WO2020254329A1 - Ensemble circuit pour un véhicule électrique à caténaire équipé d'une batterie et procédé pour stabiliser un courant continu d'un circuit intermédiaire à courant continu haute tension dans un tel véhicule à moteur - Google Patents

Ensemble circuit pour un véhicule électrique à caténaire équipé d'une batterie et procédé pour stabiliser un courant continu d'un circuit intermédiaire à courant continu haute tension dans un tel véhicule à moteur Download PDF

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Publication number
WO2020254329A1
WO2020254329A1 PCT/EP2020/066638 EP2020066638W WO2020254329A1 WO 2020254329 A1 WO2020254329 A1 WO 2020254329A1 EP 2020066638 W EP2020066638 W EP 2020066638W WO 2020254329 A1 WO2020254329 A1 WO 2020254329A1
Authority
WO
WIPO (PCT)
Prior art keywords
voltage
intermediate circuit
converter
overhead line
battery
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/EP2020/066638
Other languages
German (de)
English (en)
Inventor
Hardy Naumann
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.)
Volkswagen AG
Original Assignee
Volkswagen 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 Volkswagen AG filed Critical Volkswagen AG
Priority to CN202080041983.7A priority Critical patent/CN113993737A/zh
Publication of WO2020254329A1 publication Critical patent/WO2020254329A1/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
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/36—Current collectors for power supply lines of electrically-propelled vehicles with means for collecting current simultaneously from more than one conductor, e.g. from more than one phase
    • 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
    • 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
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • 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
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • 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
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • 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
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using AC induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
    • 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
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using AC induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
    • B60L9/22—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines polyphase motors
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/18—Buses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention is based on the object of creating a circuit arrangement for a motor vehicle and a method for stabilizing a direct voltage of a high-voltage direct voltage intermediate circuit in a motor vehicle, with which it is possible to respond to a voltage fluctuation in an improved manner.
  • the object is achieved by a circuit arrangement with the features of claim 1 and a method with the features of claim 7.
  • a circuit arrangement for a motor vehicle, the motor vehicle being able to be supplied with direct current at least temporarily via an overhead line, comprising a high-voltage battery for providing electrical energy, a high-voltage direct voltage intermediate circuit which can be coupled to an overhead contact line carrying direct current, and a DC voltage converter between the high-voltage DC voltage intermediate circuit and the high-voltage battery, wherein the
  • High-voltage DC voltage intermediate circuit made available in a motor vehicle, comprising the steps of: providing electrical energy by means of a high-voltage battery, providing a high-voltage DC voltage intermediate circuit which can be coupled to an overhead line carrying direct current, and supporting a DC voltage of the
  • High-voltage DC voltage intermediate circuit in the event of a loss of contact between the high-voltage DC voltage intermediate circuit and the overhead line
  • the DC voltage converter reduces the DC voltage in the DC voltage intermediate circuit on the side facing the high-voltage DC voltage intermediate circuit, in that an energy transfer into the high-voltage battery is increased.
  • One advantage of the invention is that active compensation of a voltage dip and / or a voltage rise is made possible, so that the voltage dip and / or the voltage rise can be fully compensated.
  • Stabilization can be completely dispensed with an input filter or at least components of the input filter or a choke inductance can be dimensioned smaller. This can save costs.
  • DC voltage converter is used in the event of a voltage drop to support the DC voltage in the high-voltage DC voltage intermediate circuit.
  • the first operating state is also used to reduce the DC voltage in the DC voltage intermediate circuit.
  • the circuit arrangement has at least one voltage sensor arranged on the high-voltage DC voltage intermediate circuit, the at least one voltage sensor having a sampling frequency of at least 100 kHz, and the DC voltage converter being designed to support and / or reduce the DC voltage Based on acquired sensor data of the at least one
  • a motor vehicle comprising at least one circuit arrangement according to any one of the described embodiments.
  • the motor vehicle is a utility vehicle.
  • FIG. 1 shows a schematic representation of an embodiment of the circuit arrangement for a motor vehicle
  • 2a shows a schematic representation of a time profile of the currents and voltages during a loss of contact without supporting the voltage
  • 2b shows a schematic representation of a time profile of the currents and voltages during a loss of contact with support of the voltage
  • 3a shows a schematic representation of a time profile of the currents and voltages during a loss of contact without reducing the voltage (generator operation of the electrical machine);
  • 3b shows a schematic representation of a time profile of the currents and voltages during a loss of contact with a reduction in the voltage (generator operation of the electrical machine);
  • 3c shows a schematic representation of associated load characteristics and operating points.
  • FIG. 1 shows a schematic representation of an embodiment of the circuit arrangement 1 for a motor vehicle.
  • the motor vehicle can be supplied with electrical energy via an overhead line 20. This requires an electrical connection between the
  • Overhead line 20 and a high-voltage network 3 of the motor vehicle are formed.
  • Circuit arrangement 1 is connected to a current collector 2 of the motor vehicle.
  • the circuit arrangement 1 comprises a high-voltage battery 4 for providing electrical energy, a high-voltage DC voltage intermediate circuit 5 and a DC voltage converter 7 between the high-voltage DC voltage intermediate circuit 5 and the high-voltage battery 4.
  • the circuit arrangement 1, in particular the DC voltage converter 7, is controlled or regulated by means of a control device (not shown).
  • the DC voltage converter 7 is designed as a bidirectional DC voltage converter 17, the DC voltage converter 7 also being designed to convert a DC voltage UF provided by the overhead line 20 to a charging voltage of the high-voltage battery 4 if necessary.
  • the high-voltage DC voltage intermediate circuit 5 can be electrically connected to the overhead line 20 via a coupling device 6.
  • the motor vehicle also includes an electrical machine 10, which has a
  • Drive converter 11 and a further coupling device 12 can be connected both to the high-voltage battery 4 and to the high-voltage DC voltage intermediate circuit 5.
  • the further coupling device 12 comprises, for example, switching devices 13, 14 with which the electric machine 10 can be connected to the high-voltage battery 4 or to the high-voltage DC voltage intermediate circuit 5 via the drive converter 11.
  • further electrical high-voltage loads 15 can be connected to the high-voltage battery 4.
  • the current collector 2 comprises a choke inductance 18, an electrical fuse 19 and a precharge resistor 22.
  • the high-voltage battery 4 comprises an electrical fuse 8 and an internal switching device 9 for separating an electrical connection to the
  • FIG. 2a shows a profile of currents 30 and voltages 31 over time 32. It is assumed here over the entire period shown that power consumption is constant.
  • a normal operating state is present and the circuit arrangement 1 is at a first operating point 40.
  • the current ID to the DC voltage converter 7 is such that power flows to the electrical machine 10 and via the DC voltage converter 7 to the high-voltage battery 4.
  • the DC voltage converter 7 charges the high-voltage battery 4.
  • the loss of contact occurs at a point in time t1.
  • the loss of contact lasts until time t2.
  • Such a loss of contact typically lasts for a few milliseconds.
  • the curve of the voltage dip is smoothed and thereby moderated, so that the voltages UD and UE in the high-voltage DC voltage intermediate circuit 5 drop and the circuit arrangement 1 is at a second operating point 41.
  • a curve over time 32 is smoothed. Due to the assumed constant power consumption, the currents IE and ID are greater than the normal operating state in the first operating point 40 in the time between t1 and t2.
  • the support of the tension is shown schematically in FIG. 2b.
  • the time sequence of the loss of contact is identical to the sequence shown in FIG. 2a; the same reference symbols denote the same terms and features.
  • the DC voltage converter 7 reverses between the
  • DC voltage converter 7 therefore provides a current difference to support the original voltage UE present at time t0.
  • the circuit arrangement 1 has a voltage sensor 16 arranged on the high-voltage DC voltage intermediate circuit 5, the voltage sensor 16 having a sampling frequency of at least 100 kHz, and the DC voltage converter 7 regulates the support of the voltage on the basis of sensed sensor data of the voltage sensor 16.
  • DC voltage converter 7 has a control frequency of at least 10 kHz on a side facing the high-voltage DC voltage intermediate circuit 5.
  • FIG. 2c shows a schematic representation of load characteristics 43, 44 with different operating points 40, 41, 42.
  • the load curve 43 describes a dependency during a normal
  • the load characteristic curve 44 describes a dependency during the loss of contact. It is assumed here that the contact does not break off completely, but rather that an electrical resistance increases. For this reason, the load characteristic curve 44 has a greater gradient in terms of amount than the load characteristic curve 43.
  • FIG. 3a shows a curve of currents 30 and voltages 31 over time 32. It is assumed here over the entire period shown that a generative power is constant.
  • a normal operating state is present and the circuit arrangement 1 is at a first operating point 40.
  • a current flow of a current IE from the electrical machine 10 and a current ID to the DC voltage converter 7 is such that a power flow from the electrical machine 10 to the Overhead line 20 and via the DC voltage converter 7 to the high-voltage battery 4 takes place.
  • the DC voltage converter 7 charges the high-voltage battery 4.
  • the loss of contact occurs at a point in time t1.
  • the loss of contact lasts until time t2.
  • Such a loss of contact typically lasts for a few milliseconds.
  • the voltage UP increases.
  • the curve of the voltage dip is smoothed and thereby moderated, so that the voltages UD and UE in the high-voltage DC voltage intermediate circuit 5 increase and the circuit arrangement 1 is at a second operating point 41.
  • a curve over time 32 is smoothed. Due to the assumed constant generative power, the amounts of the currents IE and ID decrease compared to the normal operating state in the first operating point 40 in the time between t1 and t2.
  • the DC voltage converter 7 reduces a DC voltage UE of the high-voltage DC voltage intermediate circuit 5 in the event of a voltage increase caused by a loss of contact between a pantograph 2 and the overhead line 20 by increasing an energy transfer into the high-voltage battery 4.
  • the reduction in the DC voltage is shown schematically in FIG. 3b.
  • the timing of the loss of contact is identical to that shown in FIG. 3a, the same
  • the circuit arrangement 1 has a voltage sensor 16 arranged on the high-voltage DC voltage intermediate circuit 5, the voltage sensor 16 having a sampling frequency of at least 100 kHz, and the DC voltage converter 7 reducing the voltage on the basis of detected
  • DC voltage converter 7 has a control frequency of at least 10 kHz on a side facing the high-voltage DC voltage intermediate circuit 5.
  • FIG. 3c shows a schematic representation of load characteristics 43, 44 with different operating points 40, 41, 42.
  • the load curve 43 describes a dependency during a normal
  • the load characteristic curve 44 describes a dependency during the loss of contact. It is assumed here that the contact does not break off completely, but rather that an electrical resistance increases. For this reason, the load characteristic curve 44 has a greater gradient in terms of amount than the load characteristic curve 43.
  • Loss of contact a supported or constant and stabilized DC voltage UE for operating the electrical machine 10 and further high-voltage loads 15 in the high-voltage DC voltage intermediate circuit 5 can be provided and normal operation is therefore not interrupted or disrupted even during the loss of contact.

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

Abstract

L'invention concerne un ensemble circuit (1) pour un véhicule à moteur, ledit véhicule à moteur pouvant être alimenté en courant continu au moins temporairement par l'intermédiaire d'une ligne aérienne de contact (20), comprenant une batterie haute tension (4) destinée à fournir de l'énergie électrique, un circuit intermédiaire à courant continu haute tension (5), qui est relié à une ligne aérienne de contact (20) apportant le courant continu, et un convertisseur continu-continu (7) entre le circuit intermédiaire à courant continu haute tension (5) et la batterie haute tension (4), le convertisseur continu-continu (7) étant réalisé de manière à soutenir un courant continu (UE) du circuit intermédiaire à courant continu haute tension (5) par transfert d'énergie à partir de la batterie haute tension (4) en cas de baisse de tension causée par une perte de contact entre le circuit intermédiaire à courant continu haute tension (5) et la ligne aérienne de contact (20) et/ou à réduire un courant continu (UE) en augmentant un transfert d'énergie vers la batterie haute tension (4) en cas d'accroissement de tension causé par une perte de contact entre le circuit intermédiaire à courant continu haute tension (5) et la ligne aérienne de contact (20). L'invention concerne par ailleurs un procédé pour stabiliser un courant continu (UE) d'un circuit intermédiaire à courant continu haute tension (5) dans un véhicule à moteur.
PCT/EP2020/066638 2019-06-17 2020-06-16 Ensemble circuit pour un véhicule électrique à caténaire équipé d'une batterie et procédé pour stabiliser un courant continu d'un circuit intermédiaire à courant continu haute tension dans un tel véhicule à moteur Ceased WO2020254329A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202080041983.7A CN113993737A (zh) 2019-06-17 2020-06-16 用于具有电池的无轨电车的电路装置以及用于稳定这种机动车辆中的高压直流中间电路的直流电压的方法

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102019208784.1 2019-06-17
DE102019208784 2019-06-17
DE102019214870.0A DE102019214870A1 (de) 2019-06-17 2019-09-27 Schaltungsanordnung für ein Kraftfahrzeug und Verfahren zum Stabilisieren einer Gleichspannung eines Hochvolt-Gleichspannungszwischenkreises in einem Kraftfahrzeug
DE102019214870.0 2019-09-27

Publications (1)

Publication Number Publication Date
WO2020254329A1 true WO2020254329A1 (fr) 2020-12-24

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PCT/EP2020/066638 Ceased WO2020254329A1 (fr) 2019-06-17 2020-06-16 Ensemble circuit pour un véhicule électrique à caténaire équipé d'une batterie et procédé pour stabiliser un courant continu d'un circuit intermédiaire à courant continu haute tension dans un tel véhicule à moteur

Country Status (3)

Country Link
CN (1) CN113993737A (fr)
DE (1) DE102019214870A1 (fr)
WO (1) WO2020254329A1 (fr)

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US12545121B2 (en) * 2022-10-21 2026-02-10 Transportation Ip Holdings, Llc System and method for detecting and managing conductive gaps

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DE102015215178A1 (de) * 2015-08-07 2017-02-09 Siemens Aktiengesellschaft Vorrichtung und ein Verfahren zum oberleitungslosen Betreiben eines Schienenfahrzeugs
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