WO2017134052A1 - Réseau de bord haute tension d'un véhicule et dispositif de raccordement fixe - Google Patents

Réseau de bord haute tension d'un véhicule et dispositif de raccordement fixe Download PDF

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Publication number
WO2017134052A1
WO2017134052A1 PCT/EP2017/052052 EP2017052052W WO2017134052A1 WO 2017134052 A1 WO2017134052 A1 WO 2017134052A1 EP 2017052052 W EP2017052052 W EP 2017052052W WO 2017134052 A1 WO2017134052 A1 WO 2017134052A1
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WIPO (PCT)
Prior art keywords
converter
electrical system
stationary
voltage
vehicle electrical
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/EP2017/052052
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German (de)
English (en)
Inventor
Klaus Mühlbauer
Martin Brüll
Franz Pfeilschifter
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.)
Aumovio Germany GmbH
Original Assignee
Continental Automotive 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 Continental Automotive Technologies GmbH filed Critical Continental Automotive Technologies GmbH
Publication of WO2017134052A1 publication Critical patent/WO2017134052A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • 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
    • H02J1/00—Circuit arrangements for DC mains or DC distribution networks

Definitions

  • Plug-in hybrid vehicles can be charged using AC or DC power.
  • DC is used for fast charging in particular DC.
  • a converter which converts the alternating current of a stationary AC network into direct current and a power ⁇ factor correction (PFC, power factor compensation), which is interposed between the stationary alternating current network and the converter, to reduce reactive power.
  • PFC power ⁇ factor correction
  • the energy storage and the DC / DC converter are thus mobile or arranged in a vehicle. Furthermore, the vehicle electrical system includes a DC charging port.
  • the energy storage, the DC / DC converter and the DC charging connection are high-voltage components and especially for voltages over 60 V, 100 volts or 300 or 350 volts, for example, for an operating voltage of 360 - 400 volts.
  • the DC charging port is connected to the electrical energy storage via the DC / DC converter.
  • the DC / DC converter connects the DC charging connection to the energy store.
  • the DC charging port can be generally referred to as a (mobile) DC port, since it is not used (only) for the function of charging, but possibly also for the recovery of energy from the vehicle electrical system.
  • the vehicle electrical system has a controller, which is drivingly connected to the DC / DC converter.
  • the controller is configured to set an output voltage at a first terminal of the DC / DC converter according to a voltage setpoint.
  • the controller can also be regarded as a voltage regulator since it (together with the DC / DC converter controlled by it) realizes a voltage conversion according to a (predetermined) voltage setpoint.
  • the controller can have a voltage setpoint input at which the voltage setpoint can be entered or set.
  • the output voltage is stabilized in particular, for example by the regulator.
  • DC / DC converter is referred to as an intermediate circuit, further components can be connected to the ge ⁇ if necessary.
  • the DC charging port is connected to the electrical energy storage via the DC / DC converter.
  • the DC link ie the side of the DC / DC converter, which faces away from the electrical energy ⁇ storage, electrical energy is supplied during charging, which is converted by the DC / DC converter, in particular ⁇ special voltage converted. This allows the energy storage to be charged.
  • the vehicle electrical system also includes the
  • DC charging terminal which is connected to the intermediate circuit and thus to that side of the DC / DC converter, which faces away from the electrical energy storage.
  • the intermediate circle ie at the DC / DC converter can also be connected to an inverter, so that the DC / DC converter takes on the further task to take electrical or electrically assisted driving electrical power to the energy storage, convert and supply the inverter.
  • the DC / DC converter is arranged to change the voltage level at its output, it is possible that the voltage of the energy storage is increased or decreased from the voltage at the DC charging terminal, and the voltage thus adapted to the energy ⁇ memory is supplied. As a result, the electrical energy store can be operated at high power. Furthermore, during the feeding back, ie if the DC / DC converter is bidirectional, the voltage at the DC connection of the
  • Vehicle electrical system can be changed or adapted to the voltage of the energy storage, and can be changed or adjusted or regulated in particular, in order to increase or decrease the voltage at the DC charging port against the voltage of the energy storage, for example.
  • the input voltage of the DC / DC converter is the voltage at the DC charging port and the output voltage is the voltage at the energy storage.
  • the input voltage of the DC / DC converter is the voltage at the energy storage and the output voltage is the voltage at the DC charging connection.
  • a higher voltage than the voltage of the energy store may be available on an optionally present inverter if the DC / DC converter is an up-converter or increases the battery voltage and outputs the thus increased voltage to the inverter.
  • the DC / DC converter connects the DC link to the electrical energy storage.
  • the DC / DC converter connects the DC connection to the electrical energy storage. If an inverter is present, the DC / DC converter, the inverter or its DC side with the electrical energy storage.
  • the DC / DC converter or its energy storage applied side is directly connected to the DC charging port.
  • the DC / DC converter or its side connected to the DC charging port is directly connected to the electrical energy store.
  • the DC link is directly with the
  • a direct connection in particular a compound is be ⁇ draws, which does not include voltage or current conversion or power ⁇ control.
  • a direct connection is also called a connection to the ⁇ particular, the security mechanisms such as contactors, fuses or include similar, or which are preferably but not controlled by a pulse width modulation and thus can adjust the transmitted power, other switches.
  • Complete disconnection or complete connection (corresponding to a 0% or 100% duty cycle) is not considered a direct connection.
  • Intermediate duty cycles are suitable for setting the effective power, and are preferably not considered as a direct connection.
  • a connection through a filter are also considered as a direct connection, especially if their damping factor at a frequency of 0 hertz is about 1.
  • the DC / DC converter is configured to transfer power from the DC charging port to the battery, and is also configured to adjust, control, or regulate the output voltage.
  • the output voltage DC / DC converter is the voltage which prevails at the terminal of the DC / DC converter, at which (possibly depending on the operating mode) the electric power is output, which is converted by the DC / DC converter.
  • the DC / DC converter has a charging function.
  • the DC / DC converter is preferably configured to convert energy that is output from the electrical energy store. This is called recovery.
  • the power conversion of the DC / DC converter involves no conversion of the current type. This allows the output voltage to be adjusted, controlled or regulated.
  • the DC / DC converter can also have the function of the power conditioning for the traction mode of the inverter if the vehicle electrical system has an inverter. It can be seen that the DC / DC converter is preferably constructed in a bidirectional manner, so that power, in particular in the charging function, power can be transmitted to the energy store, and power can be output from the energy store to the DC connection for the purpose of feeding back energy. In the (optional) conditioning function for the traction drive, power can be taken from the energy store in order to supply it to the inverter (prepared). As a result, the DC / DC converter can be used both in driving mode, in recuperation mode, in charging mode and also in regenerative mode. The same power semiconductors are used for these modes of operation, so that the overall costs, in particular on the stationary side, are reduced.
  • the controller is part of the electrical system (not necessarily a high voltage section of the Bordnet ⁇ zes), but can also be part of the. Due to the function
  • the controller is configured to control an output voltage of the DC / DC converter.
  • This output voltage is delivered via the DC / DC converter to the electrical energy storage.
  • the output voltage may be that which is output from the DC current terminal (for example, from the DC link) to the energy storage via the DC / DC converter. This is the case in the loading mode.
  • the output voltage that which, from the energy storage via the DC / DC converter to the DC charging connection (such as to the DC link) is discharged.
  • the controller may be part of a controller of the powertrain DC / DC converter.
  • the function of the controller may be at least partially realized as a program code, so that in particular the controller whose function can be implemented as program code, which are provided for execution on a processor.
  • Secondary cells or series circuits of secondary cells are particularly suitable as an electrical energy store.
  • the electrical energy storage device can have a nominal voltage of more than 40 volts, preferably a rated voltage greater than 100 volts, for example ⁇ play a nominal voltage of approximately 300, 350, 400, 600 or 800 volts or more. Since the DC / DC converter is interposed between the intermediate circuit (ie between the DC charging connection) and the energy store, the rated voltage of the energy store can deviate from the voltage at the DC link or at the DC charging connection. In particular, the nominal voltage of the energy store can be higher than the voltage of the
  • the DC charging connection are. If, for example, the DC connection is designed for 400 volts, the battery voltage can still be 600 or 800 volts. The higher voltage of the energy storage can be realized higher achievable performances.
  • the DC / DC converter is preferably designed to be bidirectional in order, as mentioned, to be able to transmit energy to and from the energy store.
  • the DC / DC converter can be designed for a given rated power.
  • the DC / DC converter may be designed, for example, in a conversion direction, which is directed towards the energy storage, for a higher power, as in the reverse direction. For energy storage down the
  • DC / DC converter designed with a rated power, with a rated current or even with a maximum power or a maximum current that is 20 or 50, 100 or 200% above the corresponding size in the opposite direction of conversion.
  • the conditioning function can be used for the so-called boost mode, by the optional inverter more power can be supplied, as in an operation in which the inverter is directly connected to the energy storage (without the DC / DC converter).
  • the butteraufberei ⁇ tion function can be provided in particular by a current or voltage adjustment or control or regulation available, for example, realized by a conditioning control or in other functions (such as in the feed-back function and / or in the charging function) becomes.
  • the optional inverter has a DC side which is connected to the DC link or to the DC / DC converter or to the DC charging connection. Since the direct connection, the DC side of the inverter and also facing away from the energy storage side of the DC / DC converter are connected together in the form of the intermediate circuit, which be ⁇ striking connection points (that is, the connection or pages) can be interchanged.
  • the optional inverter is designed in particular for a three-phase ⁇ machine and preferably has an AC side, which is three- or multi-phase, for example, six-phase.
  • the DC side of the inverter and the two direct current side of the DC / DC converter preferably have a po ⁇ sitiven and a negative terminal, in particular a positive terminal and a ground terminal.
  • the power semiconductors of the DC / DC converter can thus be used twice, depending on the function, so that the same semiconductors can be used for the realization of the two functions mentioned above (charging function on the one hand and regenerative power or, if appropriate, power conditioning for traction operation).
  • DC / DC converter can not be used to control the charging process, but also to adjust different voltage levels.
  • the vehicle electrical system thus has an electrical energy store, a DC charging connection (also referred to as a direct current connection) and a DC / DC converter.
  • the DC connection is connected via the DC / DC converter with the electrical energy storage.
  • the vehicle electrical system has a controller. This is driving with the
  • the controller is configured to set an output voltage at a first terminal of the DC / DC converter according to a voltage setpoint.
  • the voltage ⁇ setpoint can be set by an overriding control device which is part of the vehicle electrical system is present in ⁇ nergur of the vehicle (and not necessarily part of the vehicle electrical system), or which is stationary and connected an excusend via a communications interface with the controller is.
  • an external, higher-level control ⁇ apparatus via the communication interface to control the controller a higher-level control device, which is present within the vehicle or part of the vehicle electrical system. The latter control device controls the controller with a voltage setpoint.
  • the entity that controls the regulator may itself be two-stage and have two cascaded control devices (one stationary or part of the attachment device, one in-vehicle) which cascade the controller in such a way.
  • the controller directly superordinate control device can also be controlled by means of a voltage setpoint, optionally from the Control device which is superordinate to the regulator directly, is forwarded unchanged to the controller, or that is forwarded ge ⁇ optionally modified according to an input of said control device.
  • the control device which is superordinate to the regulator can directly modify or correct so specifications of an external control device, such as an energy storage or conversion operation ⁇ condition which comes from the energy storage device, the DC / DC converter of the electrical system or the battery management apparatus.
  • an external control device such as an energy storage or conversion operation ⁇ condition which comes from the energy storage device, the DC / DC converter of the electrical system or the battery management apparatus.
  • Component 32 acts, said component 22 at least can provide an Be ⁇ operating parameters for component 34th
  • the arrow "->" should represent a driving connection according to the direction of the arrow.
  • the DC / DC converter can be bidirectional.
  • the DC / DC converter and / or the controller may be arranged in a state of charge (or in a charging operation) to regulate the output ⁇ voltage which prevails at a first terminal of the DC / DC converter according to the voltage setpoint.
  • Terminal is connected to the DC terminal, and is preferably connected directly to it.
  • the DC / DC converter and / or the controller may further be configured to regulate an output voltage at a second connection of the DC / DC converter in a regenerative state.
  • the first and the second connection of the DC / DC converter are opposite in relation to the DC / DC converter.
  • the DC / DC converter is configured to convert power between the first and second ports.
  • the controller can have a voltage setpoint input. This can be connected to a higher-level control device of the vehicle electrical system or can be connected to an external, To be connected to higher-level control device.
  • the higher-level control device may be provided inside the vehicle, in which the electrical system is located, or may be provided outside the vehicle (stationary).
  • the controller which may preferably be regarded as a controller or part of the controller of the DC / DC converter, has an input to an actual parameters such as power, current and voltage in the DC link or DC connection and / or power, voltage and / or to capture power to the energy storage or between energy storage and DC / DC converter. If the DC / DC converter is operated in a charging function, then the controller which controls the DC / DC converter preferably detects the voltage of the intermediate circuit and the voltage of the battery. Furthermore, operating parameters such as temperature or aging state of the battery can also be transmitted from the battery to the controller or, preferably, to a higher-level control device (in particular via a battery management device).
  • the controller in particular the parent Steuerungsvor ⁇ direction can be configured, the energy storage device according to a specification such as:
  • DC / DC converter or the higher-level control device to be equipped with a safety mechanism, for example with an overcurrent or overtemperature detection, which is configured to detect a fault or overload and accordingly to interrupt the charging process or to significantly reduce the charging power.
  • a safety mechanism for example with an overcurrent or overtemperature detection, which is configured to detect a fault or overload and accordingly to interrupt the charging process or to significantly reduce the charging power.
  • Control device and / or the controller can with a Be connected battery management device that outputs operating parameters of the energy storage.
  • the controller may have a first operating mode (charging mode) in which it acts as a charge controller and a second operating mode (regenerative mode) in which it is used for power conditioning, power adaptation or
  • the DC / DC converter can be offset in opposite directions in different modes.
  • the parent Steue ⁇ device is connected approximately anticiannd with the DC / DC converter to specify the operation mode, and thus to drive the controller and the transducer accordingly.
  • the controller or the master control device may be set up in the regenerative mode to increase the voltage at the direct ⁇ power connection means of the DC / DC converter with respect to the voltage at the energy storage or decrease.
  • the controller or the higher-level control apparatus can therefore adjust the voltage difference between energy storage and direct current terminal in accordance with a target power signal or a target ⁇ current signal, such as the higher-level control apparatus.
  • the controller controls the DC / DC converter in such a way that the corresponding specifications (in particular with regard to the setpoint voltage) are maintained with the least possible error.
  • the controller has as mentioned preferably has a voltage ⁇ setpoint input, the parent with a
  • Control device of the vehicle electrical system is connected or drivingly connected to an external, higher-level control device.
  • controller has the voltage setpoint input
  • this is connected to the higher-level control device of the vehicle electrical system.
  • the Control device is preferably arranged to control or regulate the power and / or the output current of the DC / DC converter (30) by controlling the DC / DC converter (30) via the controller.
  • the higher-level control apparatus is adapted to determine a target power or a target current to determine (as based on a specification of an energy management ⁇ system or based on user inputs or inputs from a stationary loading system), and according to this, a target voltage as the regulator Target size is supplied.
  • a communication interface can be provided, via which the higher-level control device receives inputs, for example from a stationary device.
  • the vehicle electrical system may have a battery management device connected to the electrical energy store. This is preferably set up to determine at least one operating parameter of the electrical energy store. This operating parameter may be the open circuit voltage, the current terminal voltage, the current current, the current temperature, the state of charge or the state of aging.
  • This at least one operating parameter can be fed directly to the controller. Further, the at least one operation parameter ⁇ can be supplied to the controller indirectly, such as via the superordinate control device. In this case, the operating parameter itself or a quantity derived therefrom (such as the resulting desired voltage) can be supplied to the controller. The at least one operating parameter can therefore be supplied directly or indirectly to the controller as a variable within the control. Alternatively, the at least one operating parameter can be supplied as a variable derived therefrom in the control ⁇ nergur.
  • the higher-level control device is preferably arranged, Be ⁇ operating variables such as an actual current, an actual voltage or an actual power to detect applied to the DC / DC converter and is transmitted therefrom. Furthermore, the parent
  • Control device configured to detect a fault condition or an operating temperature of the DC / DC converter. These quantities can be detected directly by the DC / DC converter, may be detected by a measuring device such as a sensor, in particular a current sensor, or by a transducer (A / D converter) connected to the DC / DC converter, or may be controlled by the controller (such as a variable included within the Regulation is used).
  • the operating variables can be determined at a connection of the DC / DC converter, in particular at that connection which is connected to the electrical energy store, and / or at that connection which is connected to the DC charging connection.
  • Voltage sensor may be provided, which is configured to transmit detected current or voltage values to the higher-level control ⁇ device. This may alternatively or in combination herewith also apply to the controller, which in this case is designed like the control device for detection or is connected to a relevant sensor or a measuring device.
  • the higher-level control device can have a (preferably wireless) communication interface, via which a stationary device (such as a charging station or a stationary connection) is connected in a driving manner.
  • the controller may be a (preferably wireless) communication interface ⁇ site, via which received the parent Steuerungsvor- direction (optionally stationary) drive signals to the controller.
  • the vehicle electrical system may have a battery management device connected to the electrical energy store. This is arranged to monitor at least one operation parameter ⁇ the electrical energy store or to detect. Further, the battery management apparatus is adapted to intervene directly (by driving the controller) or indirectly (via the higher-level control device) in the control of the controller, especially if the Be ⁇ operating parameters is outside a predetermined interval be ⁇ place. The interval is limited on both sides or one-sided.
  • the electrical energy store may be equipped with a battery management device.
  • the battery management device may also be generally considered part of the electrical system and is not necessarily part of the energy storage.
  • the battery management device is connected to the controller for the transmission of at least one operating parameter of the energy store. In combination or alternatively, the battery management device with the controller for transmitting at least one operating parameter of a
  • Target charging power signal which is intended for the charge controller connected.
  • the operating parameters of the energy storage can be its terminal or open circuit voltage, its short-circuit current, its temperature, its power, its operating time, its state of charge or its aging state.
  • the vehicle electrical system may have an inverter with a DC side, which is connected directly to the DC / DC converter, in particular to the second terminal of the DC / DC converter.
  • An AC side of the inverter may be directly connected to an electric machine.
  • the inverter and the machine are in particular high-voltage components.
  • the vehicle electrical system may further comprise an AC / DC charging converter. This one has a DC side that with the
  • the AC / DC charging converter is a rectifier which allows energy to be fed into the electrical system via an AC connection, which is connected to the AC / DC charging converter, into the intermediate circuit and thus via the DC / DC converter ,
  • the DC side of the AC / DC charge converter is in particular connected to the DC / DC converter (i.e., its side facing away from the energy store), preferably to the second terminal.
  • the AC / DC charging converter may further include an AC side. This is directly connected to an AC power connection.
  • the AC charging connection or the alternating The current side of the charging transducer can be designed in a multi-phase, in particular three-phase or multi-phase with a phase number of more than three.
  • the AC charging port may be, in particular, a three-phase charging port.
  • a direct connection as mentioned above, all direct connections that do not include power control are considered.
  • a direct connection may comprise a filter, a switch or even a fuse, as long as the switch is not driven with a duty factor greater than 0% and less than 100%.
  • Such switches can be, for example, changeover switch, which at
  • the AC / DC converter charging may be bidirectionally particular forms ⁇ .
  • energy can be taken from the energy store via the DC / DC converter and output via the DC link and the AC / DC charge converter at the AC charging connection, in particular to stationary AC networks.
  • the electrical system may further comprise an electric machine. This is designed in particular for the traction of a vehicle in which the drive train is located. However, the electric machine may also drive other components of the vehicle. For example, the electric machine may be an electric machine of an electric air conditioning compressor or a brake pressure assist pump.
  • the electrical machine is connected to the DC link via the inverter.
  • the inverter has as mentioned the function, from the DC voltage of the
  • the DC link to produce currents that lead in the electric machine to a rotating magnetic field.
  • the electric machine operates as a generator
  • kinetic energy of the vehicle converts into electrical energy
  • This power can then also be fed via the DC / DC converter in the electrical energy storage, so that during braking kinetic energy can be recovered and can be retrieved later from the energy storage.
  • the inverter is designed in particular as a B6C bridge, ie as a full-wave bridge, which is designed to be three-phase, with half or all switches of the bridge being controllable.
  • the DC / DC converter can also be designed with semiconductor-based circuit breakers, in particular in the form of transistors, preferably MOSFETs or IGBTs.
  • a stationary connection device is also described.
  • This has an AC / DC converter, which has a change ⁇ current side.
  • This AC side is equipped for connection to a stationary AC mains.
  • AC / DC converter also has a DC side.
  • a stationary power connector i.e.
  • the AC / DC converter can be uncontrolled or controlled.
  • the term "uncontrolled” means in this case that parameters of the converter operation are defined only by the converter itself, by the input voltage and the output current and no change of the converter power is possible by a drive signal.
  • the AC / DC converter may include, for example, the transformer described below. Since its windings are connected directly to the stationary alternating current network or to the stationary power connections, such an AC / DC converter is uncontrolled.
  • the AC / DC converter may comprise a rectifying power correction filter. This comprises a full-wave rectifier bridge, which is controlled in particular.
  • the full wave rectifier bridge can be designed as a B6C bridge.
  • each arm of the rectifier bridge in addition to a switching element has a diode which is connected in series with the switching element.
  • the AC / DC converter is not regenerative, ie a unidirectional converter.
  • the AC / DC converter can be a rectifier which is connected directly to the stationary power connection is connected, and which is connected directly to the stationary Wech ⁇ selstromnetzes.
  • the AC / DC converter may be a bidirectional converter or may be a unidirectional converter configured to output power to the stationary power connector or to the DC bus.
  • the AC / DC converter can be designed as a fixed-set B6C bridge (i.e.
  • the AC / DC converter of the stationary connection device is in particular capable of regenerating.
  • the AC / DC converter may further include a transformer having a group of delta-connected windings and a group of star-connected windings. The groups are connected to the stationary power connector (ie, with charging power connectors), preferably in a direct manner.
  • the transformer also has a further winding, which is connected to a rectified ⁇ judge, via which the transformer can be connected to the stationary AC power, preferably in a direct manner.
  • charging current connections is not intended to limit the function of the ⁇ be taken components on the shop. If the AC / DC converter of the stationary connection device is configured bidirectionally, energy can be transmitted to the stationary AC network via the charging current connections. For this reason, the “charging power connections” are generally to be understood as power connections, to which a vehicle electrical system can be coupled.
  • the stationary connection device may comprise a contactor which is connected between the AC / DC converter of the stationary connection device and the DC busbar. This does not require any of the stationary
  • the stationary connection device can in particular have a communication interface. This may be connected to the AC / DC converter of the stationary connection device or be part of this AC / DC converter.
  • the communication interface is preferably set up, at least one current operating parameter such as utilization, a power transmitted by the AC / DC converter, a current voltage at the power connections, a current fault state of the stationary connection device or the connected stationary AC network, a user verification request, deliver a desired power value, a desired voltage value or a desired current value.
  • the communication ⁇ interface can be configured to deliver at least one static property of the stationary connection device, such as a maximum or rated current, a maximum or nominal voltage, or a maximum or rated power, or even a number of simultaneously connectable vehicles.
  • the at least one current operating parameter and / or the at least one static property can be delivered to a vehicle electrical system or to a communication interface of the driving ⁇ generating electrical system or a vehicle in particular.
  • the communication interface is further preferably incorporated ⁇ directed to receive signals, the operating state of an error status of an on-board network of a connected vehicle or a loading reflect a component of the electrical system.
  • the operating state of a component is, in particular, a temperature, a state of charge, an aging state or a degree of utilization of an energy store and / or a converter of the vehicle electrical system.
  • the AC / DC converter is stationary.
  • the AC side of the converter is configured for connection to a stationary AC network, by ent ⁇ speaking terminals or connectors are provided.
  • the AC / DC converter of the stationary terminal device is arranged to supply power from the AC side to the DC line.
  • the DC bus allows to operate several charging stations by means of one and the same AC / DC charging converter at the charging station.
  • the AC / DC charging converter for a vehicle that does not have a vehicle electrical system according to the invention can set a specific DC voltage on the DC bus that is suitable for charging this vehicle.
  • the DC / DC converter provided there can carry out the voltage adjustment (which can not be carried out by the first-mentioned vehicle) within the vehicle electrical system and set the voltage in accordance with the requirements of Adjust the energy storage or the charge even without a specified setpoint input voltage at the DC charging port.
  • each DC / DC converter of the plurality of vehicle electrical systems can be operated individually in each case suitable for the battery condition, and the desired loading ⁇ operating mode.
  • the respective controllers can operate the DC / DC converter of the respective vehicle electrical system individually, without the stationary connection device having to make adjustments. This can be particularly beneficial ⁇ staltet the stationary connection device.
  • the controller of the stationary connection device regulates the output voltage of the stationary AC / DC converter, in particular according to a predetermined setpoint voltage. This can be specified for example by the communication interface of the stationary connection device the controller.
  • the communication interface of the stationary terminal ⁇ device can receive a specification that reflects this desired voltage from the communication interface of the driving ⁇ generating electrical system or from a superordinate
  • the stationary AC network can be a public
  • AC mains or a stand-alone grid For example, an isolated grid with at least one power plant, which uses renewable energies.
  • the stationary connection device on one or more compounds or the aforementioned terminals or plugs, which are suitable to connect the connection ⁇ device to one or more (staitonäre) AC networks and / or (stationary) direct current networks.
  • Such connections may be connections in the form of plug or screw connections which are suitable for connecting two stationary components.
  • the DC or AC networks can correspond to networks of individual power plants or energy ⁇ memory, for example, local water power or wind power plants.
  • a DC / AC converter is preferably provided, via which the respective DC voltage levels are connected to the charging station.
  • the stationary connection device can be set up to be connected to one or more DC power plants or memories, in particular to an example local DC network.
  • connections via which the one or more DC power plants, memories or the local DC network are connected to the connection device are connected via a direct connection (optionally also via a DC / DC converter for voltage adjustment) to the stationary power connection, which is connected to the connection is designed to a vehicle electrical system.
  • the DC network to which the stationary terminal device is connectable may include one or more stationary storage, one or more electrolyzers, or one or more generators of a wind or heating power plant configured to deliver DC power.
  • stationary DC storage or stationary DC power plants such as photovoltaic systems, stationary accumulators or wind or hydroelectric power stations with downstream switched rectifier
  • one or more such island power plants or island storage can be connected to each other via the DC bus.
  • the DC / DC converter of the vehicle electrical system or also the AC / DC charging converter of the connecting device being set up are to feed energy in a corresponding regenerative mode in a stationary accumulator or a stationary accumulator network (or DC network).
  • the DC bus or at least the DC side of the AC / DC charging converter of the charging station may be used to power a vehicle electrical system or more
  • the stationary terminal may also include a voltage regulator.
  • This voltage regulator is drivingly connected to the stationary AC / DC converter.
  • the stationary AC / DC converter has an input connected to at least one of the stationary power terminals.
  • the input of the stationary AC / DC converter is connected to the DC bus.
  • the stationary AC / DC charging converter can be connected to the stationary alternating current network, for instance to detect its voltage, frequency and / or phase.
  • the voltage regulator is preferably set up to use a voltage detected at the input as the control reference variable. This allows the stationary AC / DC converter in particular as
  • Voltage regulators operate to provide a nominal voltage at the stationary power connections (DC).
  • the stationary AC / DC converter may be configured to perform the function of phase correction (ie, reactive power reduction).
  • FIG. 1 shows an exemplary vehicle electrical system and an infrastructure with an exemplary stationary connection device for exemplifying the description described here.
  • the drive train 10 ⁇ is shown only schematically and can be constructed as the drive train 10, or deviate from this, provided that it has a DC charging port, with which a connection to the stationary connection device 100 can be produced.
  • the vehicle electrical system 10 has an electrical energy store 20 in the form of a rechargeable battery, which has a battery management device 22.
  • the electrical energy store 20 is connected via a DC voltage line to a first converter side or to a first terminal 31 a of a DC / DC converter 30 of the vehicle electrical system 10.
  • the second converter side or the second terminal 31 b of the DC / DC converter 30 is connected to DC charging terminals 12 of the vehicle electrical system 10.
  • the DC charging terminals 12 may be referred to as a direct current terminals of the driving ⁇ generating electrical system 10 also generally, particularly if these are not only for supplying energy to the vehicle electrical system 10 (for example during a charging operation), but also for return of energy starting from the vehicle electrical system 10.
  • the second converter side or the second terminal 31 b of the DC / DC converter 30 is connected to a DC link 70. Of the Intermediate circuit 70 is in particular connected to the Gleichstromladean ⁇ circuits.
  • the second side (corresponding to the second terminal 31 b) of the DC / DC converter 30 is connected to a DC side of an inverter 40 (via the DC link 70).
  • the inverter 40 has an associated AC side connected to an electric machine 50.
  • the AC side of the inverter 40 is three-phase like the electric machine 50, so that the connection between the electric machine 50 and the inverter 40 is three-phase.
  • an optional AC / DC converter 60 is connected to the DC side of the inverter 40. Its AC side is connected to an optional AC charging port 14. The AC side of the optional AC / DC charging converter 60 as well as the AC charging port 14 are three-phase.
  • the optional AC / DC charging converter 60 of the vehicle electrical system 10 is further connected to an AC / DC controller 62, which drives the AC / DC converter 60.
  • the AC / DC controller 62 further includes inputs that detect voltage, current, and / or power signals of the DC bus 70 or the AC charging port 14. This is represented by the relevant dashed arrows shown.
  • the DC / DC converter 30 is controlled by a controller 32.
  • a higher-level control device 34 is connected to the controller 32.
  • the control device 34 is superior to the controller 32 in terms of the drive hierarchy.
  • Control device 34 is part of the vehicle electrical system 10th
  • the possibility of the higher-level device Steue ⁇ approximately 34 '' outside the vehicle electrical system is provided 10, and to provide outside the vehicle.
  • the control device 34 '' is stationary and in particular part of a charging station or the stationary connection device mentioned herein, see for example reference numeral 100.
  • the vehicle electrical system 10 has (in this case in particular) a communication interface 36. This is arranged to communicate with the higher level control device 34 ".
  • the higher-level control device 34 " can be connected to the controller 32 and to the battery management device 22 via the communication interface 36. This possibility is also shown with dashed lines.
  • the control device 34, 34 'and 34'' receives energy storage operating parameters from the battery management device 22. In the control device 34''these are transmitted via the communication interface 36 (not shown for the sake of clarity).
  • the controller 32 is configured to set the voltage at that terminal 31a, b of the DC / DC converter 30 in accordance with a target voltage at which power is supplied from the DC / DC converter 30, ie at the (current) output of the DC / DC converter 30.
  • the converter 30 is preferably used for bidirectional voltage Conversion designed.
  • the target voltage is', 34 'defined by the überge ⁇ associated control device 34, 34'.
  • the controller 34 detects either directly from the relevant output or via the battery management device 22 an actual voltage. Based on the comparison of the actual voltage with the target voltage, an error is calculated which the controller 32 reduces by driving the DC / DC converter 30 as far as possible (in terms of the amount).
  • the controller 32 activates in at least one operating parameter of the DC / DC converter 30 a.
  • the controller 32 controls the duty cycle or switching points of the DC / DC converter 30.
  • a voltage regulation results for stable setting of a voltage by the DC / DC converter 30 at that terminal 31a, b of the DC / DC converter 30, which Gives off energy (ie at the output).
  • the setpoint voltage is output as a voltage setpoint, for example in the form of a signal whose amplitude, duty cycle or frequency reproduces the voltage setpoint, or carries the information by coding which reproduces the voltage setpoint.
  • the higher-level control device 34, 34 ', 34 "is set up to execute a charging mode.
  • power is transmitted from the DC connection 12 to the energy store 20 by means of the DC / DC converter 30.
  • the higher-level control device 34, 34 ', 34 can be set up to execute a regenerative mode. In the regenerative mode, power is transferred from the energy storage device 20 to the DC connection 12 via the DC / DC converter 30.
  • the higher-level control device 34, 34 ', 34'' detects operating parameters from the battery management device 22, in particular a desired charging voltage and / or a desired charging current or a nominal charging power. Furthermore, parameters such as temperature, state of aging or state of charge can be transmitted as a signal to the higher-level control device 34, 34 ', 34''. In addition, the higher-level control device 34, 34 ', 34''can detect approximately the voltage in the intermediate circuit 70 or at the DC connection 12 or also a current or a power that comes from the DC connection 12 to the DC / DC converter 30 is supplied in the opposite direction from this. These detecting or driving connections are shown in Figure 1 with arrows, which are shown as a dashed line.
  • the higher-level control device 34, 34 ', 34'' may be connected to and configured with a further, higher-level control unit (not shown), parameters such as a desired power, a desired voltage or a desired current from the higher-level Control unit to receive.
  • the higher-level control unit such as a power management unit is drivingly connected to the DC / DC converter 30 and possibly to the inverter 40.
  • the higher-level control unit can thus specify at least parameters according to which the DC / DC converter 30 is to be operated in the regenerative mode.
  • DC charging terminal 12 (which may also be more generically referred to as DC terminal 12) includes two contacts (positive or negative and positive and ground contacts, respectively).
  • the charging station 100 comprises, in addition to the charging current connection 13 and the optional further charging connection 13 ⁇ (or further charging current connections), which are designed for direct current, an optional AC connection 14 (illustrated in FIG. 1 as three-phase).
  • the stationary connection device 100 has a
  • the stationary alternating current network 80 may be an AC island grid be ( "Micro-grid") or may be a public exchange ⁇ power-supply network.
  • the AC / DC converter 82 may be bidirectional to realize a charging function as well as a regenerative function. However, the AC / DC converter 82 may also be unidirectional and designed only for transmission to the DC side.
  • One embodiment provides that the AC / DC converter 82 or the connection device 100 is unregulated and, in particular, operating parameters such as duty cycle (if applicable) or the like are fixed immutable.
  • FIG. 1 shows another embodiment in which the stationary connection device 100 comprises a voltage regulator 84. This covers in particular the
  • Voltage at the DC side of the AC / DC converter 82 uses this voltage, for example, as a control guide size to the AC / DC converter 82 to control so that at its DC side as possible a (predetermined) target voltage occurs.
  • the voltage regulator 84 may receive operating parameters from the stationary AC grid 80, such as a voltage, a phase, or a frequency.
  • the connection between stationary AC network 80 and charging converter 82 is an AC connection which, as shown, is three-phase.
  • the AC side of the AC / DC converter 82 is also three-phase.
  • a Kommunikati ⁇ onstrestelle 86 of the stationary terminal apparatus 100 is connected to the AC / DC converter 82nd Via this communication interface 86, a communication with a communication interface 36 of the vehicle electrical system 10 can be established.
  • the communication interfaces 36 and 86 may exchange data regarding error conditions or operating parameters of the controller 32, the higher-level controller 34, 34 ', the battery management device 22, or the energy storage 20.
  • the vehicle on-board network 10, 10 'to be connected can be authorized via these communication interfaces 36 and 86 before energy is transmitted.
  • the stationary terminal device 100 does not include the stationary alternating current network 80 and also not another supply alternating current network 80 ⁇ or related power plants, but in particular comprises the AC / DC converter 82, its (optional) voltage regulator 84, the DC bus 90 and the charging current terminals 13, 13 ⁇ and 14.
  • the stationary connection device 100 also includes in particular ⁇ special connections 81, such as in the form of terminals that allow connection to another AC power supply 18 ⁇ .
  • the DC busbar 90 also has such a connection 81 '(or corresponding mains connections), which, however, is suitable for connection to at least one DC network 80 "(for example a stand-alone grid, for example with a photovoltaic system or another DC generating station).
  • the DC busbar 90 not only supplies the charging current connection 13, but also a power connection 13 with which the further electrical vehicle electrical system 10 ⁇ (for example, another vehicle) can be charged. Energy can also be fed back from the vehicle electrical system 10 'via the same connection. It is shown that even more DC charging connections (in addition to the terminals 13 and 13 ⁇ ) can be provided.
  • the DC bus 90 is shown with dotted lines and is not connected to the connections 81.
  • the charging power connections 13 ⁇ are shown as contacts, symbolically by means of an arrow, which is directed to the electrical system 10 ', one of the possible connection direction or a possible charging power flow to another electrical system 10 ⁇ is shown.
  • connections of the vehicle electrical system can be designed as sockets, which are accessible from the outside in the outer skin of a vehicle.
  • a wireless AC transmission can be provided, in particular an inductive transmission to the AC / DC charging converter 60 of the ⁇ drivetrain out.
  • the illustrated contacts of the DC ⁇ current terminal 12 (or the contacts of the AC power connector of the drive train 10) can be summarized as plug ⁇ plug, wherein the complementary thereto contacts can be summarized as a plug.
  • FIG. 1 illustrates that simultaneous AC and DC charging across terminals 12, 13 and 14 is possible. Furthermore, several electric vehicles can be charged simultaneously. In this case, the DC busbar 90 distributes the power to a plurality of vehicles starting from only one stationary converter 82 or starting from only one DC voltage grid 80 ''. If the multiple vehicles with an inventive
  • Vehicle on-board network are configured so takes the Fahr ⁇ zeug-board network in each vehicle, the adaptation of the voltage or power to the requirements of the respective energy storage, so that a stationary individual
  • DC voltage control or charging control can be omitted.

Landscapes

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

Abstract

L'invention concerne un réseau de bord (10) de véhicule muni d'un accumulateur d'énergie (20) électrique, d'un raccordement de charge à courant continu (12) et d'un convertisseur CC/CC (30). Le raccordement de charge à courant continu (12) est relié à l'accumulateur d'énergie (20) électrique par l'intermédiaire du convertisseur CC/CC (30). Le réseau de bord de véhicule présente un régulateur (32). Le régulateur (32) est raccordé au convertisseur CC/CC (30) de manière à le commander. Le régulateur (32) est conçu pour ajuster une tension de sortie présente sur un premier raccordement du convertisseur CC/CC (30) selon une valeur théorique de tension. L'invention concerne en outre un dispositif de raccordement (100) fixe comportant un convertisseur CA/CC (82). Le convertisseur CA/CC (82) présente un côté courant alternatif qui est équipé pour un raccordement à un réseau à courant alternatif (80) fixe. Le convertisseur CA/CC (82) présente un côté courant continu auquel est raccordé un raccordement électrique fixe (13) ou une barre omnibus de courant continu (90) munie de plusieurs raccordements électriques (13, 13') fixes.
PCT/EP2017/052052 2016-02-01 2017-01-31 Réseau de bord haute tension d'un véhicule et dispositif de raccordement fixe Ceased WO2017134052A1 (fr)

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DE102016001008 2016-02-01
DE102016001008.8 2016-02-01
DE102016203830.3A DE102016203830A1 (de) 2016-02-01 2016-03-09 Fahrzeug-Hochvoltbordnetz sowie stationäre Anschlussvorrichtung
DE102016203830.3 2016-03-09

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CN115384327A (zh) * 2020-05-28 2022-11-25 沃尔沃汽车公司 用于电动车辆的车辆对车辆充电的方法和系统
DE102023211023A1 (de) * 2023-11-07 2025-05-08 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Bordnetzes eines Fahrzeugs, Steuergerät und Kraftfahrzeug

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