WO2012019667A2 - Groupe moteur de véhicule automobile comprenant un dispositif de charge - Google Patents

Groupe moteur de véhicule automobile comprenant un dispositif de charge Download PDF

Info

Publication number
WO2012019667A2
WO2012019667A2 PCT/EP2011/002887 EP2011002887W WO2012019667A2 WO 2012019667 A2 WO2012019667 A2 WO 2012019667A2 EP 2011002887 W EP2011002887 W EP 2011002887W WO 2012019667 A2 WO2012019667 A2 WO 2012019667A2
Authority
WO
WIPO (PCT)
Prior art keywords
charging
circuit
drive system
motor vehicle
vehicle drive
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2011/002887
Other languages
German (de)
English (en)
Other versions
WO2012019667A3 (fr
Inventor
Jörg HUBER
Michael Hoffmann
Axel Willikens
Volker Hartmann
Wolfgang Wondrak
Steffen Hahlbeck
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Publication of WO2012019667A2 publication Critical patent/WO2012019667A2/fr
Publication of WO2012019667A3 publication Critical patent/WO2012019667A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • 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
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from AC mains by converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/60—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including safety or protection arrangements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/80—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including monitoring or indicating arrangements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/865—Battery or charger load switching, e.g. concurrent charging and load supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a motor vehicle drive system with a charging device for charging a rechargeable battery device by means of an external power supply according to the preamble of claim 1.
  • the invention is in particular the object of increasing comfort in the loading mode of operation. It is achieved according to the invention by the features of claim 1. Further embodiments emerge from the subclaims.
  • the invention relates to a motor vehicle drive system with a charging device, which is provided for charging a battery device by means of an external power supply network to convert an AC voltage of the external power supply into a DC voltage, and provided with an operating mode switching device, optionally a charging mode or to switch to a driving mode.
  • the operating mode switching device is provided to at least partially exclude a prime mover from a charging circuit in the loading operating mode. It can thereby be achieved that the prime mover is de-energized in the loading operating mode, whereby in the loading operating mode, in particular, an undesired torque build-up by the drive machine can be avoided. By an embodiment of the invention can thus be a comfort in be increased in the charging mode.
  • An “external power network” should be understood to mean, in particular, a power grid independent of the drive system, in particular a public power grid.
  • a “charging mode of operation” is to be understood here as meaning, in particular, an operating mode in which the battery device is charged stationarily by means of the external power network Rechargeable battery device is connected, wherein one of the battery device removed current or the battery device supplied current in the driving mode is preferably not equal to zero. Basically, however, in the driving mode, the current through the prime mover may be temporarily equal to zero.
  • a “charging circuit” is to be understood as meaning a unit of those components of the motor vehicle drive system through which an electric current not equal to zero flows in the charging operating mode at least a portion of the prime mover is de-energized, that is, an electric current through this portion of the prime mover is nearly zero, while the same portion of the prime mover is energized in the traction mode, ie, the non-zero electrical current.
  • "Provided” is to be understood in particular specially programmed, equipped and / or designed.
  • the operating mode switching device has at least one separating element which is provided to electrically disconnect at least one motor coil of the drive machine from the charging circuit.
  • the motor coil can be disconnected in the charging mode of operation, which in particular also fault currents that could lead to an undesirable torque build-up can be minimized.
  • a "separating element” is to be understood in particular as meaning an electrical switching element that is provided in at least one switching position to electrically disconnect the motor coil from the charging circuit and is provided in at least one switching position to electrically connect the motor coil to the charging circuit
  • Electrically isolated is to be understood in particular that an electrical resistance is approximately infinite, that is, the at least one motor coil in the charging mode is potential-free.
  • the operating mode switching device has at least one separating element which is provided to exclude at least a part of the charging device from a driving circuit in the driving operating mode.
  • the charging device can advantageously be switched at least partially without power in the driving mode.
  • a “driving circuit” should be understood to mean a unit of those components of the motor vehicle drive system through which an electric current not equal to zero flows in the drive operating mode.
  • the charging device comprises a filter unit, wherein the at least one separating element is provided to electrically separate the filter unit from the driving circuit.
  • the filter unit can be switched potential-free in the driving mode, whereby in particular fault currents can advantageously be reduced.
  • this can be improved security.
  • a "filter unit” should be understood to mean, in particular, a unit which is intended to filter out frequencies above a mains frequency of the external power network and thereby reduce, in particular, repercussions on the external power grid ,
  • the charging device has at least one power dissipation capacitor.
  • a “line bypass capacitor” should be understood to mean, in particular, a capacitor which is arranged between at least one phase and a protective conductor or between at least one neutral conductor and the protective conductor - Defined potential, such as in particular a grounded via the external power grid conductor.
  • a “neutral conductor” is to be understood as meaning, in particular, a potential-free conductor in a control mode.
  • a phase is to be understood, in particular, as meaning a conductor which has a potential in a regulating operation with respect to the neutral conductor.
  • the at least one separating element is provided to electrically disconnect the at least one power dissipation capacitor from the driving circuit.
  • the network bypass capacitor can advantageously also be switched potential-free in the driving mode.
  • the charging device has at least one monitoring unit which is provided to monitor at least one external network and / or charging parameter.
  • characteristic parameters are to be understood in particular as parameters which are predetermined by the external power network, such as, for example, a mains voltage of the external power network or an alternating frequency of the external power network a charging current, a fault current or an insulation fault of the charging device.
  • the at least one separating element is provided to electrically disconnect the monitoring unit from the driving circuit.
  • the power dissipation capacitor can advantageously also be switched potential-free in the drive operating mode.
  • the charging device has at least one mains choke and the at least one separating element is provided to electrically disconnect the at least one mains choke from the driving circuit.
  • an inductance of the mains choke can be advantageously adapted to the charging device.
  • a "mains choke” is to be understood as meaning, in particular, a separate coil introduced into the charging circuit, which advantageously has a higher inductance in comparison to a coil of the filter unit.
  • the motor vehicle drive system comprises power electronics with an inverter circuit and the operating mode switching device is provided to selectively connect the prime mover or at least part of the charging device to the inverter circuit.
  • FIG. 1 shows a first part of a circuit diagram for a first embodiment of a drive system according to the invention
  • Fig. 2 shows a second part of the circuit diagram of the first embodiment
  • Fig. 3 is a circuit diagram of a second drive system according to the invention.
  • FIG. 1 and 2 show a circuit diagram for a first embodiment of a motor vehicle drive system according to the invention.
  • FIG. 1 shows a first part of the circuit diagram.
  • FIG. 2 shows a second part of the circuit diagram.
  • Connecting points at which the two parts are connected to each other are identified in the two figures by identical capital letters A, B, C, D, E, F.
  • the motor vehicle drive system is basically provided for different drive systems. By means of the motor vehicle drive system, both purely electric drive systems and hybrid drive systems are formed.
  • the illustrated embodiment is formed as a purely electric drive system.
  • the drive system comprises an electric drive machine 13a, a battery device 1a and a charging device 10a for charging the battery device 11a by means of an external power network.
  • the prime mover 13a is formed as a three-phase motor.
  • the prime mover 13a comprises three motor coils 17a, 18a, 19a.
  • the prime mover 13a comprises three separate phases 28a, 29a, 30a.
  • the engine 13a In a driving mode, the engine 13a generates electric power from an electric power supplied thereto, or from a mechanical power supplied thereto, which can be supplied to the engine 13a via drive wheels, for example.
  • the driving mode thus includes a generator operating mode for charging the battery device 11a.
  • the battery device 11a includes a high-voltage battery.
  • the battery device 1 a provides a DC voltage which is at least 100 volts.
  • the high-voltage battery comprises a plurality of individual cells connected in series.
  • a minimum battery voltage is 105.6 volts.
  • a maximum battery voltage is 413 volts, whereby the maximum battery voltage can also be larger.
  • the battery device 11a has two battery terminals 31a, 32a, each forming a defined pole of the battery device 11a.
  • the drive system comprises a power electronics 26a.
  • the power electronics 26a comprises an inverter circuit 27a with two conductors 33a, 34a, which are each connected to one of the battery terminals 31a, 32a of the battery device 11a.
  • the inverter circuit 27a is formed by means of three half-bridges 35a, 36a, 37a.
  • Each of the three half bridges 35a, 36a, 37a is electrically connected to one of the motor coils 17a, 18a, 19a of the prime mover 13a.
  • the half-bridges 35a, 36a, 37a are each arranged between the two conductors 33a, 34a.
  • Each half-bridge 35a, 36a, 37a comprises two switching elements 38a, 39a and two free-wheeling diodes 40a, 41a arranged parallel to the switching elements 38a, 39a.
  • the freewheeling diodes 40a, 41a of a half bridge 35a, 36a, 37a are arranged opposite to each other.
  • the motor coils 17a, 18a, 19a of the prime mover 13a are connected to a bridge point of the respective half bridge 35a, 36a, 37a.
  • the switching elements of the half bridges 35a, 36a, 37a are formed as transistors.
  • the inverter circuit 27a In the driving mode, the inverter circuit 27a generates an AC voltage from the DC voltage of the battery device 11a, or a DC voltage from an AC voltage generated by the engine 13a. In the pure driving mode, the AC voltage generated by the inverter circuit 27a defines a power output by the engine 13a. In addition, via the AC voltage, a rotational speed, which has the drive machine 3a, adjustable. The AC voltage generated by the inverter circuit 27a is applied as a three-phase current to the motor coils 17a, 18a, 19a of the engine 13a.
  • the inverter circuit 27a converts the AC voltage generated by the engine 13a into a DC voltage.
  • the inverter circuit 27a acts as a step-up converter, which converts the AC voltage provided by the drive machine 13a into a higher DC voltage. In principle, however, the inverter circuit 27a can also be operated without a step-up operation.
  • the DC voltage to which the inverter circuit 27a converts the AC voltage generated by the engine 13a causes a charging operation of the battery device 11a.
  • the power electronics 26 a is provided for adjusting a power of the engine 13 a, which can act either as drive power or as braking power.
  • the charging device 10a is partially formed integrally with the inverter circuit 27a.
  • the charging device 0a comprises a polyphase rectification circuit 42a, which converts an AC voltage to a DC voltage.
  • the charging device 10a um- sums up three phase inputs 43a, 44a, 45a and phases 46a, 47a, 48a connected to the phase inputs 43a, 44a, 45a, a neutral conductor input 49a and a neutral conductor 50a adjoining the neutral input 49a and a protective conductor input 51a and a protective conductor 52a connected to the protective conductor input 51a ,
  • the three phase inputs 43a, 44a, 45a are provided for a three-phase current.
  • the neutral input 49a is substantially floating with respect to a ground potential.
  • a current flowing through the neutral conductor 50a is zero in a proper control operation.
  • the protective conductor 52a connected to ground via the external power network defines the ground potential.
  • the rectification circuit 42a is formed integrally with the inverter circuit 27a.
  • the charging device 10a is connected to the battery device 11a via the inverter circuit 27a.
  • the phases 46a, 47a, 48a are connected to the bridge points of the half-bridges 35a, 36a, 37a of the inverter circuit 27a.
  • the phase 46a is tied to the bridge point of the half-bridge 35a in the charging mode of operation.
  • the freewheeling diodes 40a, 41a of the half-bridge 35a form a rectifying circuit for the phase 46a with respect to the bridge point.
  • the two further half bridges 36a, 37a are connected correspondingly with respect to the phases 47a, 48a. An alternating voltage applied in the charging operating mode between the three phases 46a, 47a, 48a is thus converted into a DC voltage present between the conductors 33a, 34a.
  • the charging device 10a comprises a power factor correction circuit 53a connected to the rectification circuit 42a.
  • the power factor correction circuit 53a is partially formed integrally with the inverter circuit 27a.
  • the half bridges 35a, 36a, 37a of the inverter circuit 27a respectively form a switching element for the power factor correction circuit 53a.
  • the switching elements 38a, 39a of the half bridge 35a are provided, for example, for the phase 46a.
  • the switching elements of the further half-bridges 36a, 37a are provided analogously for the phases 47a, 48a.
  • the charging device 10a For adjusting the DC voltage applied to the two conductors 33a, 34a and the battery terminals 31a, 32a, the charging device 10a comprises a voltage converter 54a arranged downstream of the inverter circuit 27a.
  • the voltage converter 54a is bidirectional, that is provided both for a power flow from the inverter circuit 27a to the battery device 1a and for a power flow from the battery device 11a to the inverter circuit 27a.
  • the voltage converter 54a is suitable for devorides 10a, ie for charging the battery device 11a by means of the external power network, and for the power electronics 26a, ie for the operation of the engine 13a by means of the battery device 11a provided.
  • the voltage converter 54a is electrically connected in series with the inverter circuit 27a.
  • the voltage converter 54a is disposed between the inverter circuit 27a and the battery device 11a.
  • the voltage converter 54a comprises a coil 56a and a capacitor 57a.
  • the voltage converter 54a comprises a switching unit 55a with two switching elements and a diode unit 58a with two diodes.
  • the capacitor 57a is disposed between the conductors 33a, 34a of the inverter circuit 27a.
  • the switching unit 55a and the diode unit 58a form a half bridge in terms of circuitry.
  • the coil 56a which is incorporated in the conductor 33a, is connected to a bridge point of the half-bridge formed by the switching unit 55a and the diode unit 58a.
  • the charging device 10a and the power electronics 26a have a sufficiently high dielectric strength of, for example, 1200 volts.
  • the rectification circuit 42a which is formed integrally with the inverter circuit 27a, is designed for this withstand voltage.
  • the voltage converter 54a converts, in particular in the charging operation mode, the DC voltage applied to the conductors 33a, 34a to a lower charging voltage.
  • the charging voltage which is also a DC voltage, is adjustable via the voltage converter 54a.
  • a dielectric strength of the components arranged after the voltage converter 54 can in principle be less than the dielectric strength of the charging device 10a and the power electronics 26a.
  • the charging device 10a comprises a filter unit 22a.
  • the filter unit 22a forms an EMC filter.
  • the filter unit 22a comprises a coil-capacitor unit 59a having a plurality of paired capacitors and coils.
  • the coil-capacitor unit 59a forms a low-pass filter for each phase 46a, 47a, 48a of the charging device 10a.
  • a cutoff frequency above which the filter unit 22a attenuates is greater than a maximum expected network frequency of the external power grid.
  • the charging device 10a further comprises a suppressor unit 60a with a mains bypass capacitor 23a.
  • the mains bypass capacitor 23a is classified as a y-capacitor.
  • the suppression unit 60a includes three x capacitors 61a, 62a, 63a.
  • the x-capacitors 61a, 62a, 63a are each connected in pairs between the three phases 46a, 47a, 48a of the charging device 10a. Two each of the x-capacitors 61a, 62a, 63a are connected in series with respect to two of the phases 46a, 47a, 48a.
  • the three x-capacitors 61a, 62a, 63a are electrically connected via a common contact point. connected to each other.
  • the power dissipation capacitor 23a is connected to the common contact point of the x capacitors 61a, 62a, 63a.
  • the line bypass capacitor 23a is thus connected between the three phases 46a, 47a, 48a and the neutral conductor 50a of the charging device 10a.
  • the suppressor unit 60a comprises a capacitor 64a which is connected between the neutral conductor 50a and the protective conductor 52a.
  • the charging device comprises three line reactors 70a, 71a, 72a.
  • the three mains chokes 70a, 71a, 72a are each incorporated in one of the phases 46a, 47a, 48a of the charging device 10a.
  • the mains chokes 70a, 71a, 72a are arranged after the filter unit 10a.
  • the mains chokes 70a, 71a, 72a each have an inductance that is greater than an inductance of the coils of the filter unit 22a.
  • the power electronics 27a comprises an intermediate circuit 65a.
  • the intermediate circuit 65a comprises a capacitor which is arranged between the two conductors 33a, 34a of the inverter circuit 27a.
  • the power electronics 26a which forms a part of the charging device, comprises two further power dissipation capacitors 24a, 66a.
  • the further diversion capacitors 24a, 66a which are also associated with the charging device 10a, are arranged after the intermediate circuit 65a.
  • the power dissipation capacitor 24a is disposed between the conductor 33a and the protective conductor 52a.
  • the power dissipation capacitor 66a is disposed between the conductor 34a and the protective conductor 52a.
  • the charging device 10a further comprises a monitoring unit 25a.
  • the monitoring unit 25a is connected to the three phases 46a, 47a, 48a, the neutral conductor 50a and the protective conductor 52a.
  • the monitoring unit 25a monitors voltages which occur at the phases 46a, 47a, 48a, the neutral conductor 50a and the protective conductor 52a.
  • it monitors electrical currents flowing through the phases 46a, 47a, 48a, the neutral conductor 50a and the protective conductor 52a.
  • the monitoring unit 25a forms an insulation monitor, which in particular determines an insulation resistance of the phases 46a, 47a, 48a against the protective conductor 52a.
  • the insulation resistance is shown in FIG. 1 as an equivalent resistance together with a replacement capacitor replacing line capacitances in an equivalent circuit 67a.
  • the charging device 10a For switching between a single-phase charging operation and a three-phase charging operation, the charging device 10a comprises a switching unit 68a.
  • the switching unit 68a includes a switching element 69a, which is provided to the neutral conductor 50a the charging device 10a with one of the phases 46a, 47a, 48a to connect.
  • the switching unit 68a is automated. If the switching unit 68a detects a single-phase AC voltage present between one of the phase inputs 46a, 47a, 48a and the neutral conductor input 50a, it automatically closes the switching element 69a and connects the neutral conductor 50a to the phase 46a.
  • two of the three phase inputs 46a, 57a, 48a are essentially potential-free.
  • the switching unit 68a detects a type of the applied AC voltage based on potentials of the three phase inputs 43a, 44a, 45a.
  • the single-phase alternating voltage present between the phase input 43a and the neutral input 49a is applied by closing the switching element 69a between two of the three phases 46a, 47a, 48a.
  • the rectification circuit 42a converts the AC voltage applied between the two phases 46a, 48a into a DC voltage.
  • the switching unit 68a is provided for detecting a DC voltage. If the switching unit 68a detects a DC voltage present between the phase input 43a and the neutral conductor input 49a in the charging operating mode, the switching unit 68a also closes the switching element 69a.
  • the rectification circuit 42a passes through the DC voltage applied to the phases 46a, 48a substantially without resistance, as a result of which, analogously to a converted AC voltage, it also rests against the two conductors 33a, 34a of the inverter circuit 27a.
  • an electric power for charging the battery device 11a via the phase inputs 43a, 44a, 45a and the neutral input 49a is input to the charging device 10a.
  • an electric current flows in particular through the charging device 10a.
  • a path of the electrical current through the charging device 10a defines an electrical charging circuit 20a. If a multiphase AC voltage is applied to the three phase inputs 43a, 44a, 45a, the electrical charging circuit has, for example, the three phase inputs 43a, 44a, 45a and the three phases 46a, 47a, 48a.
  • the charging circuit 20a also includes the filter unit 22a and the monitoring unit 25 and the Entstörtician 60a.
  • the charging circuit comprises the inverter circuit 27a and the two conductors 33a, 34a and the battery terminals 31a, 32a.
  • an electric power of the battery device 11a is taken out and supplied to the engine 13a, or an electric power generated by the engine 13a is supplied to the battery device 11a.
  • the charging operating mode flows an electric current in particular by the power electronics 26a and the prime mover 13a.
  • a path of the electric current through the engine 3a and the inverter circuit 27a of the power electronics 26a defines a traveling circuit 21a.
  • the traction circuit 21a includes, for example, the motor coils 17a, 18a, 19a and the phases 28a, 29a, 30a of the prime mover 13a.
  • the traveling circuit 21a includes the inverter circuit 27a and the two conductors 33a, 34a and the battery terminals 31a, 32a.
  • the motor vehicle drive system has an operation mode switching device 12a.
  • the operation mode switching device 12a is provided to selectively switch the charging operation mode for charging the battery device 11a by means of the external power network or the driving operation mode for operating the engine 13a.
  • the operation mode switching device 12a unloads the engine 13a from the charging circuit 20a.
  • the operation mode switching device 12a connects a part of the charging device 10a to the inverter circuit 27a.
  • the operation mode switching device 2a connects the engine 3a to the inverter circuit 27a.
  • the operation mode switching device 12a includes three partition members 14a, 15a, 16a.
  • the disconnecting elements 14a, 15a, 15a of the operation mode switching device 12a electrically disconnect the phases 28a, 29a, 30a of the prime mover 13a and thus the motor coils 17a, 18a, 19a from the charging circuit 20a.
  • the disconnectors 14a, 15a, 16a disconnect the phases 46a, 47a, 48a of the charger 10a from the charging circuit and thus remove part of the charger 10a from the traction circuit.
  • the separating elements 14a, 15a, 16a are designed as electrical switching elements, which can be selectively switched to the switching mode assigned to the loading operating mode or to the driving mode assigned switching position.
  • the separating elements 14a, 15a, 16a are arranged downstream of the line reactors 70a, 71a, 72a with respect to the power flow in the charging operating mode.
  • the part of the charging circuit 20a which can be electrically disconnected from the driving circuit 21a by means of the operating mode switching device 12a, comprises all the components connected to the three phases 46a, 47a, 48a.
  • the partition members 14a, 15a, 16a separate the line bypass capacitor 23a and the monitor unit 25a from the running circuit.
  • the part of the charging circuit 20a which can be electrically disconnected from the driving circuit 21a by means of the operating mode switching device 12a, thus comprises, in particular, the switching unit 68a, the interference suppression unit 60a, the filter unit 22a, the power dissipation capacitor 23a and the monitoring unit 25a.
  • the drive system comprises a control and regulation unit 73a.
  • the control and regulation unit 73a comprises at least one control unit with a processor unit, which is provided for a control and regulation.
  • the control and regulation unit 73a can also have a plurality of structurally separated control units which are provided for different functions of the control and regulation unit 73a.
  • the control unit 73a is provided in particular for controlling the charging device 10a and the inverter circuit 27a. It controls the actively controllable switching elements of the inverter circuit 27a. Further, the control unit 73a for the operation mode switching device 12a is provided.
  • the control and regulation unit 73a in particular switches the separating elements 14a, 5a, 16a.
  • control unit 73a is provided to the monitoring unit 25a, i. An electronic evaluation of the monitoring unit 25a is performed by the control and regulation unit 73a.
  • control unit 73a is provided for controlling the switching unit 68a.
  • the control and regulation unit 73a determines, by means of the monitoring unit 25a, the voltages present between the phase inputs 43a, 44a, 45a and the neutral conductor input 49a and switches the switching element 69a of the switching unit 68a as a function of the detected voltages.
  • FIG. 3 shows a further exemplary embodiment of the invention.
  • the following descriptions are essentially limited to the differences between the exemplary embodiments, wherein reference can be made to the description of the first exemplary embodiments of FIGS. 1 and 2 with regard to components, features and functions that remain the same.
  • the letter a in the reference numerals of the embodiment in Figures 1 and 2 by the letter b in the reference numerals of the embodiment of Figure 3 is replaced.
  • FIG. 3 shows an alternative embodiment of a drive system according to the invention.
  • the drive system comprises a charging device 10b, an electric drive machine 13b and a battery device 11b.
  • the drive system comprises power electronics 26b, which comprises a bidirectional voltage converter 54b and two power dissipation capacitors 24, 66b.
  • the charging device 10b has a rectification circuit 42b with connected power factor correction circuit 53b, which is partially embodied in one piece with the power electronics 26b.
  • the charging device 10b is configured analogously to the preceding embodiment.
  • the motor vehicle drive system includes an operation mode switching device 12b that is configured to selectively switch a charge operation mode or a drive operation mode.
  • the operation mode switching device 12b is provided to exclude the engine 13b from a charging circuit 20b in the charging operation mode.
  • the operation mode switching device 12b includes three partition members 14b, 15b, 16b provided to electrically disconnect motor coils 17b, 18b, 19b of the engine 13b from the charging circuit 20b in the charging operation mode.
  • the partition members 14b, 15b, 16b are provided for excluding a part of the loader 10b from a running circuit 2b.
  • a part of the charging circuit 20b which can be electrically disconnected from the driving circuit 21b by means of the operation mode switching device 12b, comprises a switching unit 68b, a debugging unit 60b, a filter unit 22b, a line bypass capacitor 23b, and a monitoring unit 25b.
  • the part of the charging device 10b which is separable from the traveling circuit 21b in the driving mode, comprises three line reactors 70b, 71b, 72b.
  • the power electronics 26b includes an inverter circuit 27b formed as a three-level inverter circuit.
  • the inverter circuit 27b comprises a total of six half-bridges 35b, 35b ', 36b, 36b', 37b, 37b '. In each case two of the half bridges 35b, 35b ', 36b, 36b', 37b, 37b 'are provided for a phase 28b, 29b, 30b of the drive machine 13b.
  • the paired half bridges 35b, 35b ', 36b, 36b', 37b, 37b ', which are respectively provided for one of the phases 28b, 29b, 30b, are connected between two conductors 33b, 34b of the inverter circuit 27b.
  • the phases 28b, 29b, 30b are each connected to a point between the two corresponding half-bridges 35b, 35b ', 36b, 36b', 37b, 37b '.
  • Bridge points of all six half-bridges 35b, 35b ', 36b, 36b', 37b, 37b ' are each connected via a diode to a conductor 74b of the inverter circuit 27b.
  • An intermediate circuit 65b of the power electronics 26b has two capacitors connected in series.
  • the loan ter 74b, to which the additional diodes of the inverter circuit 27b are connected, is connected at a point between the two capacitors of the intermediate circuit 65b.
  • the conductor 74b of the inverter circuit 27b and the two conductors 33b, 34b constitute three different potentials of the three-level inverter circuit.
  • the conductor 74b of the inverter circuit 27b defines a center potential, against which potentials of the two conductors 33b, 34b are displaced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un groupe moteur de véhicule automobile comprenant un dispositif de charge polyphasé (10a; 10b) qui est conçu pour charger un ensemble accumulateur (11a; 11b) à partir d'un réseau électrique externe, en convertissant une tension alternative du réseau électrique externe en une tension continue, et un dispositif de commutation de mode de fonctionnement (12a; 12b) qui est conçu pour commuter sélectivement entre un mode charge et un mode conduite. Selon l'invention, le dispositif de commutation de mode de fonctionnement (12a; 12b) est conçu pour exclure au moins partiellement un moteur d'entraînement (13a;13b) d'un circuit de charge (20a; 20b) dans le mode charge.
PCT/EP2011/002887 2010-07-20 2011-06-11 Groupe moteur de véhicule automobile comprenant un dispositif de charge Ceased WO2012019667A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010031691A DE102010031691A1 (de) 2010-07-20 2010-07-20 Kraftfahrzeugantriebssystem mit einer Ladevorrichtung
DE102010031691.1 2010-07-20

Publications (2)

Publication Number Publication Date
WO2012019667A2 true WO2012019667A2 (fr) 2012-02-16
WO2012019667A3 WO2012019667A3 (fr) 2012-04-19

Family

ID=44627022

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2011/002887 Ceased WO2012019667A2 (fr) 2010-07-20 2011-06-11 Groupe moteur de véhicule automobile comprenant un dispositif de charge

Country Status (2)

Country Link
DE (1) DE102010031691A1 (fr)
WO (1) WO2012019667A2 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107104483A (zh) * 2017-05-17 2017-08-29 上海德朗能新能源有限公司 一种用于轻型电动车锂电池电池组的充放电电路
DE102017220982A1 (de) 2017-10-09 2019-04-11 Volkswagen Aktiengesellschaft Traktionsnetz
US12054061B2 (en) 2018-06-29 2024-08-06 Volvo Technology Corporation Electric propulsion system for a vehicle
RU2757573C1 (ru) * 2021-05-28 2021-10-18 Федеральное государственное бюджетное научное учреждение «Федеральный научный агроинженерный центр ВИМ» (ФГБНУ ФНАЦ ВИМ) Система управления зарядом аккумуляторных батарей для электротранспорта от стандартного сетевого напряжения

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5341075A (en) 1993-03-10 1994-08-23 A.C. Propulsion, Inc. Combined motor drive and battery recharge system

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE9202823L (sv) * 1992-09-30 1994-03-31 Volvo Ab Anordning och förfarande för uppladdning av elfordon
JP3178146B2 (ja) * 1992-12-25 2001-06-18 富士電機株式会社 電気自動車の電気システム
DE102009000096A1 (de) * 2009-01-09 2010-07-15 Robert Bosch Gmbh Verfahren für die Steuerung einer Stromversorgungseinrichtung mit einem Wechselrichter

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5341075A (en) 1993-03-10 1994-08-23 A.C. Propulsion, Inc. Combined motor drive and battery recharge system

Also Published As

Publication number Publication date
WO2012019667A3 (fr) 2012-04-19
DE102010031691A1 (de) 2012-01-26

Similar Documents

Publication Publication Date Title
DE102016103041B4 (de) Leistungsumwandlungsvorrichtung
WO2018015263A1 (fr) Réseau de bord de véhicule pour charger un véhicule à propulsion électrique et procédé correspondant
DE102016114101A1 (de) Transformatorloses stromisoliertes bordladegerät mit festkörper-schaltersteuerung
DE102014223227A1 (de) Antriebseinrichtung und Verfahren zum Betrieb einer Antriebseinrichtung
EP2764614B1 (fr) Onduleur multiniveau avec une pluralité des sous-modules onduleur pour la génération des tensions polyphasées
WO2019101413A1 (fr) Composant redresseur et module semi-conducteur d'un composant redresseur
WO2024017775A1 (fr) Véhicule doté d'un agencement de circuit électrique et de deux unités d'entraînement électrique, et son procédé de fonctionnement
WO2012019666A2 (fr) Groupe moteur de véhicule automobile comprenant un dispositif de charge
WO2012019665A2 (fr) Groupe moteur de véhicule automobile comprenant un dispositif de charge
DE102013011104A1 (de) Elektrische Energieverteilungseinrichtung für ein elektrisch angetriebenes Fahrzeug sowie Verfahren zum Betrieb der Energieverteilungseinrichtung
WO2012019667A2 (fr) Groupe moteur de véhicule automobile comprenant un dispositif de charge
WO2017186392A1 (fr) Machine électrique pourvue de deux onduleurs raccordés
WO2024068115A1 (fr) Dispositif de charge et procédé pour faire fonctionner le dispositif de charge
WO2013041317A2 (fr) Système d'entraînement et procédé de commande d'un véhicule entraîné par batterie
WO2024002548A1 (fr) Dispositif de charge et procédé de fonctionnement du dispositif de charge
WO2024023203A1 (fr) Circuit électrique et procédé de fonctionnement
DE102009010566A1 (de) Bidirektionaler Gleichstromsteller und System
DE102024205527B3 (de) Elektrisches Traktionsnetz für ein Kraftfahrzeug und Verfahren zum Betreiben eines solchen in einem Fahr- und einem Lademodus
DE102013017419A1 (de) Ladeschaltung für einen On-Board-Lader eines Fahrzeugs
DE102012206801A1 (de) Schaltung mit einer stromrichterschaltung und verfahren zur leistungsanpassung
DE102010041988A1 (de) Antriebssystem für ein batteriebetriebenes Fahrzeug
WO2020169575A1 (fr) Réseau de bord de véhicule comprenant un accumulateur, un raccord de tension alternative et un raccord de tension continue
EP4595195A1 (fr) Dispositif de charge et procédé de fonctionnement du dispositif de charge
DE102019002781A1 (de) Verfahren zum Speichern elektrischer Energie in einem Hochvolt-Leistungsmodul für ein Fahrzeug und Hochvolt-Leistungsmodul zum Speichern von elektrischer Energie
EP3402691A1 (fr) Système électrique pour véhicule, véhicule et procédé permettant de mettre en uvre une opération de charge

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11725348

Country of ref document: EP

Kind code of ref document: A2

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11725348

Country of ref document: EP

Kind code of ref document: A2