WO2020169685A1 - Agencement pour un véhicule - Google Patents

Agencement pour un véhicule Download PDF

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Publication number
WO2020169685A1
WO2020169685A1 PCT/EP2020/054396 EP2020054396W WO2020169685A1 WO 2020169685 A1 WO2020169685 A1 WO 2020169685A1 EP 2020054396 W EP2020054396 W EP 2020054396W WO 2020169685 A1 WO2020169685 A1 WO 2020169685A1
Authority
WO
WIPO (PCT)
Prior art keywords
arrangement
discharge
order
activation means
charging
Prior art date
Application number
PCT/EP2020/054396
Other languages
German (de)
English (en)
Inventor
Reinhard Schauerte
Dirk Meschke
Andreas Fuchs
Magnus Trapp
Original Assignee
Hoppecke Batterien Gmbh & Co. Kg
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 Hoppecke Batterien Gmbh & Co. Kg filed Critical Hoppecke Batterien Gmbh & Co. Kg
Publication of WO2020169685A1 publication Critical patent/WO2020169685A1/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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/14—Supplying electric power to auxiliary equipment of vehicles to electric lighting circuits
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control 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
    • 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
    • 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
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail 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
    • B60L2250/00—Driver interactions
    • B60L2250/10—Driver interactions by alarm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/30—Railway vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00306—Overdischarge protection
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/0031—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits using battery or load disconnect circuits
    • 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
    • Y02T10/7072—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
    • 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

  • the present invention relates to an arrangement for a vehicle.
  • the invention also relates to a system and a method.
  • the object is achieved in particular by an arrangement for a vehicle, in particular an electronic circuit for an electrical emergency system of the vehicle.
  • the vehicle is designed, for example, as at least one rail vehicle, preferably as a rail system such as a train and / or a combination of rail vehicles and / or passenger trains and / or the like.
  • the arrangement according to the invention can have at least one of the following components:
  • At least one charging path for electrically coupling at least one electrical energy storage device to a charging device (such as a charger of the on-board network) in order to provide charging of the energy storage device, preferably by conducting an electrical charging current from the charging device via the charging path to the energy storage device, at least one discharge path for electrically coupling the energy store to at least one load in order to provide an energy supply for the load by discharging the energy store, preferably by conducting an electrical discharge current from the energy store via the discharge path to the at least one load,
  • a charging device such as a charger of the on-board network
  • At least one first activation means such as a relay (in particular a contactor) and / or electronic switch, for the charging path to activate the charging, preferably to switch the charging current,
  • At least one second activation means such as a relay (in particular a contactor) and / or electronic switch, for the discharge path to activate the discharge, preferably to switch the discharge current,
  • control arrangement for providing a control of the activation means by a battery management system in order to activate the charging and discharging, preferably to switch,
  • an emergency supply arrangement of the discharge path ie for the discharge path
  • an independent maintenance of the activated discharge preferably independently of the battery management system, in order to maintain the energy supply, in particular to maintain it independently of the control by the battery management system, and to preferably deactivate the activated discharge by the To prevent battery management system, particularly preferably by bridging the control arrangement.
  • the activating agents have z. B. switching units which are integrated in the discharge and charge path to be closed depending on the activation by the control arrangement. This enables charging and discharging to be activated. It can be possible that the control arrangement or the battery management system can initiate a closing and opening of the switching unit (s) of the first activation means via the control arrangement, and on the other hand only one Can initiate closing (ie no opening) of the switching unit (s) of the second activation means. This ensures that the battery management system cannot deactivate or interrupt the discharge. The energy supply is thus ensured even if the battery management system fails or fails.
  • Batteries conventionally have two connections, a positive pole and a negative pole, via which the battery is charged and discharged.
  • the charging and discharging directions can be designed separately in the energy store.
  • the charging connection to which the energy storage device is connected to the charging device - and, in the case of rail vehicle electrical system batteries, usually also the power supply unit for the vehicle electrical system supply - can be switched off by the monitoring functions of the battery management system, in particular via the first activation means.
  • the discharge connection cannot be switched off by the monitoring functions.
  • the energy supply in particular the on-board power supply, can be ensured by the energy store even in the event of a failure or malfunction of the battery management system electronics.
  • the energy store is advantageously used as an emergency battery for use in the emergency power supply in the railway sector.
  • emergency batteries in the rail sector high demands are placed on availability.
  • the availability can be improved by using the emergency supply arrangement.
  • the emergency supply arrangement is preferably designed to be independent and / or separate and / or self-sufficient from the battery management system, preferably with a lower technical complexity than the battery management system.
  • a deactivation of the discharge by the battery management system can also be completely prevented.
  • only manual deactivation means (such as manually operated key switches) are preferably provided.
  • An arrangement according to the invention can be used for an on-board network of the vehicle or of the rail vehicle, preferably for an emergency power train battery system of the vehicle.
  • the electrical system includes z. B. the at least one load and / or the charging device and / or the battery management system (BMS) and / or the arrangement according to the invention.
  • the at least one load can each be an electrical consumer, such as a lighting system for the vehicle and / or a door opener for the vehicle and / or a radio device for the vehicle (“train radio”).
  • train radio a radio device for the vehicle
  • further consumers can also be provided in the on-board network, which (if necessary, also successively) are switched off in the event of an emergency power supply.
  • the safety-relevant load can also be switched off successively depending on a charge state of the energy store.
  • the at least one energy store is designed as such an energy store which requires monitoring of the charging and discharging of the energy store for use in the vehicle electrical system (in particular as an emergency battery), and / or that the at least one Energy storage is designed as a rechargeable lithium battery.
  • the at least one Energy storage is designed as a rechargeable lithium battery.
  • the use of a BMS is particularly advantageous in order to monitor the energy storage device.
  • a BMS may not offer the necessary availability, so that, according to the invention, an additional (and independent of the BMS) emergency supply arrangement can enable the energy store to be used for the on-board network and, in particular, as an emergency battery.
  • An arrangement according to the invention can, for. B. be arranged in a housing, and have electrical components which are freely wired together. This is particularly useful when at least one of the activation means is designed as a relay and preferably a contactor. It is also possible that the components are at least partially arranged on a circuit board and are electrically connected to one another via conductor tracks. This is e.g. B. conceivable in the formation of at least one of the activation means as an electronic switch, preferably a power semiconductor switch. It is also conceivable that the emergency supply arrangement has a monitoring means for monitoring the discharge path in order to maintain and / or deactivate the activated discharge as a function of the monitoring.
  • the emergency supply arrangement can serve for the emergency supply of the load and in particular of the on-board network, it makes sense to maintain the discharge as long as possible.
  • a limit is possibly set by the state of charge of the energy store, since deep discharge of the energy store should be avoided.
  • the monitoring can include a detection of the state of charge and in particular measurement of a voltage on the energy store. In this way, an impending deep discharge can be determined and the discharge can be deactivated to avoid it.
  • Such a function can in principle also be provided by the BMS, but be bridged in the arrangement according to the invention to increase the availability (in particular by means of self-holding).
  • the monitoring means has, for example, a sensor or an electrical adaptation and / or the like, in order in particular to detect a voltage value.
  • the second activation means is designed as an undervoltage relay, so that in particular the second activation means forms the monitoring means of the emergency supply arrangement in order to deactivate the discharge when an undervoltage is detected in the discharge path.
  • the undervoltage is z. B. detected that a voltage value measured by the undervoltage relay is compared with a limit value (above a deep discharge limit). If the measured voltage value falls below this limit value, detection takes place and a corresponding monitoring event occurs. This then in particular results in the switching unit (s) of the second activation means in the discharge path being opened in order to deactivate the discharge.
  • the emergency supply arrangement may be designed to monitor (in particular to control) the discharge and preferably to deactivate it as a function of monitoring the discharge path in order to preferably prevent deep discharge in the energy store, particularly preferably by deactivating the Discharge before reaching a deep discharge limit.
  • a monitoring event can be triggered before the deep discharge limit is reached in order to prevent the discharge disable in time.
  • a monitoring means which, for example, monitors a voltage on the energy store.
  • the emergency supply arrangement electrically couples the discharge path to the second activation means in order to control the second activation means to maintain the activated discharge, and preferably to electrically supply the second activation means through the energy store independently of an electrical energy supply of the battery management system. This serves in particular to provide the supply of the on-board network even if the power supply fails for the battery management system.
  • the emergency supply arrangement is designed as a self-holding circuit in order to keep the second activation means active after activation of the second activation means by the control arrangement and thus with activated discharge.
  • the discharge path can be electrically connected to the control circuit of the second activation means via at least one switching unit of the second activation means.
  • a self-holding can be provided when the second activation means is controlled (activated) and thus closes the switching unit.
  • another switching unit of the second activation means can switch a load circuit of the second activation means for discharging and supplying energy to the load.
  • the arrangement can furthermore be possible for the arrangement to have the at least one energy store, the at least one energy store being designed as a rechargeable emergency battery, preferably in the form of a lithium-ion accumulator. Since such a rechargeable lithium-ion (Li-ion) battery must no longer be charged after a deep discharge, otherwise short circuits inside the cell can occur, the energy storage device should be switched off before the deep discharge limit is reached. For this function are e.g. B.
  • Li-Ion batteries can be particularly advantageous as energy storage. The higher energy density is particularly useful here.
  • Li-Ion batteries often require a BMS for safe operation.
  • the BMS monitors the condition of the individual cells and prevents, for example, the cells of the energy storage device from being overcharged. This monitoring is z. B. necessary when cells that are not monitored can be destroyed by overcharging. Since the BMS are electronic circuits that consist of many electronic components, the batteries that require such monitoring, which can also switch off the batteries, have a significantly higher failure rate than batteries that do not need this monitoring. This can be at least partially improved by using an emergency supply arrangement, since the disconnection of the discharge is then no longer provided by the BMS.
  • the first activation means has a first switching unit to switch the charging of the energy store
  • the second activation means has a second switch unit to switch the discharge of the energy store
  • the first activation means preferably for direct activation by the control arrangement is connected to the control arrangement
  • / or the second activation means for activation is connected to the control arrangement in parallel to an activation by the emergency supply arrangement.
  • the control of the second activation means can take place both by the control arrangement, but only for switching on, and in addition to switching off the second activation means by the emergency supply arrangement.
  • the emergency supply arrangement bridges the switching off by the control arrangement for the second activation means.
  • the control arrangement has a first control switch for activating and deactivating the first activation means and / or has a second control switch only for activating the second activation means, so that only the emergency supply arrangement is designed to deactivate the second activation means .
  • the first control switch is for this purpose.
  • the second control switch can be connected in parallel to a (further, second) switching unit of the second activation means, so that both the second control switch and the switching unit can activate the activation means.
  • control arrangement has a second control switch only for initiating the activation of the second activation means, so that only the emergency supply arrangement is designed to maintain (i.e., self-hold) the activation and deactivation of the second activation means.
  • the second control switch can be connected in parallel to a (further, second) switching unit of the second activation means, so that both the second control switch and the switching unit can activate the activation means.
  • the emergency supply arrangement is electrically connected to the discharge path in order to operate the second activation means electrically through the energy store, and thus preferably independently of an energy supply and / or a state of the battery management system.
  • an emergency supply can also be provided in the event of a fault in the BMS or the energy supply for the BMS.
  • the charging path and the discharging path differ in order to conduct an electrical charging and / or discharging current of the energy store via different current paths. In this way, in emergency operation, the discharge can be provided with greater reliability and in particular exclusively.
  • a diode is connected to the energy store in order to separate an electrical current flow for charging and discharging from one another, in particular for a charging and / or discharging current of the energy store through the different paths, namely the charging path and the discharge path, to direct.
  • This also has the advantage that the charging can be switched and / or a backflow of charges from the load to the energy store is avoided.
  • the first activation means has a first switching unit for activating and deactivating the charging, to a to switch electrical charging current through the charging path to the energy store, wherein the first switching unit is preferably connected for bridging and preferably in parallel with the (aforementioned) diode.
  • the second activation means has a second switching unit (in particular the discharge switching unit of the emergency supply arrangement) for activating and deactivating the discharge in order to switch an electrical discharge current of the energy store through the discharge path, with the second switching unit preferably being in series with the (aforementioned) Diode is switched. In this way, a separate charging and discharging path can be provided.
  • the second activation means has a further second switching unit (in particular self-holding switching unit of the emergency supply arrangement) for self-holding the second activation means in order to switch a control current to the second activation means, preferably to use the control current to switch the second activation means depending on a monitoring of the control current activated by the second activation means.
  • This can serve to keep the switching units of the second activation means closed until a monitoring event is present.
  • the switching units of the second activation means can then be opened in order to deactivate the discharge. This enables reliable discharge in emergency power mode until the monitoring event is triggered.
  • the monitoring event is e.g. B. specific for a critical state of the energy store, in which the discharge should be deactivated.
  • the invention also relates to a system having:
  • At least one electrical (preferably rechargeable) energy storage device for supplying electrical energy to an on-board network of a vehicle, in particular to an on-board network of a rail vehicle, preferably an emergency power train battery system,
  • a charging device in particular a charger, for charging the energy storage device
  • a battery management system for monitoring the energy storage, at least one charging path which electrically couples the energy store to the charging device in order to provide the charging of the energy store, at least one discharge path for electrically coupling the energy store to at least one load of the vehicle electrical system in order to provide an energy supply for the load by discharging the energy store,
  • At least one second activation means for the discharge path in order to activate the discharge
  • control arrangement which is electrically connected to the battery management system and to the activation means in order to provide control of the activation means by the battery management system in order to activate the charging and discharging
  • an emergency supply arrangement of the discharge path for independent maintenance of the activated discharge in order to maintain the energy supply, in particular to maintain it independently of the control by the battery management system.
  • the system according to the invention thus has the same advantages as have been described in detail with reference to an arrangement according to the invention.
  • the system can have an arrangement according to the invention.
  • the charging device is designed as a charger and / or power supply unit for supplying the on-board network of the vehicle, in particular a rail vehicle.
  • a further advantage within the scope of the invention can be achieved if the battery management system provides at least one monitoring function for the energy store in order to deactivate the charging by means of the monitoring function, whereby deactivation of the discharge by the battery management system (by the emergency supply arrangement) is preferably prevented.
  • the emergency supply arrangement bridges, for example, the control arrangement, in particular by means of a self-holding.
  • the battery management system provides at least one of the following monitoring functions for the energy store:
  • the invention also relates to a method for controlling the energy supply in a vehicle, in particular in an on-board network of a rail vehicle, preferably for an emergency power train battery system. It is provided that the following steps (or at least one of the following steps) are carried out, preferably one after the other in the order specified or in any order:
  • the energy supply can always be maintained until the monitoring event occurs, in particular without the BMS being able to deactivate the discharge and / or energy supply.
  • the method according to the invention thus brings the same advantages as have been described in detail with reference to an arrangement according to the invention and / or a system according to the invention.
  • the method can be suitable for operating an arrangement according to the invention and / or a system according to the invention.
  • the monitoring event is an undershooting of a specified current and / or voltage value (limit value) in the energy store during discharge, the specified current and / or voltage value being specific for a deep discharge.
  • a measurement of the discharge current and / or the voltage of the energy store can be carried out, and the measured current and / or voltage value compared with the predetermined current and / or voltage value. This measurement is carried out repeatedly, for example, by the emergency supply arrangement and / or the second activation means.
  • the emergency supply arrangement prevents the discharge from being deactivated by the battery management system. In this way, emergency operation can be provided very reliably.
  • Figure 1 is a schematic circuit diagram of an arrangement according to the invention
  • FIG. 2 is a schematic representation of a vehicle with a system according to the invention
  • FIG. 3 shows a schematic representation for the visualization of an inventive
  • FIG. 1 shows an arrangement 10 according to the invention for a vehicle 5, in particular for an on-board network 6 of a rail vehicle 5, preferably for an emergency power train battery system.
  • a charging path 11 for electrically coupling at least one electrical energy store 80 to a charging device 7 is shown. This serves to provide a charge for the energy store 80.
  • a discharge path 12 is provided for electrically coupling the energy store 80 to at least one load 8 in order to provide an energy supply for the load 8 by discharging the energy store 80.
  • the charging path 11 and the discharging path 12 can be current paths formed separately from one another, which are each provided, for example, by electrical lines or the like.
  • the loading path 11 is z. B. can be electrically connected to the charging device 7 via electrical connections BC +, BC-.
  • the discharge path 12 can, however, be connected to the at least one load 8 via other connections BL +, BL-.
  • a first activation means K1 is provided for the charging path 11 in order to activate the charging.
  • a second activation means K2 for the discharge path 12 is shown in order to activate the discharge.
  • the activation means K1, K2 are designed, in particular, as relays and, for activating (and also deactivating) the charging and discharging, have switching units K1 ', K2' which are designed as switching contacts can.
  • a control arrangement 20 can be used to provide control of the activation means K1, K2 by a battery management system 1 in order to activate the charging and discharging.
  • the control arrangement 20 has control switches S1, S2 which can be activated by the BMS 1. This in turn enables the activation means K1, K2 to be controlled.
  • a first control switch S1 directly activates the first activation means K1, and thus switches the first switching unit K1 '.
  • the second control switch S2 is arranged in parallel with a self-holding switch unit 32, K2 '. This only enables the second activation means K2 to be activated directly and thus the second switching unit (s) K2 'to be closed. Deactivating the second activation means K2 and thus opening the second switching unit (s) K2 'is not possible by the BMS 1, since the self-holding switching unit 32, K2' is also closed when the second activation means K2 is activated.
  • This enables the formation of an emergency supply arrangement 30 of the discharge path 12 for independent maintenance of the activated discharge in order to maintain the energy supply, in particular to maintain it independently of the activation by the battery management system 1.
  • the activation of the discharge described here can be z.
  • a simple push of a button or by a control e.g. the BMS 1 or the vehicle control, switch it on, but not switch it off.
  • the discharge side i.e. the discharge
  • the discharge side can only be switched off by the second activation means K2 and by manual intervention (such as removing fuses from a disconnector).
  • Temporary closing of the second control switch S2 can initially initiate the charging of the precharge circuit, e.g. B. for charging parasitic capacitances on the load side.
  • the capacities of the on-board network are correspondingly pre-charged via this pre-charging circuit. This is e.g. B. necessary to prevent high current peaks.
  • the second activation means K2 can close the self-holding circuit for the second activation means K2.
  • the Self-holding activated via the emergency supply arrangement 30.
  • the self-holding circuit remains closed as long as the second activation means K2 does not open it.
  • the charging side that is to say the charging path 11, can be monitored via the BMS 1.
  • the BMS 1 can switch off the charging side and thus the charging.
  • the BMS 1 can also switch on the charging side.
  • the charging and discharging directions can be separated by the diode D1. As long as the charging direction is switched on, the diode is bridged. This serves to avoid power loss in the diode.
  • the arrangement 10 ensures that a discharge is always possible. This ensures the safety function that is provided by the energy store. A failure of the loading side can be detected and the journey or the circuit can be continued.
  • the emergency supply arrangement 30 has a monitoring means 31 for monitoring the discharge path 12 in order to maintain and / or deactivate the activated discharge as a function of the monitoring.
  • the second activation means K2 is designed as an undervoltage relay K2, so that the second activation means K2 forms the monitoring means 31 of the emergency supply arrangement 30.
  • the emergency supply arrangement 30 is designed as a self-holding circuit in order to keep the second activation means K2 itself active after activation of the second activation means K2 by the control arrangement 20, and thus when the discharge is activated.
  • the first activation means K1 has a first switching unit K1 'in order to switch the charging of the energy store 80
  • the second activation means K2 has a second switching unit K2' in order to switch the discharge of the energy store 80.
  • the first activation means K1 is connected to the control arrangement 20 for direct activation by the control arrangement 20, and the second activation means K2 is connected to the control arrangement 20 for activation in parallel with an activation by the emergency supply arrangement 30.
  • the control arrangement 20 also has a first control switch S1 for activating and deactivating the first activation means K1, and a second control switch S2 only for activating the second activation means K2, so that only the emergency supply arrangement 30 is designed to deactivate the second activation means K2.
  • the emergency supply arrangement 30 is electrically connected to the discharge path 12 in order to operate the second activation means K2 electrically through the energy store 80, and thus independently of an energy supply and / or a state of the battery management system 1.
  • the charging path 11 and the discharging path 12 differ in order to conduct an electrical charging and / or discharging current le, la of the energy store 80 via different current paths.
  • a diode D1 is connected to the energy store 80 in order to separate the electrical current flow for charging and discharging from one another, and for the charging and / or discharging current la, le of the energy store 80 through the different paths 11, 12, namely the charging path 11 and the discharge path 12.
  • the first activation means K1 has a first switching unit K1 'for activating and deactivating the charging in order to switch an electrical charging current Ia through the charging path 11 to the energy store 80, the first switching unit K1' being connected for bridging and parallel to the diode D1.
  • the second activation means K2 has a second switching unit K2 ′ in the form of a discharge switching unit 33 of the emergency supply arrangement 30 for activating and deactivating the discharge in order to switch an electrical discharge current le of the energy store 80 through the discharge path 12. This second switching unit K2 ', 33 is connected in series with the diode D1.
  • the second activation means K2 has a further second switching unit K2 'in the form of a self-holding switch unit 32 of the emergency supply arrangement 30 for self-holding the second activation means K2 in order to switch a control current Is to the second activation means K2.
  • FIG. 2 shows a system according to the invention with a device according to the invention and a charging device 7 for charging the energy store 80 as well as a battery management system 1 for monitoring the energy store 80.
  • a method for controlling the energy supply in a vehicle 5 is shown schematically in FIG.
  • a first method step 101 the charging of an energy store 80 is controlled by a battery management system 1.
  • a discharge of the energy store 80 is activated by the battery management system 1 in order to supply energy to at least one load 8 through the discharge of the energy store 80 of the vehicle 5 to provide.
  • the discharge is monitored by an emergency supply arrangement 30, in particular independently of the battery management system 1.
  • the activated discharge is maintained until a monitoring event is present during the monitoring, in particular independently of the battery management system 1 in order to always maintain the energy supply until the monitoring event occurs.

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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)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un agencement (10) pour un véhicule (5), en particulier pour un réseau de bord (6) d'un véhicule ferroviaire (5), de préférence pour un système de batterie de secours de train, présentant : – au moins un chemin de charge (11) pour le couplage électrique d'au moins un accumulateur d'énergie électrique (80) à un dispositif de charge (7), afin de fournir une charge de l'accumulateur d'énergie (80), – au moins un chemin de décharge (12) pour le couplage électrique de l'accumulateur d'énergie (80) à au moins une charge (8), afin de fournir une alimentation en énergie de la charge (8) par décharge de l'accumulateur d'énergie (80), – au moins un premier moyen d'activation (K1) pour le chemin de charge (11) afin d'activer la charge, – au moins un deuxième moyen d'activation (K2) pour le chemin de décharge (12) afin d'activer la décharge, – un agencement de commande (20) pour fournir une commande du moyen d'activation (K1, K2) par un système de gestion de batterie (1) afin d'activer la charge et la décharge,– un agencement d'alimentation de secours (30) du chemin de décharge (12) pour maintenir automatiquement la décharge activée, afin de maintenir l'alimentation en énergie, en particulier de la maintenir indépendamment de la commande par le système de gestion de batterie (1).
PCT/EP2020/054396 2019-02-19 2020-02-19 Agencement pour un véhicule WO2020169685A1 (fr)

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DE102019104136.8A DE102019104136A1 (de) 2019-02-19 2019-02-19 Anordnung für ein Fahrzeug

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