WO2024008477A1 - Unité de distribution dans un véhicule ayant un comportement de changement de vitesse variable pour amortir des vibrations de manière contrôlée pendant des processus de changement de vitesse - Google Patents

Unité de distribution dans un véhicule ayant un comportement de changement de vitesse variable pour amortir des vibrations de manière contrôlée pendant des processus de changement de vitesse Download PDF

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Publication number
WO2024008477A1
WO2024008477A1 PCT/EP2023/067065 EP2023067065W WO2024008477A1 WO 2024008477 A1 WO2024008477 A1 WO 2024008477A1 EP 2023067065 W EP2023067065 W EP 2023067065W WO 2024008477 A1 WO2024008477 A1 WO 2024008477A1
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WO
WIPO (PCT)
Prior art keywords
load
transistor
switch
transistor switch
reactance
Prior art date
Application number
PCT/EP2023/067065
Other languages
German (de)
English (en)
Inventor
Fadi Rifai
Rainer Knorr
Uwe Zimmermann
Original Assignee
Vitesco Technologies 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 Vitesco Technologies GmbH filed Critical Vitesco Technologies GmbH
Publication of WO2024008477A1 publication Critical patent/WO2024008477A1/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
    • H03K17/08—Modifications for protecting switching circuit against overcurrent or overvoltage
    • H03K17/082—Modifications for protecting switching circuit against overcurrent or overvoltage by feedback from the output to the control circuit
    • H03K17/0822—Modifications for protecting switching circuit against overcurrent or overvoltage by feedback from the output to the control circuit in field-effect transistor switches
    • 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
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
    • H02H7/26—Sectionalised protection of cable or line systems, e.g. for disconnecting a section on which a short-circuit, earth fault, or arc discharge has occured
    • H02H7/268—Sectionalised protection of cable or line systems, e.g. for disconnecting a section on which a short-circuit, earth fault, or arc discharge has occured for dc systems
    • 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
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/02—Arrangements for reducing harmonics or ripples
    • 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
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/08—Three-wire systems; Systems having more than three wires
    • H02J1/084—Three-wire systems; Systems having more than three wires for selectively connecting the load or loads to one or several among a plurality of power lines or power sources
    • 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
    • H02J7/00308—Overvoltage protection
    • 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
    • H03K17/162—Modifications for eliminating interference voltages or currents in field-effect transistor switches without feedback from the output circuit to the control circuit
    • H03K17/163—Soft switching
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/147—Emission reduction of noise electro magnetic [EMI]

Definitions

  • Vehicles have numerous electrical components that are operated with a supply voltage. Such components include devices with low performance requirements such as entertainment systems as well as components with high performance requirements, such as actuators or heating elements. In high-voltage applications, these can be traction drives with high outputs and high-voltage heaters or pumps that have lower output.
  • a supply voltage such as a battery
  • fuses are known in which a supply voltage, such as a battery. If a malfunction occurs in the form of a short circuit in one of the components, the fuse ensures that the short circuit error is not transmitted to the other components, so that the correctly functioning components can continue to be supplied with the supply voltage.
  • electromechanical switches which can have two different states, namely an on state or an off state.
  • inductive or capacitive elements can lead to oscillation behavior when switching on or off.
  • individual supporting capacitors of the respective components or the inductive nature of the components themselves, or even the inductance of supply lines can lead to oscillatory behavior.
  • a voltage overshoot or voltage drop that can occur during switching processes is transmitted to all other components and can lead to oscillations.
  • support capacitors smoothing capacitors, intermediate circuit capacitors
  • a voltage range Ensure the supply voltage for the components is within an approved voltage range.
  • an additional energy storage device is switched on, for example, when there is a risk of a voltage drop.
  • individual supporting capacitors are only aimed at the individual component, but not at the entire vehicle electrical system. It is therefore an object of the invention to show a possibility with which a vehicle electrical system can be provided with cost-effective protection against such interference.
  • a distribution unit that has transistor switches in a vehicle electrical system. Via these, several load connections are individually connected to a (common) accumulator connection.
  • a control circuit controls these transistor switches with not only different states (on state or off state), but also with different edge steepnesses. By varying the edge steepnesses, the transistor switches are in a linear operating point for different lengths of time, in which the transistors have a finite resistance. This resistance is above the resistance in the on state and below the resistance in the off state. During the edge, the transistors each have a resistance behavior that generates a limited current and during which a voltage drops across the transistor.
  • the different slopes can be used to provide attenuation that is adapted to the reactance.
  • the reactances or impedances of the internal elements of the components are preferably taken into account (heating resistor, its inductance, supporting capacitor, inductance and parasitic capacitance of windings, etc.), but also reactances of the supply lines (i.e. the connections from the transistor switch to the load and also within the load).
  • the (parasitic) inductances of the supply lines between the distributor and the load are taken into account, preferably also the (parasitic) inductances of the supply lines in the distributor and/or in the load; possibly also reactances of filter elements if present in the distributor, in the load or in between.
  • the damping of the switching process is therefore adjusted by variable slopes or different slopes for different loads in order to limit the overshoot (of current or voltage) according to a predetermined limit (e.g.
  • aperiodic limit not more than 5%, ...), while preferably At the same time, the edge steepness is maximized in order to provide a linear operating state during the switching process only for as long as is necessary to reach the limit, or only for a period of time that leads to temperatures of the transistor switch within a nominal temperature range, i.e. that does not lead to a thermal Overload leads.
  • the oscillations can be reduced when switching the supply to the loads in a vehicle electrical system.
  • the voltage variations resulting from Switching operations result in being kept below a limit.
  • the maximum and minimum voltage limits are not exceeded when switching off. This also results in protection of electronic components against overvoltages, generally from excessive overvoltages, especially in the operating voltage.
  • the distribution unit described here in a vehicle or the method described here provides a variable switching behavior for the targeted damping of overshoots during switching operations.
  • the switching behavior corresponds to an edge steepness, which is specifically selected such that overshoot is limited according to a specification and is preferably also selected such that the heat generated during the edge leads to temperatures that are within a nominal temperature window (and not outside). . Different slopes are provided for loads with different vibration behavior during switching processes.
  • a load When switching on, a load can be switched on using the procedure according to the invention in such a way that a track resistance of the transistor switch is set depending on the load impedance or depending on the expanded current.
  • the track resistance can be adjusted during switching on in such a way that certain voltage and/or current values result for the load, in particular for a pre-calculated duration. This achieves attenuation and limitation of voltage and current oscillations.
  • a control circuit provides different slopes for transistor switches that are connected to loads with different reactances.
  • the control circuit provides a slope for each transistor switch that is adapted to the reactance of the respective load connected to it.
  • the edge steepness refers in particular to the switching on and/or switching off processes.
  • the loads can have different reactances.
  • the imaginary part of the complex impedance of the respective load is referred to as reactance.
  • the reactance can be positive or negative.
  • a positive reactance can also be referred to as inductive reactance or inductance.
  • a negative reactance can also be referred to as capacitive reactance or capacitance.
  • Reactance can also be called reactance.
  • Reactance reflects the extent to which a phase shift between voltage and current is generated by the load. This phase shift is based in particular on capacitive or inductive energy storage and can lead to oscillatory behavior, in particular to transient behavior, which can be reduced or suppressed using the procedure described here. Reactance is a quantity that characterizes the tendency of a load to oscillate when switching, ie overshoot behavior.
  • a capacitive element such as the capacitance of a backup capacitor that is connected in parallel to the load connection can flow into the reactance of a load.
  • a parasitic inductance and/or capacitance which can be formed by supply lines and the like, can flow into the reactance.
  • the inductance that results from the construction of a load can flow into the reactance of a load.
  • a load for example an actuator that has a coil or that is based on windings
  • This includes, for example, vehicle-side pumps or actuators that have an electrical machine or a lifting magnet or another electromechanical linear actuator.
  • the slope is adapted to the reactance (or tendency to overshoot) of the load that is connected to the transistor switch that provides the slope.
  • Different edge steepnesses can be provided, for example by a predetermined duration or a predetermined value curve of the slope.
  • different edge shapes can also be provided for different reactances, in particular if a value curve specifies the shape of the edges.
  • a different edge steepness can be provided for switching on a load than when switching the load off. Particularly with a load whose reactance is inductively dominated, a greater slope is provided when switching off than when switching on. Given a load, its reactance is capacitively dominated, a smaller slope is provided when switching off than when switching on.
  • a load is capacitively dominated if the capacitive reactance(s) store a greater amount of energy when the load is switched on than the inductive reactances of the load. This is reversed for an inductively dominated load.
  • the control circuit is set up to switch the loads with the corresponding, different edge steepnesses.
  • the control circuit is preferably set up to provide an edge steepness (or an edge profile) for loads with different reactances, which is linked to an overshoot below a predetermined limit.
  • the overshoot can relate to the current or the voltage; the overshoot, for example, indicates the ratio of the maximum amplitude (during the switching process or during the switching phase) to the total swing of the signal. This can be a current or voltage signal.
  • the control circuit is set up to provide an edge steepness that is linked to a pivoting time below a predetermined limit. Therefore, over-pivoting can also be defined by the duration of the pivoting time.
  • the settling time can, for example, correspond to a settling time, such as a time after which the signal size remains within a range of +/- x percent of the current level around the value finally reached (static value).
  • the value x can be a maximum of 2%, 5%, 10%, 25% or 50%.
  • the quantity here is in particular the voltage, but can also relate to the current.
  • the voltage that is applied to the load in a static case, i.e. the supply voltage is referred to as voltage.
  • the current refers in particular to the current flowing through the load or through the load connection.
  • the above-mentioned refers not only to switch-on processes, but also to switch-off processes that are carried out with the same or preferably different edge steepnesses.
  • the reactance As the reactance increases, a greater slope is provided, or a slope that extends over an increasing period of time. If the reactance is high, i.e. the load in question is inductively dominant (e.g. a coil or winding of an electrical machine or an actuator), then it can be switched on with a higher slope than with a capacitively dominated load. This particularly applies to switching on; When switching off, this is preferably the other way round.
  • inductively dominant e.g. a coil or winding of an electrical machine or an actuator
  • the control circuit is set up to switch on a transistor circuit of a first load, the reactance of which is greater than the reactance of a second load, with a greater slope than the transistor switch of the second load.
  • the control circuit is set up to switch off the transistor switch of the first load with a smaller edge steepness than the transistor switch (S2) of the second load.
  • the transistor switch of the second load is the switch that leads to the second load or to the load connection to which the second load is connected.
  • the transistor switch of the first load is the transistor switch that is connected upstream of the first load and switches it or that is connected to the load terminal to which the first load is connected.
  • the greater the reactance the greater the slope. This is also the case with negative reactances, especially when the sign is taken into account. If the reactance of the first load is positive and the reactance of the second load is negative, then the load with the positive reactance is switched with a greater slope than the load with the negative reactance.
  • the control circuit is set up for this purpose. This is particularly true when turning on and off; When switching off, this is preferably the other way around. As part of a method that reproduces the procedure presented here, it is provided that loads with different reactances are each switched with a slope that is linked to an overshoot (at this load) below a predetermined limit.
  • a first load with a first reactance is switched according to a first slope and a second load with a second reactance is switched with a second slope.
  • the first edge steepness can be greater than the second edge steepness.
  • the edge steepness can also be reflected by the duration of the edge.
  • the dependence of the slope on the reactance can also be realized in that the slope depends on a reactance ratio.
  • the reactance ratio is the ratio of the respective reactance to the respective effective resistance of the impedance of the respective load.
  • the reactance ratio is therefore the ratio of the imaginary part to the real part of the (complex) reactance of the respective load.
  • the reactance ratio is reflected in particular by the angle of the complex impedance of the respective load.
  • the reactance ratio may also be represented by a power factor (which relates to a static AC case of impedance).
  • the control circuit can thus be set up to switch a transistor switch of a first load with a greater slope than the transistor switch of a second load, the reactance ratio of the first load being greater than the reactance ratio of the second load.
  • the reactance ratio is preferably a quantity in which the sign of the reactance is taken into account.
  • the reactance of an inductive (or inductively dominated) load is positive and for a capacitive (or capacitively dominated) load it is negative.
  • the transistor switch of a load is the transistor switch that leads to the load and switches it or switches the load path through which the load is supplied.
  • a transistor switch of a first load is switched with a greater edge steepness than the transistor switch of a second load, the reactance ratio of the first load being greater than the reactance ratio of the second load.
  • the procedure may provide for this to be applied during power-on operations.
  • the method can further provide that during switch-off processes, a smaller edge steepness is instead used for the first load than for the second load, if that Reactance ratio of the first load is greater than the reactance ratio of the second load.
  • the control circuit is set up to specify edge steepnesses for the transistor switches of the respective loads, which are linked to a transient response process which does not deviate by more than a predetermined margin from the aperiodic limit case of the pivot response process.
  • the transient process can be a transient process of the switched current or voltage.
  • the margin is not more than 25 percent, ten percent or five percent. In the aperiodic limit case, there is a minimum of overshoot despite the maximized edge steepness, so that the edge steepness is not chosen to be unnecessarily large.
  • the transistor switches are controlled with edge steepnesses which are linked to transient processes which do not deviate from the aperiodic limit by more than a predetermined margin.
  • the margin corresponds to the margin mentioned above, which relates to the vehicle electrical system.
  • control circuit is set up to detect a short-circuit current or a load current that results from a short-circuit in a load.
  • the control circuit can have an input for current values, or can itself be able to detect a current, for example by means of a current detection element, for example by means of a shunt resistor or by means of a Hall element or by means of a magnetically coupled to the current path of the load measuring winding.
  • a current detection element for example by means of a shunt resistor or by means of a Hall element or by means of a magnetically coupled to the current path of the load measuring winding.
  • current detection elements that detect the current flowing to the load (or its first time derivative) and deliver a corresponding measurement signal to an evaluation section of the control circuit.
  • the control circuit is also set up to provide the transistor state in an intermediate state during the activation of the transistor switches with a switch-on edge (or according to an on state) when such a short-circuit current is detected or when it is detected in another way that a There is a short circuit in the load.
  • the intermediate state corresponds to a linear operating range of the transistor switch, that is, a state between an on and an off state. If a short-circuit current is detected or if it is detected that there is a short circuit in a load, then the relevant transistor switch is put into the intermediate state (the control circuit providing this control).
  • the transistor switch thus forms a type of series resistor to limit the short-circuit current, thereby protecting the load from damage.
  • this intermediate state it is preferably checked whether the short circuit is present or not.
  • the control circuit is set up for this purpose.
  • the intermediate state is only temporary. Therefore, the relevant transistor switch is turned off (off state) if the check shows that there is a short circuit. If the check shows that there is no short circuit, then the transistor switch is switched to a full on state.
  • the intermediate state is thus only held for a verification period before it is fully opened (if there is actually a short circuit, according to verification), or until a full on state is established (namely, verification shows that there is no short circuit current).
  • the checking can be carried out by the control circuit that is set up for this purpose.
  • the control circuit is set up for this purpose.
  • the control circuit can be set up for this purpose in particular by determining the current flowing to the load and comparing it (its amount) with a current limit. If the comparison shows that the current determined is above the limit, then it is assumed that there is a short circuit. Otherwise, it is not assumed that there is a short circuit.
  • the control device can relate the determined load current to the voltage applied to the load. If this ratio is greater than a conductance limit, then a short circuit is assumed. Otherwise it is assumed that there is no short circuit.
  • the voltage at the load can be measured or determined in another way, for example by determining the resistance of the transistor switch at the current time (e.g.
  • a corresponding procedure provides that the short-circuit current is recorded and during switching on of the transistor switch (i.e. in the switch-on edge) or in an on state of the transistor switch the transistor switch is driven in a linear operating range. The latter is particularly provided when a short-circuit current is detected. It can then be validated in the checking period (ie while the linear operating range is activated) whether the short circuit exists or not. If a short circuit actually exists, i.e. if the validation is positive, then the transistor switch is switched off and otherwise transferred to a complete (steady) on state.
  • the procedure described here can also be implemented using a method. There is therefore a method for the switched operation of loads in a vehicle electrical system. This applies in particular to the vehicle electrical system described here.
  • the vehicle electrical system has several transistor switches. Via these, individual loads are switchably connected to a common accumulator connection (generally: voltage source connection).
  • the method provides that the transistor switches are controlled according to a predetermined switching signal.
  • the switching signals have different slopes for different reactances of loads.
  • a transistor switch connected to a load with a first reactance is driven with a higher slew rate than a transistor switch that drives a load with a second reactance that is smaller than the first reactance.
  • the greater the reactance the greater the slope is provided. This applies in particular to the switching on of the transistor switches. As already noted for the vehicle electrical system, this can be done the other way around for a switch-off process.
  • Embodiments provide that when switching on or maintaining an on state, the relevant transistor switch is actuated linearly during a check period. In the checking period, the transistor switch is thus driven according to a linear operating range or linear operating point. During the checking period, it is determined whether or not there is a short circuit in the load connected to the transistor switch. The transistor switch is turned off when it is determined or confirmed that there is a short circuit in the load. Otherwise, if the check period determines that there is no short circuit in the load, the transistor switch is placed in a full on state.
  • the transistor switches are controlled with a slope that depends on the respective reactances of the connected loads.
  • edge steepnesses are used which lead to an essentially aperiodic limit during the switching process.
  • the term “essentially aperiodic borderline” refers to pivoting processes that do not deviate from the aperiodic borderline by more than a predetermined margin.
  • the control circuit is preferably set up for this purpose. If the loads each include several reactances, for example one or more capacitive reactances and one or more inductive capacitances, that is, negative and positive reactances, then the result is an oscillatory system.
  • the slope is then selected such that for the combination of the reactances and the (variable) ohmic element that is provided by the transistor switch through the slope, a goods factor of preferably at least 0.3, at least 0.4, at least 0, 45 or essentially 0.5. This can also result in a quality factor that is between 0.5 and 0.7. Furthermore, a quality factor can be provided which is not more than 0.7, not more than 0.6 or not more than 0.55.
  • the resulting goods factor is preferably between 0.4 and 0.6 or between 0.3 and 0.7.
  • the quality is determined by the square root of the ratio of capacitive and inductive reactances, whereby the square root is multiplied by the resistance that results from the slope.
  • the quality is the square root of the ratio of the amounts of the inductive reactance to the capacitive reactance, where the square root is multiplied by the reciprocal of resistance.
  • the resistance is not constant, as is the case in the equivalent circuit diagram of a real oscillating circuit, but is variable due to the resistance, which changes within the edge with the edge steepness.
  • the time integral over the resistance curve provided by the transistor switch within the edges can be taken for the resistance value of an equivalent circuit diagram of a real resonant circuit, in particular based on the duration of the edge.
  • the different slopes can be adapted to the capacitive and inductive energy that is maximally stored in the respective storage elements of the resonant circuit, which is formed by the load (and its supply lines).
  • a first load and a second load each have a capacitive and an inductive reactance, the largest reactance in terms of magnitude of the first load being greater than the largest reactance in terms of magnitude of the second load.
  • a greater slope is provided for the first load than for the second load, in particular for the switch-on process, with the reverse being applied for the switch-off process.
  • the larger edge steepness ensures that the greater total energy that can be stored by the resonant circuit in the first load is removed from the resonant circuit to a greater extent than with the second load due to the (longer) operation of the transistor switch in the linear operating state (ie smaller edge steepness), in which the problem of oscillation is less severe due to the lower maximum storable energy.
  • the slope thus increases with the oscillation capacity of the respective load or with the energy storage capacity of the relevant reactances.
  • the ability to oscillate corresponds in particular to the energy that can oscillate between the reactances of a load (at a predetermined voltage or current jump).
  • the tendency of the load to oscillate can be determined by testing it several times with different edge steepnesses is switched, whereby the associated overshoot is measured, and then a slope is selected which leads to an overshoot which is below a limit.
  • another criterion that can be chosen is the edge steepness that is maximum (and still leads to overshoot below a predetermined limit).
  • the desired overshoot behavior can correspond to the aperiodic limit or an overshoot of no more than 2%, 5%, 10% or 15%.
  • slopes can be stored in a memory together with associated, different reactance values (generally: values that characterize the oscillation behavior) or load identification.
  • the load identifications identify the type of load (e.g.: DCDC with backup capacitor, electric drive, resistance heating element, ...) and/or include an individual identification of loads (product number, etc.).
  • the edge steepnesses can each be stored as a parameter that reflects the edge steepness itself, as a parameter value or parameter values that characterize the edge steepness as a shape of the edge (e.g. support values of an interpolation) or can be stored as values that show a temporal progression of the edge reproduce, which relate in particular to successive, discrete-time points in time.
  • the edge steepness can in particular reflect the course of the control voltage of the relevant transistor switch.
  • the relevant slope is retrieved from the memory and used during switching applied. Different edge steepnesses can be stored for the switch-on process and the switch-off process; The assigned value is then retrieved depending on the type of switching process (on/off).
  • the load or its vibration behavior is mapped to an associated slope using this illustration.
  • the image can be stored in memory as a lookup table; the associated edge steepness is retrieved from this.
  • the image can be stored as an interpolation formula in software that runs on a microprocessor;
  • the edge steepnesses are preferably each stored as at least one parameter value (in the memory).
  • the control circuit is designed for this purpose, in particular in that it has a memory in which the image (or parameters characterizing it) is stored.
  • the control circuit is in particular able to provide different edge steepnesses for different loads based on the mapping.
  • the transistor switches are in particular MOSFETs or IGBTs; The edge steepness can therefore be adjusted using the control voltage or gate voltage (and its course).
  • the transistor switches are preferably power transistors with a current rating of greater than 5 amps, 20 amps, 50 amps or more.
  • the rated reverse voltage may be less than 60V or may be at least 100V, 400V, 800V or 1kV.
  • the vehicle electrical system described here is in particular a low-voltage vehicle electrical system with a nominal voltage of not more than 60 volts, for example 12 volts, 14 volts, 24 volts, 42 volts or 48 volts.
  • Other embodiments provide that the vehicle electrical system described here is in particular a high-voltage vehicle electrical system with a nominal voltage of at least 60 V, 100 V, 200 V and in particular at least 400 V, 600 V or 800 V.
  • the distribution unit can also have fuses (or
  • the accumulator connection is intended to connect an accumulator with a nominal voltage as mentioned above.
  • the accumulator connection is to be understood as a connection of a voltage source, the voltage source forming the voltage source of the vehicle electrical system.
  • the distribution unit can have a housing in which the transistor switches are arranged, whereby the load connections or the accumulator connection can be present, for example, on the outer wall of the housing.
  • the vehicle electrical system described here is preferably set up to carry out the method described here.
  • the process includes steps that are described based on the functionality of the vehicle electrical system shown here.
  • the vehicle electrical system is in particular the vehicle electrical system of a non-rail vehicle, such as a car or truck.
  • Figure 1 is a symbolic representation of a low-voltage vehicle electrical system and serves to describe exemplary embodiments of the invention.
  • Figures 2a, b serve to explain the operation of the approach described here.
  • Figure 1 shows an on-board electrical system BN with a distribution unit V, which has an accumulator connection AA.
  • An accumulator A of the vehicle electrical system BN is connected to this connection AA.
  • a connection originates from the connection AA (within the distribution unit V), with this connection starting from connection AA being divided into several arms which lead to individual load connections A1 to A4.
  • a transistor switch S1 to S4 is connected upstream of each load connection A1 to A4.
  • the common accumulator connection AA is therefore connected to respective, individual load connections A1 to A4 via the individual transistor switches S1 to S4.
  • Corresponding loads L1 to L4 are individually connected to the load connections A1 to A4.
  • the loads L1 to L4 have respective reactances X1 to X4.
  • the control circuit C controls the individual transistor switches S1 to S4. If the reactances X1 to X4 are different, then the control circuit C provides different edge steepnesses for the individual transistor switches S1 to S4.
  • the reactance X1 of the load L1 has a high positive value. If the load L2 has an impedance that is primarily characterized by a backup capacitor with a large capacity, then its reactance is primarily determined by this capacity and is negative. The reactance X1 is therefore greater (taking the sign into account) than the reactance
  • the lower edge steepness for transistor switch S2 ensures that the inrush current of the backup capacitor of the load L2 does not lead to particularly high current peaks and voltage dips.
  • the higher edge steepness (of the switch S1 compared to S2) provides a shorter resistance phase for the transistor switch S1 than for the transistor switch S2.
  • the resistance phase of the transistor switch S2, which is connected to the load L2, whose reactance is smaller than that of the load L1, to which the transistor switch S1 is connected, is longer than the resistance phase of the transistor switch S2.
  • the resistance phase refers to the time interval during which the transistor switch in question is in a linear operating range.
  • the resistance phase refers to the phase in which a transistor switch is characterized by a real resistance that results from linear operation.
  • the switch S1 can have a higher edge steepness when switched on, since the connected reactivity of the load L1 is an inductance or has a (positive) high value and thus a switch-on edge with a high steepness leads to a comparatively slowly increasing current, since during this time the Inductance forms a magnetic field and the self-inductance slows down the current increase. If the reactance is positive, then the slope is preferably provided in such a way that when switching off, no voltage occurs that is outside a predetermined voltage range.
  • Figures 2a and 2b show the effect of an adapted slope on the overshoot of current and voltage.
  • 2a and 2b show switch-on processes based on a control voltage U ', which has a slope F and which leads to a current I and a voltage U.
  • the current I is the load current due to the switch-on process by the load L1
  • the current I is therefore the current from one of the transistor switches S1
  • the voltage U is the voltage that drops across the switched circuit, i.e. the voltage that drops across the corresponding terminal of terminals A1 to A4.
  • the overshoot of the current I is shown with the reference symbol US and the overshoot of the voltage U is shown with the reference symbol US '.
  • the time axis is shown as the x-axis (abscissa) and the right Y-axis (ordinate) represents the current I, while the left Y-axis (ordinate) indicates the current U.
  • Figures 2a and 2b show the aforementioned features and sizes for the same circuit, so that the same reference numbers are used.
  • the edge steepnesses F differ between Figures 2a and 2b and, as a result, the overshoot US of the current, the overshoot US' of the voltage and the control voltage U'.
  • the course of the current I and the voltage U also differ.
  • Fig. 2a can be an example that occurs when the edge steepness is too high, while Fig. 2b sets the advantageous behavior if, according to the invention, the edge steepnesses are different, so that the edge steepness can be adapted to the load/reactance to be switched in order to achieve this the adjustment to achieve the lower overshoot shown.
  • the edge steepness F is greater than the edge steepness F in Figure 2b.
  • the slope in Figure 2b is approximately 40-50 kV per second, while the slope in Figure 2a is approximately 30 to 50 times.
  • the overshoot is defined by the maximum amplitude swing during transient response in relation to the resulting steady-state value. There are 11 volts between the stationary voltage of 15 volts and the voltage peak of 26 volts, so that the overshoot US is also around 100% (more precisely: around 130%).
  • Such an overshoot can occur, for example, if the load itself is equipped with a high support capacitance and the leads to it form a high parasitic inductance or the load has a load inductance in the form of a winding in addition to the support capacitance (corresponding to a parallel capacitor parallel to the supply potentials). (such as an actuator).
  • the peak voltage in Figure 2a which occurs directly after switching on, can damage other components of the vehicle electrical system.
  • the edge steepness is increased in order to compensate for the strong overshoot behavior of the switched load.
  • the transistor switch whose switching behavior is shown with the control voltage U 'in Figure 2b, is in a linear operating state and thus represents a resistance. This resistance changes over time (until the full ON state is reached) and increases as shown.
  • the resistance begins to increase from an insulation value and reaches the on state at 0.5 ms, the resistance of which is also referred to as R_on.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Electronic Switches (AREA)

Abstract

La présente divulgation concerne un système électrique embarqué (BN) de véhicule qui est équipé d'une unité de distribution (V) qui présente une connexion d'accumulateur (AA) et une pluralité de connexions de charge (A1 – A4). Chaque connexion de charge (A1 – A4) est connectée à la connexion d'accumulateur (AA) par l'intermédiaire d'un commutateur de transistor dédié (S1 – S4), et des charges (L1 – L4) ayant des réactances respectives (X1 – X4) sont connectées aux connexions de charge (A1 – A4), au moins deux des réactances (X1 – X4) étant différentes. Un circuit de commande (C) est connecté aux commutateurs de transistor (S1 – S4) à des fins d'actionnement et est conçu pour fournir différents degrés de pente de bord pour les commutateurs de transistor (S1 – S4) auxquels des charges (L1 - L4) ayant différentes réactances (X1 – X4) sont connectées.
PCT/EP2023/067065 2022-07-06 2023-06-23 Unité de distribution dans un véhicule ayant un comportement de changement de vitesse variable pour amortir des vibrations de manière contrôlée pendant des processus de changement de vitesse WO2024008477A1 (fr)

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DE102022206886.6A DE102022206886A1 (de) 2022-07-06 2022-07-06 Verteilereinheit in einem Fahrzeug mit variablem Schaltverhalten zur gezielten Dämpfung von Überschwingen bei Schaltvorgängen

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Citations (4)

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US20100090755A1 (en) * 2008-10-10 2010-04-15 Kevin Ng Current Limiting Load Switch with Dynamically Generated Tracking Reference Voltage
US8320090B2 (en) * 2010-06-08 2012-11-27 Hamilton Sundstrand Corporation SSPC for parallel arc fault detection in DC power system
EP2656471B1 (fr) * 2010-12-22 2017-01-25 EADS Construcciones Aeronauticas, S.A. Procedures de controle actif pour la connexion de charges très capacitif utilisant sspcs
US20210111717A1 (en) * 2019-10-10 2021-04-15 C&C Power, Inc. Direct current circuit switch

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DE102015221636A1 (de) 2015-11-04 2017-05-04 Robert Bosch Gmbh Verfahren zum Betreiben eines Metall-Oxid-Halbleiter-Feldeffekttransistors
DE102019205400A1 (de) 2019-04-15 2020-10-15 Continental Teves Ag & Co. Ohg Verfahren zur Steuerung eines Schalters, Anordnung, Bremssystem, Kraftfahrzeug und Speichermedium

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US20100090755A1 (en) * 2008-10-10 2010-04-15 Kevin Ng Current Limiting Load Switch with Dynamically Generated Tracking Reference Voltage
US8320090B2 (en) * 2010-06-08 2012-11-27 Hamilton Sundstrand Corporation SSPC for parallel arc fault detection in DC power system
EP2656471B1 (fr) * 2010-12-22 2017-01-25 EADS Construcciones Aeronauticas, S.A. Procedures de controle actif pour la connexion de charges très capacitif utilisant sspcs
US20210111717A1 (en) * 2019-10-10 2021-04-15 C&C Power, Inc. Direct current circuit switch

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