WO2023147907A1 - Dispositif de commutation pour séparer une batterie haute tension d'un système électrique embarqué d'un véhicule - Google Patents

Dispositif de commutation pour séparer une batterie haute tension d'un système électrique embarqué d'un véhicule Download PDF

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Publication number
WO2023147907A1
WO2023147907A1 PCT/EP2022/081597 EP2022081597W WO2023147907A1 WO 2023147907 A1 WO2023147907 A1 WO 2023147907A1 EP 2022081597 W EP2022081597 W EP 2022081597W WO 2023147907 A1 WO2023147907 A1 WO 2023147907A1
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WO
WIPO (PCT)
Prior art keywords
transistor
current
voltage battery
current path
mode
Prior art date
Application number
PCT/EP2022/081597
Other languages
German (de)
English (en)
Inventor
Samuel Vasconcelos Araujo
Johannes Swoboda
Berengar Krieg
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2023147907A1 publication Critical patent/WO2023147907A1/fr

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Classifications

    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
    • H03K17/51—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used
    • H03K17/56—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used by the use, as active elements, of semiconductor devices
    • H03K17/687—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used by the use, as active elements, of semiconductor devices the devices being field-effect transistors
    • H03K17/6871—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used by the use, as active elements, of semiconductor devices the devices being field-effect transistors the output circuit comprising more than one controlled field-effect transistor
    • H03K17/6874—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used by the use, as active elements, of semiconductor devices the devices being field-effect transistors the output circuit comprising more than one controlled field-effect transistor in a symmetrical configuration
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
    • H03K17/16—Modifications for eliminating interference voltages or currents
    • H03K17/161—Modifications for eliminating interference voltages or currents in field-effect transistor switches
    • H03K17/165—Modifications for eliminating interference voltages or currents in field-effect transistor switches by feedback from the output circuit to the control circuit
    • H03K17/166—Soft switching

Definitions

  • Switching device for disconnecting a high-voltage battery from a vehicle's electrical system
  • the present invention relates to a switching device for disconnecting a high-voltage battery from an on-board network of a vehicle.
  • high-voltage batteries also referred to as high-voltage batteries
  • electromechanical switches usually contactors.
  • the switching device also includes a control unit which is set up to activate the first switching unit and/or the second switching unit.
  • the first pole is, for example, a positive pole of the high-voltage battery and the second pole is a negative pole of a high-voltage battery.
  • the first and the second transistor are in particular MOSFET transistors.
  • the first transistor and/or the second transistor can also consist of a combination of several individual transistors, for example a transistor array.
  • Two transistors are connected in series with one another in the first switching unit.
  • two, in particular, the source contacts of the two transistors are coupled to one another in the series circuit, with the drain contacts of the two transistors each forming an input and an output of the first switching unit.
  • two drain contacts of the two transistors are coupled to one another in the series circuit, with the source contacts of the two transistors each forming an input and an output of the first switching unit.
  • Both the first and the second transistor have an inverse diode, which is typically a parasitic diode of the transistor.
  • the two inverse diodes of the two transistors are coupled to one another with the same poles and are therefore connected to one another with opposite polarity. This means that the inverse diodes of the first and of the second transistor have opposite forward directions.
  • the first transistor can either be switched to an on state or switched to an off state. This is typically done by applying a control voltage to a gate contact of the first transistor. If the first transistor is switched on, a current can flow through regardless of its flow direction flow through the first transistor. If the first transistor is not switched on, a current can flow through its inverse diode, but a current flow in the opposite direction is interrupted. This also applies in a corresponding manner to the second transistor.
  • the first switching unit is set up to interrupt the first current path. This results from the fact that both the first transistor and the second transistor can be placed in a non-conductive state by the control unit. Since the two inverse diodes are arranged with opposite poles to one another, at least one of the two inverse diodes is aligned in a reverse direction, regardless of whether a charging current or a discharging current flows from or to the high-voltage battery.
  • the second switching unit is optionally structurally identical to the first switching unit, the second switching unit having a third transistor and a fourth transistor, the third transistor and the fourth transistor being connected in series in such a way that their inverse diodes in the second current path are connected to one another with opposite poles.
  • the third transistor and/or the fourth transistor can also consist of a combination of several individual transistors, for example a transistor array.
  • the second switching unit has an electromechanical switch, for example a contactor. The second switching unit is therefore also suitable for interrupting the second current path when this is correspondingly activated by the control unit.
  • the switching device for disconnecting a high-voltage battery from an on-board network of a vehicle is preferably arranged in a vehicle and makes it possible to disconnect the high-voltage battery of the vehicle from the on-board network.
  • a vehicle having the switching device and the high-voltage battery also has the advantages of the switching device according to the invention.
  • the two poles of the inverse diodes are referred to as anode contact and cathode contact. If the inverse diodes are connected to one another with opposite poles, then either two anode contacts or two cathode contacts are connected to one another. There are thus two similar contacts connected to each other.
  • the control unit is, for example, an electronic arithmetic unit, in particular a driver chip, through which control signals are provided, the first and the second switching unit are provided, and are typically also applied to the gate contacts of the transistors.
  • the control unit is preferably set up to activate the first switching unit in a first mode in such a way that the first transistor and the second transistor are not switched on.
  • the first mode can also be referred to as off mode.
  • a current flow via the first current path ie a current flow between the first pole of the high-voltage battery and the first voltage input of the vehicle electrical system, is prevented.
  • the second current path is preferably also interrupted by a corresponding switching of the second switching unit.
  • an electromechanical switch of the second switching unit is switched to an open state, or the third transistor and the fourth transistor of the second switching unit are switched to an open state and thus to a non-connected state. In this way, any current flow to or from the high voltage battery can be interrupted.
  • a gate-source voltage of zero volts is applied in particular to the first and to the second transistor by the control unit.
  • control unit is set up to control the first switching unit in a second mode in such a way that the first transistor is switched on and the second transistor is not switched on, the second transistor being arranged in the first current path in such a way that a Current flow from the high-voltage battery in the forward direction via an inverse diode of the second transistor is possible.
  • the second mode can also be referred to as a discharge mode. In this case, a discharge current can flow through the first transistor since it is switched on. The second transistor is not turned on, but a discharge current can flow through the second transistor since its inverse diode is arranged accordingly.
  • the high-voltage battery In the discharge mode it is ensured that the high-voltage battery is not charged since a charging current would flow in a reverse direction of the inverse diode of the second transistor and is therefore not conducted.
  • a mode is thus provided in which the high-voltage battery can continue to be used to operate the vehicle, but cannot be charged any further. It is thus possible, for example, that in the event of certain defects a vehicle can still be moved to a workshop, but charging of the high-voltage battery, for example by recuperation, is prevented for safety reasons.
  • control unit is set up to detect a current strength of a current flowing through the first current path and then to bring the second transistor into an on state in the second mode when the current coming from the high-voltage battery is in the first current path is above a predefined first threshold, and then bringing the second transistor into an off-state when the current coming from the high-voltage battery in the first current path falls below the predefined first threshold or a possible change in a current flow direction is detected.
  • the current coming from the high voltage battery is a discharge current of the high voltage battery.
  • the inverse diode of the second transistor could be overloaded, for example, which makes it advantageous if the second transistor is switched on in order to allow current to flow through the second transistor away from the inverse diode. It is also ensured that no charging current flows into the high-voltage battery, since this can only be the case when the current in the first current path is below the first threshold value.
  • the first threshold value is therefore preferably selected in such a way that it corresponds to a current which can be conducted via the inverse diode of the second transistor without the second transistor being damaged.
  • the second transistor If the current coming from the high-voltage battery in the first current path drops below the predefined first threshold value, or if a possible change in the direction of current flow is detected, then the second transistor is brought into the non-connected state. It is thus ensured by means of the inverse diode of the second transistor that no charging current flows to the high-voltage battery, but a discharge current can nevertheless be drawn from the high-voltage battery.
  • a current coming from the high-voltage battery has in particular a positive sign and a current flowing to the high-voltage battery preferably has a negative sign.
  • a possible change of a The direction of current flow can be detected by different sensors and made available to the control unit as information.
  • control unit is set up to control the first switching unit in a third mode in such a way that the second transistor is switched on and the first transistor is not switched on, the first transistor being arranged in the first current path in such a way that a Current flow to the high-voltage battery in the forward direction is possible via an inverse diode of the first transistor.
  • the third mode is in particular a charging mode.
  • the second mode in the third mode it is only possible to charge the high-voltage battery, but not to discharge the high-voltage battery.
  • the third mode can be used in situations in which the vehicle's electrical system is no longer to be supplied via the high-voltage battery, but at the same time damage to the high-voltage battery due to excessive discharge is to be prevented. If the second transistor is turned on, a charging current can flow through the second transistor and can also flow to the high-voltage battery via the inverse diode of the first transistor. This can be done even though the first transistor is not turned on.
  • control unit detects a current strength of a current flowing through the first current path and the control unit is set up in the third mode to bring the first transistor into an on state when the current flowing to the high-voltage battery is in the first current path is above a predefined second threshold, and then bring the first transistor into an off-state when the current flowing to the high-voltage battery in the first current path falls below the predefined threshold or a possible change in a current flow direction is detected.
  • the second threshold value is selected in particular in such a way that damage to the first transistor due to excessive current through it Inverse diode is avoided. This makes it possible for particularly high charging currents to be able to flow to the high-voltage battery. If the current flowing to the high-voltage battery, i.e.
  • the charging current falls below the second threshold value, it can flow through the inverse diode of the first transistor and further charging of the high-voltage battery is ensured, while at the same time it is ensured that no discharge currents flow from the high-voltage battery into the on-board network flow.
  • a possible change in the direction of current flow can be detected by an electronic control system in the vehicle.
  • the first transistor can be brought into the non-conductive state by the control unit.
  • control unit is set up to control the first switching unit in a fourth mode in such a way that clocked switching of the first transistor regulates a current coming from the high-voltage battery to a target value, and/or the first switching unit in one to control the fifth mode in such a way that a current flowing to the high-voltage battery is regulated to a target value by clocked switching of the second transistor.
  • the first transistor in the fourth mode and the second transistor in the fifth mode are preferably driven by means of a frequency- or pulse-width-modulated signal at its gate contact. The longer the first or the second transistor is switched on, the higher the current flowing through this transistor.
  • a discharge current can thus be specified in the fourth mode and a charging current can be specified in the fifth mode.
  • an additional safety mode can be provided, which, for example, allows the high-voltage battery to continue to be discharged and the vehicle to continue to be operated if there is a fault in the rest of the vehicle electronics, and it normally it would no longer be possible to ensure safe discharge of the high-voltage battery.
  • the second switching unit is connected in particular in such a way that the second current path is not interrupted.
  • a vehicle electrical system inductance is preferably used in order to use the principle of a step-up or step-down converter.
  • one or more further diodes are preferably arranged in parallel with the high-voltage battery, with these diodes having the same orientation.
  • the diodes could also be combined in one diode placed between the first transistor and the second transistor is connected. The current would then flow through these body diodes.
  • a circuit is advantageous by which voltage peaks are respectively limited on the side of the source.
  • control unit is set up to control the first switching unit in a sixth mode such that the first transistor is regulated in its linear range in order to limit a current coming from the high-voltage battery for charging an intermediate circuit capacitor.
  • the problem typically arises that when a high-voltage battery is started up, an intermediate circuit capacitor is initially completely discharged and high currents flow through the intermediate circuit capacitor during a switch-on process. It is therefore advantageous to limit these currents, which is preferably done by operating the first transistor in its linear range and thus regulating a current flow through the first transistor.
  • the second transistor is preferably switched on. However, this is not absolutely possible since the current for charging the intermediate circuit capacitor can also flow via the inverse diode of the second transistor.
  • the second switching unit is connected in particular in such a way that the second current path is not interrupted.
  • the second switching unit includes the third transistor and the fourth transistor, the third transistor and the fourth transistor being connected in series in such a way that their inverse diodes are connected to one another with opposite poles in the second current path.
  • the second switching unit is constructed in particular in accordance with the first switching unit. So either two source contacts or two drain contacts of the third and fourth transistor are connected to each other.
  • the first and fourth transistors are preferably connected to the high-voltage battery and the second and third transistors are connected to the vehicle electrical system. Electromechanical switches can thus be dispensed with entirely.
  • control unit is set up to drive the third transistor in accordance with the first transistor and to drive the fourth transistor in accordance with the second transistor. This takes place in particular in the first to sixth modes. In this way it is achieved, for example, that in the second mode of the discharge current both is ensured by the first current path as well as by the second current path and a charging current can flow at the same time neither through the first current path nor through the second current path. A voltage drop at individual transistors or individual inverse diodes is thus reduced, as a result of which, among other things, higher currents are made possible via the inverse diodes.
  • Figure 1 is a schematic representation of an inventive
  • FIG. 2 shows a representation of the switching device during operation in the second mode
  • Figure 3 is an illustration of the circuitry operating in a fourth mode
  • FIG. 4 shows a representation of the control device during operation in a sixth mode.
  • Figure 1 is a schematic representation of a switching device 1 for separating a high-voltage battery 2 from a vehicle electrical system 3.
  • the high-voltage battery 2 has a positive pole and a negative pole.
  • the positive pole of the high-voltage battery 2 is connected to a first voltage input 6 of the vehicle electrical system 3 via a first current path 4 .
  • the negative pole of the high-voltage battery 2 is connected to a second voltage input 7 of the vehicle electrical system 3 via a second current path 5 .
  • a first switching unit 9 is arranged in the first current path 4 .
  • a second switching unit 10 is arranged in the second current path 5 .
  • the first switching unit 9 comprises a first transistor 11 and a second transistor 12.
  • the first transistor 11 and the second transistor 12 are connected in series.
  • a source contact of the first transistor 11 is connected to a source contact of the second transistor 12 .
  • a drain contact of the first transistor 11 is connected to the positive pole of the high-voltage battery 2 .
  • a drain contact of the second transistor 12 is connected to the first voltage input 6 of the vehicle electrical system 3 .
  • an anode of a first inverse diode 15, which is the inverse diode of the first transistor 11 is connected to an anode of a second inverse diode 16, which is the inverse diode of the second transistor 12.
  • the second switching unit 10 comprises a third transistor 13 and a fourth transistor 14.
  • the third transistor 13 is connected in series with the fourth transistor 14, the third transistor 13 and the fourth transistor 14 being connected in series in such a way that their inverse diodes 17, 18 are connected to each other in opposite polarity.
  • a source contact of the third transistor 13 is thus connected to a source contact of the fourth transistor 14 .
  • a drain contact of the fourth transistor 14 is connected to the negative pole of the high-voltage battery 2 .
  • a drain contact of third transistor 12 is connected to second voltage input 7 of vehicle electrical system 3 . This leads to the inverse diodes 17, 18 of the third transistor 13 and the fourth transistor 14 being connected to one another with opposite poles.
  • an anode of a third inverse diode 17, which is the inverse diode of the third transistor 13 is connected to an anode of a fourth inverse diode 18, which is the inverse diode of the fourth transistor 14.
  • Opposite polarity means that the inverse diodes are arranged with reversed polarity in the associated current path, which means that like poles of the inverse diodes are connected to one another.
  • the anode and the cathode of the inverse diodes are to be regarded as their poles.
  • the second switching unit 10 is formed by the third transistor 13 and the fourth transistor 14 .
  • the second switching unit 10 by a single electromechanical switch, for example by a shooter, can be formed. If this is the case, then the electromechanical switch is always turned on when a mode is present in which a current is intended to flow through the first current path.
  • the switching device 1 also includes a control unit 8, which is a digital driver unit, for example.
  • the control unit 8 is set up to control the first switching unit 9 and the second switching unit 10 .
  • the control unit 8 is connected to the gate contacts of the first to fourth transistors 11 to 14 via a respective connection contact x1 to x4.
  • the control unit 8 is set up to run different modes. Different functions are provided by the different modes.
  • the switching device 1 can thus be operated in a first mode by the control unit 8 .
  • the control unit 8 is set up to control the first switching unit 9 in the first mode in such a way that the first transistor 11 and the second transistor 12 are not switched on.
  • the control unit 8 is set up to control the third transistor 13 and the fourth transistor 14 in the first mode in such a way that they are not switched on.
  • a current can therefore flow neither through the first current path 4 nor through the second current path 5 .
  • a current could flow via one of the inverse diodes 15 to 18, the current will not flow through the entire current path since the inverse diodes of a current path are arranged with opposite poles to one another.
  • the control unit 8 is set up to operate the switching device 1 in a second mode.
  • the second mode which can also be referred to as the discharge mode, discharging of the high-voltage battery 2 is enabled, but charging of the high-voltage battery 2 is prevented. This makes it possible, for example, for a vehicle to be moved to a workshop using the energy still in the high-voltage battery 2, although charging the high-voltage battery 2 is no longer recommended for safety reasons.
  • a path of a current flow 19 through the switching device 1 is shown in FIGS.
  • FIG. 2 Operation of the switching device 1 in the second mode is shown in FIG. 2 by way of example.
  • An arrow with a solid line shows that a transistor is switched on.
  • a crossed-out arrow correspondingly shows that a transistor is not switched through.
  • the dashed arrows show the direction in which a current can flow through the inverse diodes of a transistor.
  • the first transistor 11 If the first transistor 11 is switched on, a current can flow through it from the high-voltage battery 2 in the direction of the vehicle electrical system 3 .
  • the second transistor 12 is not switched on, the current can flow from the high-voltage battery 2 through the second inverse diode 16 of the second transistor 12 to the vehicle electrical system 3 .
  • the current can flow through the third transistor 13, which is controlled in accordance with the first transistor 11 and is therefore also switched through.
  • the fourth transistor 14 is driven in accordance with the second transistor 12 and is therefore not switched on. Nevertheless, the current can flow through this fourth transistor 14, namely via the fourth inverse diode 18 of the second transistor 14.
  • the control unit 8 is set up to detect a current strength of a current flowing through the first current path 4 and to bring the second transistor 12 into an on state in the second mode when the current coming from the high-voltage battery 2 in the first current path 4 over a predefined first threshold value.
  • the first threshold value is defined in such a way that the second transistor 12 is turned on before the second transistor is damaged by the current flowing through the second inverse diode 16 .
  • both the first transistor 11 and the second transistor 12 are on when the current is above the first threshold. If the current falls below the first threshold value again, the second transistor 12 is brought back into the non-conductive state. The first transistor 11 remains in the on state.
  • the fourth transistor 14 is switched corresponding to the second transistor 12 and the third transistor 13 is switched corresponding to the first transistor 11 .
  • the control unit 8 is also set up to control the first switching unit 9 in a third mode in such a way that the second transistor 12 is switched on and the first transistor 11 is not switched on, the first transistor 11 being arranged in the first current path 4 in such a way that a current flow to the high-voltage battery 2 in the forward direction via an inverse diode, here the first inverse diode 15, of the first transistor 11 is possible.
  • the functionality of the third mode corresponds to that of the second mode, but the current directions are reversed. Thus, a charging current is suppressed by the second mode and a discharging current is suppressed by the third mode.
  • the high-voltage battery 2 can thus be charged via the switching device 1 but cannot be discharged in order to supply the vehicle electrical system 3 .
  • This can be particularly advantageous when there is a defect in the vehicle electrical system 3, but a discharge of the high-voltage battery 2 over time is to be avoided.
  • the current can flow through the switched-on second transistor 12 and the first inverse diode 15 of the first transistor 11, as a result of which a charging current can flow from the vehicle electrical system 3 to the high-voltage battery 2. Conversely, no discharge current can flow via the first current path 4 since this cannot flow through the first inverse diode 15 of the first transistor 11 and the first transistor 11 is not switched on.
  • the control unit 8 is set up to detect a current intensity of a current flowing through the first current path 4 and to bring the first transistor 11 into the switched-on state in the third mode when the current flowing to the high-voltage battery 2 is in the first current path 4 is above a previously predefined second threshold, and then bring the first transistor 11 into the non-conductive state when the current flowing to the high-voltage battery 2 in the first current path 4 falls below the predefined second threshold or a possible change in a Current flow direction is detected.
  • the second transistor 12 remains in the on state.
  • the second threshold value is selected in such a way that damage to the first transistor 11 by a current flowing through the first inverse diode 15 is avoided.
  • first transistor 11 can also be switched back to the switched-on state when a possible change in the direction of current flow is detected, for example when control electronics of vehicle electrical system 3 indicate that a consumer has been activated.
  • the fourth transistor 14 is switched corresponding to the second transistor 12 and the third transistor 13 is switched corresponding to the first transistor 11 .
  • the control unit 8 is set up to control the first switching unit 9 in a fourth mode such that a current coming from the high-voltage battery, ie a discharge current, is regulated to a target value by clocked switching of the first transistor 11 .
  • a current coming from the high-voltage battery ie a discharge current
  • the first transistor 11 is switched by a pulse-width modulated or a frequency-modulated signal and is thus brought alternately into the switched-on state and into the non-switched-on state. The longer the time intervals in which the first transistor 11 is in the switched-on state, the greater the through-flow first transistor current flowing.
  • the first transistor 11 can thus be operated as a current or voltage regulator, in particular as a DC converter.
  • the second transistor 12 is either in a switched-on state or in a non-switched-on state. If the second transistor 12 is in a switched-through state, a current flowing to the high-voltage battery 2, ie a charging current, can also be regulated to a target value by the clocked switching of the first transistor.
  • a current can also be regulated to a target value in a fifth mode by the second transistor 12, with the second transistor 12 being controlled in a fifth mode in such a way that clocked switching of the second transistor 12 supplies a to the high-voltage battery 2 flowing current is regulated to a target value.
  • the second transistor 12 can thus also act as a current or voltage regulator.
  • the switching device 1 also includes a current or voltage sensor in order to enable regulation to a target value.
  • the intervals for the pulse-width modulations or the frequencies for the frequency modulation can be fixed, predetermined values.
  • the high-voltage battery When charging, the high-voltage battery first goes through a phase in which the current is regulated (constant current). Towards the end of the charging process, there is a switchover and the voltage is regulated (constant voltage). With this battery topology, the onboard charger or the external DC voltage charging station can now be designed as an adjustable voltage source (only CV possible). The battery automatically regulates the constant current phase of charging through its current limitation, which is made possible by the fifth mode. This also eliminates the need to coordinate the ancillary units (12V supply / air conditioning for battery cooling) and communication with the charging station is simplified.
  • the ancillary units (12V supply / air conditioning for battery cooling
  • the fourth transistor 14 is switched corresponding to the second transistor 12 and the third transistor 13 is switched corresponding to the first transistor 11 .
  • the control unit 8 is also set up to be driven in a sixth mode, which enables an intermediate circuit capacitor 20 to be charged. This is shown in FIG. 4 by way of example.
  • the first current path 4 is connected to the second current path 5 via the intermediate circuit capacitor 20 .
  • the intermediate circuit capacitor 20 is connected in particular with a first pole to the first voltage input 6 of the vehicle electrical system and with a second pole to the second voltage input 7 of the vehicle electrical system.
  • the switching device 1 can be operated in accordance with the sixth mode.
  • the first transistor 11 is regulated in its linear range, as a result of which a resistance of the first transistor 11 can be set.
  • the current flow through the first transistor 11 is thus limited, since the first transistor acts as a resistor, and controlled charging of the intermediate circuit capacitor 20 can take place.
  • the charging current for the intermediate circuit capacitor is also made possible by operating the third transistor 13 in its linear operating range.
  • the transistors in the first and/or second path are therefore controlled in such a way that the current is limited in such a way that the power loss at the switches is low enough but the intermediate circuit capacitor can be precharged.
  • each contactor is replaced by two groups of transistors (a group can consist of several parallel switches), since each group can only block the current in one direction.
  • a freewheeling diode can preferably also be implemented as an actively switched freewheeling. If the cell voltage information is lost, current-limited discharging can be permitted, the current intensity of which must be ensured with sufficient reliability (ASIL x). In order not to be dependent on external systems alone, a discharge current can be limited with the switching device.
  • VCU vehicle control unit

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un dispositif de commutation (1) pour séparer une batterie haute tension (2) d'un système électrique embarqué (3) d'un véhicule, comprenant un premier trajet de courant (4) qui est conçu pour connecter un premier pôle de la première batterie haute tension (2) à une première entrée de tension (6) du système électrique embarqué (3), le premier trajet de courant comprenant une première unité de commutation (9) qui permet au premier trajet de courant (4) d'être interrompu, et la première unité de commutation comprend un premier transistor (11) et un deuxième transistor (12), lesdits premier transistor (11) et deuxième transistor (12) étant connectés en série de telle sorte que les diodes inverses (15, 16) de ceux-ci sont connectées ensemble de manière antipolaire dans le premier trajet de courant (4) ; un deuxième trajet de courant (5) qui est conçu pour connecter un deuxième pôle de la batterie haute tension (2) à une deuxième entrée de tension (7) du système électrique embarqué (3), ledit deuxième trajet de courant (5) comprenant une deuxième unité de commutation (10) qui permet au deuxième trajet de courant (5) d'être interrompu ; et une unité de commande (8) qui est conçue pour actionner la première unité de commutation (9) et/ou la deuxième unité de commutation (10). Le dispositif peut fonctionner dans différents modes afin de surveiller le flux de courant à travers les trajets de courant.
PCT/EP2022/081597 2022-02-01 2022-11-11 Dispositif de commutation pour séparer une batterie haute tension d'un système électrique embarqué d'un véhicule WO2023147907A1 (fr)

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US12122251B2 (en) 2022-11-22 2024-10-22 BorgWarner US Technologies LLC Systems and methods for bidirectional message architecture for inverter for electric vehicle

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