WO2024083277A1 - Unité de conversion pour alimenter deux charges électriques d'un véhicule, son procédé de fonctionnement et véhicule - Google Patents

Unité de conversion pour alimenter deux charges électriques d'un véhicule, son procédé de fonctionnement et véhicule Download PDF

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Publication number
WO2024083277A1
WO2024083277A1 PCT/DE2023/100547 DE2023100547W WO2024083277A1 WO 2024083277 A1 WO2024083277 A1 WO 2024083277A1 DE 2023100547 W DE2023100547 W DE 2023100547W WO 2024083277 A1 WO2024083277 A1 WO 2024083277A1
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WO
WIPO (PCT)
Prior art keywords
converter
electrical
vehicle
electrical load
load
Prior art date
Application number
PCT/DE2023/100547
Other languages
German (de)
English (en)
Inventor
Rene Hopperdietzel
Original Assignee
Schaeffler Technologies AG & 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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2024083277A1 publication Critical patent/WO2024083277A1/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
    • 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
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • 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
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • H02J9/062—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for AC powered loads
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0067—Converter structures employing plural converter units, other than for parallel operation of the units on a single load
    • H02M1/008—Plural converter units for generating at two or more independent and non-parallel outputs, e.g. systems with plural point of load switching regulators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • 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

Definitions

  • Converter unit for supplying two electrical loads of a vehicle and method for its operation and vehicle
  • the present invention relates to a converter unit for supplying electricity to at least a first electrical load and a second electrical load of a vehicle.
  • the vehicle is preferably an electrically powered vehicle, but it can also be a vehicle powered in a different way.
  • the first electrical load of the vehicle is fed from a first electrical supply network of the vehicle, whereas the second electrical load of the vehicle is fed from a second electrical supply network of the vehicle.
  • the invention also relates to a method for operating the converter unit according to the invention and to a vehicle with the converter unit according to the invention.
  • DE 102019207 048 B4 describes a power converter arrangement which comprises at least one drive converter component, at least one DC-DC converter component and a control device for the drive converter component and the DC-DC converter component.
  • the DC-DC converter component is designed in such a way that, in addition to a DC-DC converter component function, it can also perform at least one drive converter component function.
  • the control device of the DC-DC converter component is designed to control the at least one DC-DC converter component in such a way that the at least one DC-DC converter component performs either the DC-DC converter component function or the converter component function.
  • the control device of the DC-DC converter component is designed to switch to the drive converter component function if a fault occurs in the at least one drive converter component.
  • DE 10 2014 100 256 A1 shows a modular converter for connecting a first electrical multi-line network with a second electrical multi-line network. This connection is made via electronic semiconductor switches having bridge modules.
  • Converter branches are formed from a large number of bridge modules connected in series. Several converter branches are present, each of which connects a line of the first multi-line network to a line of the second multi-line network.
  • the converter has converter branch redundancy such that at least one converter branch is designed as a redundant converter branch or is operated as a redundant converter branch by a control device of the converter.
  • the redundant converter branch is set up to take over the function of another converter branch.
  • the object of the present invention is to be able to operate several electrical loads of a vehicle even if a converter of the vehicle has failed.
  • the reliability should also still be ensured even if another error occurs.
  • This should ensure a high level of availability of the vehicle, especially in safety-critical vehicles, such as autonomous vehicles or vehicles in continuous operation, where downtimes must be reduced to a minimum, or vehicles for people with disabilities who are unable to complete a journey without the vehicle.
  • the converter unit serves to supply electricity to at least a first electrical load and a second electrical load of a vehicle.
  • the vehicle is preferably an electrically powered vehicle; for example, a motor vehicle, a commercial vehicle or an autonomous industrial vehicle.
  • the electrical loads are electrical consumers in the vehicle, which serve, for example, to drive, brake or steer the vehicle, such as in the context of steer-by-wire or brake-by-wire.
  • the converter unit is designed for connection to two electrical supply networks of the vehicle; namely to a first electrical supply network and to a second electrical supply network.
  • the electrical supply networks each comprise at least one voltage source or current source, such as an electrical generator or an electrical battery.
  • the converter unit is used to convert a current from a direct current into an alternating current or from an alternating current into a direct current and/or to convert parameters of the current, such as a voltage and/or a frequency.
  • the converter unit is preferably used to convert direct current into a multi-phase alternating current.
  • the first electrical supply network and the second electrical supply network are at least partially independent of one another.
  • the first electrical supply network and the second electrical supply network are preferably independent of one another and galvanically isolated.
  • the first electrical supply network and the second electrical supply network can have different voltage levels.
  • the voltage levels can be, for example, 12 volts, 24 volts or 48 volts.
  • the converter unit comprises a first electrical converter for supplying the first electrical load with electricity from the first electrical supply network.
  • the converter unit also comprises a second electrical converter for supplying the second electrical load with electricity from the second electrical supply network.
  • the converter unit further comprises a third electrical converter, which represents redundancy.
  • the third electrical converter serves to supply the first electrical load or the second electrical load with electricity in the event of a partial or complete failure of the first electrical converter or the second electrical converter. If the first electrical converter fails, the third electrical converter serves to supply the first electrical load with electricity. If the second electrical converter fails, the third electrical converter serves to supply the second electrical load with electricity.
  • the converter unit comprises a third output-side switching unit for variable switching of the first electrical load or the second electrical load to the third electrical converter.
  • the third electrical converter can therefore be variably and alternatively connected to the first electrical load or to the second electrical load via the third output-side switching unit in order to supply them with electricity.
  • a particular advantage of the converter unit according to the invention is that increased reliability for the two supply networks of the vehicle is made possible by a comparatively low outlay for the third converter.
  • the third converter requires only a little more installation space and can be arranged in a housing with the other two converters.
  • the converter unit according to the invention has a high level of availability and can still operate both electrical loads if one of the converters fails internally and can still operate at least one electrical load if another converter fails.
  • the individual electrical loads can be switched not only completely but also partially to the third converter, which is advantageous in the event of a partial failure of the first or second converter.
  • a partial failure occurs, for example, when one or two phases of a multi-phase output AC voltage of the respective converter have failed.
  • the third output-side switching unit is designed to completely and partially switch the first electrical load or the second electrical load to the third electrical converter.
  • the third output-side switching unit is designed in particular to switch individual phases of the first electrical load or the second electrical load to the third electrical converter. If one of the electrical loads is partially connected to the third converter, the respective two converters form a shared inverter.
  • the converter unit comprises a first output-side switching unit for switching the first electrical load to the first electrical converter.
  • the converter unit preferably comprises a second output-side switching unit for switching the second electrical load to the second electrical converter.
  • the loads can be electrically separated from this converter, so that there is only one electrical connection to the third converter.
  • the first output-side switching unit is preferably designed for complete and partial switching of the first electrical load to the first electrical converter.
  • the second output-side switching unit is preferably designed for complete and partial switching of the second electrical load to the second electrical converter.
  • the converter unit preferably comprises a housing in which the three electrical converters are arranged. This allows the converters to be arranged in the vehicle in a space-saving manner.
  • the switching units are also preferably arranged in the housing.
  • the first electrical converter is designed for connection to the first electrical supply network
  • the second electrical converter is designed for connection to the second electrical supply network.
  • the converter unit preferably further comprises a third input-side switching unit for variably switching the third electrical converter to the first electrical supply network or to the second electrical supply network.
  • the converter unit preferably further comprises a first input-side switching unit for variably switching the first electrical converter to the first electrical supply network and a second input-side switching unit for variably switching the second electrical converter to the second electrical supply network.
  • the first electrical load and the second electrical load are each formed by an electrical machine.
  • the respective electrical machine is preferably an electric motor or an actuator.
  • the respective electric motor is preferably formed by a drive motor of the vehicle.
  • the respective actuator preferably forms a component of an electric steering or an electric brake of the vehicle; in particular a component of a steer-by-wire system or a brake-by-wire system of the vehicle.
  • the vehicle according to the invention comprises a first electrical supply network and at least one first electrical load to be supplied by the first electrical supply network.
  • the vehicle also comprises a second electrical supply network and at least one second electrical load to be supplied by the second electrical supply network.
  • the vehicle also comprises the converter unit according to the invention or one of the described preferred embodiments of the converter unit according to the invention.
  • the vehicle preferably also has features that are described in connection with the converter unit according to the invention.
  • the method according to the invention is used to operate the converter unit according to the invention.
  • a partial or complete failure of the first electrical converter or the second electrical converter is detected. If such a failure is detected, the third output-side switching unit is used to switch the electrical load associated with the failed electrical converter to the third electrical converter. If the first electrical converter fails, the first electrical load is switched to the third electrical converter via the third output-side switching unit.
  • the first output-side switching unit is preferably also used to disconnect the first electrical converter from the first electrical load.
  • the third input-side switching unit is also preferably used to switch the third electrical converter to the first electrical supply network. If the second electrical converter fails, the second electrical load is switched to the third electrical converter via the third output-side switching unit.
  • the second output-side switching unit is preferably also used to disconnect the second electrical converter from the second electrical load.
  • the third input-side switching unit is also preferably used to connect the third electrical converter to the second electrical supply network.
  • the third output-side switching unit is used to partially switch the electrical load associated with the partially failed electrical converter to the third electrical converter.
  • the electrical load associated with the partially failed electrical converter preferably remains partially switched to the partially failed electrical converter.
  • the method is also designed to increase the service life of the converter unit.
  • the method comprises at least one further step to be carried out cyclically, in which the third output-side switching unit is used to switch the first electrical load or the second electrical load to the third electrical converter.
  • the first electrical load is alternately switched to the first electrical converter and to the third electrical converter.
  • the second electrical load is alternately switched to the second electrical converter and to the third electrical converter.
  • the first converter and the second converter can be connected to the loads.
  • the first converter and the third converter can then be connected to the loads.
  • the second converter and the third converter can be connected to the loads.
  • the first inverter and the second inverter can then be connected to the loads again.
  • the method according to the invention is preferably used to operate one of the described preferred embodiments of the converter unit according to the invention. Furthermore, the method according to the invention preferably also has features that are described in connection with the converter unit according to the invention. Further details, advantages and developments of the invention emerge from the following description of a preferred embodiment of the invention, with reference to the drawing. Shown are:
  • Fig. 1 is a block diagram of a preferred embodiment of a converter unit according to the invention in a first normal state
  • Fig. 2 shows the converter unit shown in Fig. 1 in a degraded state
  • Fig. 3 shows the converter unit shown in Fig. 1 in a second normal state
  • Fig. 4 shows the converter unit shown in Fig. 1 in a third normal state
  • Fig. 5 shows the converter unit shown in Fig. 1 in a first partially switched normal state
  • Fig. 6 shows the converter unit shown in Fig. 1 in a second partially switched normal state.
  • Fig. 1 shows a block diagram of a preferred embodiment of a converter unit according to the invention in a first normal state.
  • the converter unit is intended for a vehicle (not shown) which has exactly two independent electrical supply networks.
  • the converter unit comprises a first input 01 for connection to the first electrical supply network (not shown) and a second input 02 for connection to the second electrical supply network (not shown).
  • the converter unit comprises a first output 03 for connection to a first electrical load (not shown) and a second output 04 for connection to a second electrical load (not shown).
  • the converter unit comprises a first converter 11, a second converter 12 and a third converter 13 in a housing 06 of the converter unit. in front of which a first capacitor 21, a second capacitor 22 and a third capacitor 23 are connected.
  • the first converter 11 can be switched via a first output-side switching unit 31 to the first output 03 to the first electrical load (not shown).
  • the second converter 12 can be switched via a second output-side switching unit 32 to the second output 04 to the second electrical load (not shown).
  • the third converter 13 can be switched via a third output-side switching unit 33 alternatively to the first output 03 to the first electrical load (not shown) or to the second output 04 to the second electrical load (not shown).
  • the first converter 11 can be connected to the first input 01 of the first electrical supply network (not shown) via a first input-side switching unit 41.
  • the second converter 12 can be connected to the second input 02 of the second electrical supply network (not shown) via a second input-side switching unit 42.
  • the third converter 13 can be connected to the first input 01 of the first electrical supply network (not shown) or to the second input 02 of the second electrical supply network (not shown) via a third input-side switching unit 43.
  • the first converter 11 is connected via the first output-side switching unit 31 to the first output 03 to the first electrical load (not shown).
  • the second converter 12 is connected via the second output-side switching unit 32 to the second output 04 to the second electrical load (not shown).
  • the third output-side switching unit 33 is connected so that the third converter 13 is separated from the first output 03 to the first electrical load (not shown) and from the second output 04 to the second electrical load (not shown).
  • the first converter 11 is connected via the first input-side switching unit 41 to the first input 01 to the first electrical supply network (not shown).
  • the second converter 12 is connected via the second input-side switching unit 42 to the second input 02 to the second electrical supply network (not shown).
  • the third The input-side switching unit 43 is connected such that the third converter 13 is separated from the first input 01 and from the second input 02.
  • Fig. 2 shows the converter unit shown in Fig. 1 in a degraded state in which the first converter 11 has completely failed due to a technical defect. Therefore, the first output-side switching unit 31 is switched so that the first converter 11 is disconnected from the first output 03 to the first electrical load (not shown). The first input-side switching unit 41 is switched so that the first converter 11 is disconnected from the first electrical supply network (not shown). The first load (not shown) is therefore no longer supplied, while the second load (not shown) continues to be fully supplied. If such a degraded state occurs, the converter unit is shut down on command. The converter unit is then in a "sleep" or "standby" state.
  • the defect in the first converter 11 is detected and the first converter 11 either remains completely deactivated or can be partially put back into operation depending on the extent and criticality of the defect.
  • the previously unused third converter 13 is started up instead and completely replaces the functionality of the deactivated first converter 11, which is shown in Fig. 3.
  • Fig. 3 shows the converter unit shown in Fig. 1 in a second normal state, in which the previously unused third converter 13 has started up and replaces the functionality of the deactivated first converter 11.
  • the third converter 13 is connected via the third output-side switching unit 33 to the first output 03 to the first electrical load (not shown).
  • the third converter 13 is connected via the third input-side switching unit 43 to the first input 01 to the first electrical supply network (not shown).
  • the converter unit is in a non-degraded state available at full capacity, thus increasing the availability of the converter unit.
  • Fig. 4 shows the converter unit shown in Fig. 1 in a third normal state in which the third converter 13 is started up and replaces the functionality of the second converter 12.
  • the second output-side switching unit 32 is switched so that the second converter 12 is disconnected from the second output 04 to the second electrical load (not shown).
  • the second input-side switching unit 42 is switched so that the second converter 12 is disconnected from the second electrical supply network (not shown).
  • the third converter 13 is connected via the third output-side switching unit 33 to the second output 04 to the second electrical load (not shown).
  • the third converter 13 is connected via the third input-side switching unit 43 to the second input 02 to the second electrical supply network (not shown).
  • Fig. 5 shows the converter unit shown in Fig. 1 in a first partially switched normal state.
  • a partially switched normal state is selected when the first converter 11 or the second converter 12 has partially failed; in particular when only one or two phases of the respective converter 11, 12 have failed.
  • the first converter 11 has partially failed, so that it is partially deactivated.
  • the third converter 13 was started up accordingly.
  • the third converter 13 was partially switched to the first output 03 to the first electrical load (not shown) via the third output-side switching unit 33.
  • the third converter 13 is connected to the first input 01 to the first electrical supply network (not shown) via the third input-side switching unit 43.
  • the first inverter 11 and the third inverter 13 each partially supply the first load (not shown) so that the first load (not shown) is completely supplied by the first inverter 11 and the third inverter 13, the first inverter 11 and the third inverter 13 together represent a shared inverter.
  • Fig. 6 shows the converter unit shown in Fig. 1 in a second partially switched normal state.
  • the second converter 12 partially failed, so that it is partially deactivated.
  • the third converter 13 was started up accordingly.
  • the third converter 13 was partially connected to the second output 04 to the second electrical load (not shown) via the third output-side switching unit 33.
  • the third converter 13 is connected to the second input 02 to the second electrical supply network (not shown) via the third input-side switching unit 43. Since the second converter 12 and the third converter 13 now each partially supply the second load (not shown) so that the second load (not shown) is completely supplied by the second converter 12 and the third converter 13, the second converter 12 and the third converter 13 together represent a shared inverter.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne une unité de conversion pour alimenter en énergie électrique au moins une première charge électrique et une seconde charge électrique d'un véhicule. L'unité de conversion comprend un premier convertisseur électrique (11) pour alimenter en énergie électrique la première charge électrique à partir d'un premier réseau d'alimentation électrique du véhicule et un deuxième convertisseur électrique (12) pour alimenter en énergie électrique la seconde charge électrique à partir d'un second réseau d'alimentation électrique du véhicule. L'unité de conversion comprend en outre un troisième convertisseur électrique (13) pour alimenter en énergie électrique la première charge électrique ou la seconde charge électrique en cas de défaillance partielle ou complète du premier convertisseur électrique (11) ou du deuxième convertisseur électrique (12). À cet effet, l'unité de conversion comprend une troisième unité de commutation côté sortie (33) pour connecter de manière variable la première charge électrique ou la seconde charge électrique au troisième convertisseur électrique (13). L'invention concerne également un procédé de fonctionnement de l'unité de conversion selon l'invention, ainsi qu'un véhicule équipé de l'unité de conversion selon l'invention.
PCT/DE2023/100547 2022-10-17 2023-07-25 Unité de conversion pour alimenter deux charges électriques d'un véhicule, son procédé de fonctionnement et véhicule WO2024083277A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022127077.7A DE102022127077A1 (de) 2022-10-17 2022-10-17 Umrichtereinheit zur Versorgung von zwei elektrischen Lasten eines Fahrzeuges und Verfahren zu deren Betrieb sowie Fahrzeug
DE102022127077.7 2022-10-17

Publications (1)

Publication Number Publication Date
WO2024083277A1 true WO2024083277A1 (fr) 2024-04-25

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WO (1) WO2024083277A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20130271056A1 (en) * 2010-11-05 2013-10-17 Lti Drives Gmbh Pitch motor drive circuit which can operate in emergency mode
DE102014100256A1 (de) 2014-01-10 2015-07-16 Gottfried Wilhelm Leibniz Universität Hannover Modularer Stromrichter
DE102019207048B4 (de) 2019-05-15 2021-02-04 Volkswagen Aktiengesellschaft Stromrichteranordnung, Fahrzeug mit einer Stromrichteranordnung und Verfahren zum Betreiben einer Stromrichteranordnung
EP3116096B1 (fr) * 2014-03-04 2021-08-25 Eaton Intelligent Power Limited Circuit d'alimentation sans coupure
EP4063175A1 (fr) * 2021-03-26 2022-09-28 Siemens Mobility GmbH Procédé de fonctionnement d'un véhicule ferroviaire et véhicule ferroviaire

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3736166A1 (fr) 2019-05-07 2020-11-11 Volvo Car Corporation Système et procédé d'équilibrage de l'état de charge dans un système de propulsion d'un véhicule électrique
CN111756305B (zh) 2020-06-21 2022-06-14 中车永济电机有限公司 机车用辅助变流器拓扑结构
DE102021112819A1 (de) 2021-05-18 2022-11-24 Schaeffler Technologies AG & Co. KG Steuereinrichtung zur Ansteuerung eines redundanten Aktuators mit zwei Teilaktuatoren

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20130271056A1 (en) * 2010-11-05 2013-10-17 Lti Drives Gmbh Pitch motor drive circuit which can operate in emergency mode
DE102014100256A1 (de) 2014-01-10 2015-07-16 Gottfried Wilhelm Leibniz Universität Hannover Modularer Stromrichter
EP3116096B1 (fr) * 2014-03-04 2021-08-25 Eaton Intelligent Power Limited Circuit d'alimentation sans coupure
DE102019207048B4 (de) 2019-05-15 2021-02-04 Volkswagen Aktiengesellschaft Stromrichteranordnung, Fahrzeug mit einer Stromrichteranordnung und Verfahren zum Betreiben einer Stromrichteranordnung
EP4063175A1 (fr) * 2021-03-26 2022-09-28 Siemens Mobility GmbH Procédé de fonctionnement d'un véhicule ferroviaire et véhicule ferroviaire

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