique (EM). L'onduleur (WR) présente au moins deux ponts (B1-B3; HB1-3). Les deux bornes de courant d'entrée (EA1, EA2) sont reliées aux au moins deux bornes de courant de phase (PS1, PS2, PS3) par l'intermédiaire des ponts (B1-B3; HB1-3). La borne de transmission de courant continu (DC+, DC-) présente une barre positive (DC+) qui est reliée aux bornes de courant de phase (PS1, PS2, PS3) par l'intermédiaire de la machine électrique (EM).
PCT/EP2017/063226 2016-06-06 2017-05-31 Réseau de bord de véhicule comprenant un onduleur, un accumulateur d'énergie, une machine électrique et une borne de transmission de courant continu WO2017211656A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016209905.1A DE102016209905A1 (de) 2016-06-06 2016-06-06 Fahrzeugbordnetz mit Wechselrichter, Energiespeicher, elektrischer Maschine und Gleichstrom-Übertragungsanschluss
DE102016209905.1 2016-06-06

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DE102018217309A1 (de) * 2018-10-10 2020-04-16 Continental Automotive Gmbh Mehrphasiger Wechselrichter und verwandte Hochspannungstopologie
CN114701375A (zh) * 2021-11-12 2022-07-05 上海汽车集团股份有限公司 一种电动汽车充电系统及电动汽车
US11479139B2 (en) 2015-09-11 2022-10-25 Invertedpower Pty Ltd Methods and systems for an integrated charging system for an electric vehicle

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