Energy transmission device

Abstract

The invention relates to an energy transmission device of an AC voltage charger, in particular designed as a bidirectional AC voltage charger. Wherein the control device is connected to the network AC voltage converter, the first switched intermediate circuit converter, the second switched intermediate circuit converter, the first in-vehicle network voltage circuit converter, the second in-vehicle network voltage circuit converter, the first traction network voltage circuit converter and the second traction network voltage circuit converter, the control device is configured to conduct energy through the transmission intermediate circuit to one or more of the connections from the following connection group when an AC voltage is applied to the AC voltage connection, the coupling group includes a first in-vehicle network voltage coupling, a second in-vehicle network voltage coupling, a first traction network voltage coupling, and a second traction network voltage coupling.

Description

Technical Field

[0001] The invention relates to an energy transmission device for a vehicle having a redundantly designed traction network voltage circuit and an onboard network voltage circuit. The invention therefore also relates to a charger for bidirectional AC voltage charging of a traction network battery of a vehicle. In particular, the invention relates to a charger for a vehicle in order to be able to charge two traction network batteries or two battery packs of a traction network battery of the vehicle with an AC voltage of an AC voltage network and / or to feed energy from its traction network batteries or battery packs into the AC voltage network or to supply another electrical consumer operated with AC voltage, wherein the vehicle has two separate onboard network voltage network structures. Background Art

[0002] Bidirectional chargers are known from the prior art, but when charging via AC voltage, a series of contactors are required, which hold the current during charging and reduce the efficiency of the charging process. Charging takes place via the traction voltage network. In addition, the energy availability in the onboard power supply network, which in particular supplies safety-related components, is not satisfactory.

[0003] DE 10 2016 105 012 A1 describes a supply device for an onboard power system, which comprises at least one battery on the input side for supplying voltage to the onboard power system, wherein the battery has at least two individual battery cells, each of which has a cell voltage with a predetermined setpoint value, wherein the cell voltage can be converted into at least one output voltage by means of at least one DC voltage converter device of galvanic separation design, wherein a first inductive storage element of the DC voltage converter device is connected as a primary winding element to each individual battery cell, and wherein at least one second inductive storage element is arranged as a secondary winding element on the output side of the onboard power system, wherein a magnetic core or a plurality of magnetic cores are arranged between the first inductive storage element and the at least one second inductive storage element, wherein each first inductive storage element and the at least one second inductive storage element is directly connected to one of the magnetic cores, wherein respective actual values ​​of the battery voltages of the individual battery cells can be measured and the measurement results can be transmitted to a higher-order control device, wherein the output voltage value to be provided of the respective battery cell can be controlled based on the actual value of the cell voltage.

[0004] DE 10 2015 207 117 A1 describes a converter for an aircraft, which has an intermediate circuit for providing a DC voltage between a positive line and a negative line, at least two rectifiers connected to the intermediate circuit for generating a DC voltage from an input AC voltage, and at least two inverters connected to the intermediate circuit for generating an output AC voltage from the DC voltage. The converter should be designed to be compact for the aircraft structure. For this purpose, the DC voltage connections of the rectifiers are connected to form a first series circuit, and the DC voltage connections of the inverters are connected to form a second series circuit. The positive line and the negative line of the intermediate circuit are connected to each other on the input side via a first series circuit, and are connected to each other on the output side via a second series circuit. At least one of the DC voltage connections has a short-circuit circuit for short-circuiting the connection contacts, and the DC voltage connection is connected to the corresponding series circuit via the short-circuit circuit.

[0005] DE 10 2021 103 989 A1 describes a method for monitoring battery cells of a primary onboard power supply battery of a motor vehicle by means of current steady-state impedance spectroscopy, wherein in the method

[0006] - applying an alternating current signal with an alternating current of different frequencies as an excitation signal to the battery cell;

[0007] - detecting a cell voltage signal of a battery cell as a frequency-dependent response signal to an excitation signal;

[0008] -determine the impedance spectrum of the battery cell based on the excitation signal and the response signal;

[0009] - for providing the excitation signal, the primary onboard power supply system battery is divided into at least two substrings, each of which has at least one battery cell;

[0010] in,

[0011] - the primary onboard power supply battery is electrically connected to the secondary onboard power supply battery of the motor vehicle;

[0012] - executes two cycles alternating at different frequencies, where

[0013] - alternately extracting two different currents from the substrings and supplying a constant current on the secondary side formed by circulating the two currents to the secondary vehicle network battery, and / or

[0014] - providing on the primary side a constant current provided on the secondary side by a secondary onboard network battery, and supplying two different currents formed by the constant current alternately to the substrings, and

[0015] - A differential current (Idiff) formed by two currents on the primary side is supplied to the battery cell as an excitation signal, and the direction of the differential current alternates with each cycle. Summary of the invention

[0016] The invention is based on the technical task of providing a device for improved energy transmission in a vehicle with a redundantly designed traction network voltage network and an onboard network voltage network. In particular, the invention is based on the technical task of creating an improved bidirectional charger for AC voltage charging of at least one traction network battery with two battery packs, or for two separately constructed traction network batteries of a vehicle, which overcomes the above-mentioned disadvantages.

[0017] According to the invention, this object is achieved by an energy transmission device having the features of patent claim 1. A bidirectional charger is derived from the features of patent claim 2. Advantageous embodiments of the invention are derived from the dependent claims.

[0018] definition

[0019] The mains AC voltage is considered to be a single-phase or multi-phase, usually sinusoidal AC voltage, which is provided by a public distribution network, for example as household electricity. Such a mains AC voltage usually has a frequency in the range between 50 Hz and 60 Hz. The voltage of the individual phases is usually between 100 V and about 240 V. However, different voltages can also occur.

[0020] A traction network voltage is here respectively regarded as a DC voltage with a voltage, which is suitable for driving a drive machine of the vehicle. Preferably, such a traction network voltage is greater than 60 V. Typically, the traction network voltage in the traction network voltage circuit of the vehicle is several hundred volts, preferably 400 V to 800 V, or even greater than 800 V.

[0021] The DC voltage is considered to be the onboard power supply voltage, with which the onboard power supply of the vehicle is operated. Preferably, the onboard power supply voltage is less than 60 V. Typically, the onboard power supply voltage is 12 V or 24 V or 48 V. Different values ​​can also occur. If the vehicle has two onboard power supply voltage grid structures, their design voltages are usually the same, but they can also be different.

[0022] The voltages are considered to be DC voltages which have the same sign in their time course relative to a reference potential. The DC voltages may have a residual ripple.

[0023] Here, the circuit arrangement is considered as a converter, which can convert an AC voltage into a DC voltage or vice versa. A passive converter consists only of passive components. A bridge rectifier that converts an AC voltage into a DC voltage is an example for a passive converter. An active converter includes an active switching component, such as a power semiconductor switch. An example for an active converter is, for example, a switching H-bridge converter, which has two branches connected in parallel, each of which consists of two semiconductor switches connected in series, wherein a free-wheeling diode is connected in parallel to each semiconductor switch in the cut-off direction. The ends of the branches form poles, between which the voltage is measured. The converted voltage is measured between the center taps and between the semiconductor switches of the branches.

[0024] Converters are referred to as bidirectional if they can convert DC voltage into AC voltage and vice versa, with electrical energy also being transmitted in each case in the corresponding direction.

[0025] Preferred Embodiments

[0026] In particular, an energy transmission device for a vehicle is provided, the vehicle having two traction network voltage network structures, the traction network voltage network structures being, for example, either in the form of a traction battery with two battery packs, which respectively form energy storage devices for the two traction network voltage network structures, or in the form of two traction network batteries, and the vehicle additionally comprising two respectively separately constructed onboard network voltage network structures, the energy transmission device comprising a transmission intermediate circuit, to which a first switching intermediate circuit converter and a second switching intermediate circuit converter are connected in parallel, wherein the first switching intermediate circuit converter is connected to a first primary winding and the second switching intermediate circuit converter is connected to a second primary winding, wherein a first secondary traction network voltage winding and a first secondary low-voltage winding are assigned to the first primary winding, wherein the first primary winding and the first secondary traction network voltage winding and the first secondary onboard network voltage winding are magnetically coupled together, and wherein the second primary winding is assigned to a second secondary traction network voltage winding and a second secondary onboard network voltage winding, and the second primary winding and the second traction network voltage winding and the second primary winding are connected to each other. The onboard power system voltage windings are also magnetically coupled together, and wherein the first secondary onboard power system voltage winding is connected by means of a first onboard power system voltage circuit converter to a first onboard power system voltage connection part for connecting to a first of two separately constructed onboard power system voltage network structures, and the second onboard power system voltage winding is connected by means of a second onboard power system voltage circuit converter to a second onboard power system voltage connection part for connecting to a second of two separately constructed onboard power system voltage network structures, the first secondary traction power system voltage winding is connected by means of the first traction power system voltage circuit converter to a first traction power system voltage connection part for connecting to a first traction power system voltage network structure, for example, a first battery pack of a traction power system battery or a first traction power system battery of two separately constructed traction power system batteries, and the second traction power system voltage winding is connected by means of the second traction power system voltage circuit converter to a second traction power system voltage connection part for connecting to a second traction power system voltage network structure, for example, a second battery pack of a traction power system battery or a second traction power system battery of two separately constructed traction power system batteries. By means of two redundantly constructed onboard power supply voltage converters and two redundantly constructed traction power supply voltage converters, each of which is galvanically decoupled from an intermediate circuit converter connected in parallel of the transmission intermediate circuit, a highly integrated, reliable and safe voltage supply is created not only for the traction power supply area on the DC voltage side of the vehicle but also for the onboard power supply voltage areas of the two redundant onboard power supply voltage grid structures for the vehicle.

[0027] In a preferred embodiment, the transmission intermediate circuit is connected to the AC voltage connection via a network AC voltage converter. When charging from the AC voltage network, the network AC voltage is rectified by means of the network AC voltage converter in order to feed the transmission intermediate circuit. Furthermore, alternatively or additionally, energy can be fed into the AC voltage network using the energy of the traction voltage network or electrical consumers can be operated with AC voltage.

[0028] Due to the galvanic separation and integration of the traction network battery with its two battery packs in the vicinity or of two separately constructed traction network batteries, contactors in the traction network region of the traction network battery or of the traction network battery packs are dispensed with during AC voltage charging with the aid of the network AC voltage. As a result, contactors and their holding currents required in the prior art, which reduce the charging efficiency, can be saved and efficiency losses can be minimized.

[0029] A great advantage of the solution according to the invention is that energy can be transferred from different networks to other networks and battery packs or batteries, and vice versa. It is therefore preferably provided that the control device is connected to the network AC voltage converter, the first switching intermediate circuit converter, the second switching intermediate circuit converter, the first vehicle network voltage circuit converter, the second vehicle network voltage circuit converter, the first traction network voltage circuit converter and the second traction network voltage circuit converter, and the control device is configured to conduct or transmit energy to one or more connections from the following connection group through the transmission intermediate circuit when an AC voltage is applied to the AC voltage connection, the connection group comprising the first vehicle network voltage connection, the second vehicle network voltage connection, the first traction network voltage connection, and the second traction network voltage connection.

[0030] Furthermore, the control device is designed to also transfer electrical energy from one or two traction network voltage grid structures, for example stored in one or two battery packs of the traction network battery, to the AC voltage grid structure. In addition, both onboard power supply voltage grid structures can also be supplied with energy.

[0031] Furthermore, energy can be transferred between two traction network voltage network structures (e.g., battery packs of a traction network battery) in order to carry out balancing of the battery packs (or separately constructed traction network batteries). This is also possible in operating states in which no AC voltage is present at the AC voltage connection, for example, in driving operation or in the parked state, when no charging cable is connected, or when this AC voltage connection is completely missing.

[0032] For example, if a battery pack of a traction network battery fails or one of two separately constructed traction network battery packs fails and therefore the energy supply in one of the traction network voltage network structures fails, energy can be transmitted via a transmission intermediate circuit, for example, to an onboard network voltage network structure, the secondary onboard network voltage winding of which is magnetically coupled to a secondary traction network voltage winding, which is connected via a traction network voltage circuit converter to the corresponding traction network voltage network structure, for example a failed battery pack of a traction network battery or a failed traction network battery of two separately constructed traction network batteries.

[0033] In the event of a failure of two traction network voltage grid structures, for example two battery packs of a traction network battery or two separately constructed traction network batteries, energy can still be transmitted from one of the separately constructed onboard network voltage grid structures to the other of the onboard network voltage grid structures via the transmission intermediate circuit.

[0034] The various converters mentioned here, the mains AC voltage converter, the two intermediate circuit converters, the two onboard mains voltage circuit converters and the two traction mains voltage circuit converters are all designed as switching bidirectional converters, thereby enabling targeted energy transmission between different connections and mains structures.

[0035] The use of an active converter offers the advantage that energy transfer can be initiated by the control device between the individual traction network voltage grid structures connected to the traction network voltage connection and the onboard network voltage grid structure connected to the onboard network voltage connection and the AC voltage grid structure connected to the AC voltage grid structure connection. In addition to bidirectional charging, balancing of the battery packs of a traction network battery or between two separately constructed traction network batteries forming two traction network voltage grid structures can also be carried out in other operating states. Furthermore, load distribution and the transfer of excess energy between the onboard network voltage grid structures can also be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The present invention will be explained in more detail below with reference to the accompanying drawings.

[0037] Figure 1 A schematic diagram showing an energy transmission device designed as a bidirectional AC voltage charger for two traction network voltage grid structures and two onboard network voltage grid structures;

[0038] Figure 2 A schematic diagram of a bidirectional AC voltage charger is shown for illustrating energy transmission during AC voltage charging and discharging;

[0039] Figure 3 A schematic diagram showing energy transmission in the event of a failure of a first traction network voltage grid structure (eg a battery pack or one of two traction network batteries) connected to the first traction network voltage connection;

[0040] Figure 4 Show and according to Figure 3 for illustrating the energy transmission in the event of a fault in a second traction network voltage grid structure connected to the second traction network voltage connection, such as a second battery pack of the traction network battery or a separately constructed second traction network battery; and

[0041] Figure 5 Schematic diagram showing energy transmission for the case of a failure of two traction network voltage network structures, for example two battery packs of a traction network battery or two traction network batteries. DETAILED DESCRIPTION

[0042] exist Figure 1 The energy transmission device 5 for a vehicle 15 is schematically shown as a bidirectional AC voltage charger 10, which is designed for energy transmission between two separately designed traction network voltage network structures and two separately designed onboard power supply voltage network structures. For this purpose, the energy transmission device 5 has a first traction network voltage connection 180 and a second traction network voltage connection 280 as well as a first onboard power supply voltage connection 195 and a second onboard power supply voltage connection 295. Electrical energy is transmitted via these four connections in the form of a DC voltage, wherein the traction network voltage is applied to the traction network voltage connections 185, 285 and the onboard power supply voltage is applied to the onboard power supply voltage connections 195, 295 between the respective connection poles 186, 187; 196, 197; 286, 287; 296, 297.

[0043] In the embodiment shown, the energy transmission device 5 additionally has a single-phase to three-phase AC voltage connection 20. For example, in a three-phase embodiment, this has, for example, a protective conductor PE 21, a neutral conductor N 22 and phase connections L1 23, L2 24, L3 25.

[0044] The AC voltage connection 20 is connected to a transmission intermediate circuit 80 via a network AC voltage converter 70. During charging of the AC voltage, two intermediate circuit capacitors 81, 82 of the transmission intermediate circuit 80 are fed.

[0045] A first switching intermediate circuit converter 110 and a second switching intermediate circuit converter 210 are connected in parallel to the transmission intermediate circuit 80. The first switching intermediate circuit converter 110 is connected to a first primary winding 120, and the second switching intermediate circuit converter 210 is connected to a second primary winding 220. The first primary winding 120 is magnetically coupled to a first secondary traction system voltage winding 140 and a first secondary vehicle system voltage winding 150 via a first magnetic or magnetizable coupling element 130.

[0046] Accordingly, second primary winding 220 is magnetically coupled together with second secondary traction system voltage winding 240 and second secondary onboard system voltage winding 250 via a second magnetic or magnetizable coupling element 230 .

[0047] The first secondary traction network voltage winding 240 is connected to a traction network voltage circuit converter 160, which is designed as a fully switched H-bridge, for example, by means of four high-power semiconductor switches, to which a freewheeling diode is connected in parallel in the reverse direction. In the same way, the second secondary traction network voltage winding is connected to a second traction network voltage circuit converter 260, which is also designed as an actively fully switched H-bridge by means of four high-power semiconductor switches, to which a freewheeling diode connected in the reverse direction is connected in parallel in each case.

[0048] A first traction network voltage output filter 180 is preferably formed between the first traction network voltage converter 160 and the first traction network voltage connection 185 with the first traction network voltage poles 186 , 187. Correspondingly, a second traction network voltage output filter 280 is preferably arranged between the second traction network voltage converter 260 and the second traction network voltage connection 285 with the traction network voltage connection poles 286 , 287.

[0049] The first secondary onboard power supply voltage winding 150 is coupled to a first onboard power supply voltage circuit converter 170, which is designed as a bridge converter, for example, and is connected to a first onboard power supply voltage connection 195 with connection poles 196, 197. The second secondary onboard power supply voltage winding 250 is correspondingly connected to a second onboard power supply voltage circuit converter 270, which is designed as a bridge converter. The second onboard power supply voltage circuit converter 270 is preferably connected to a second onboard power supply voltage connection 295 with output poles 296, 297 via a second onboard power supply voltage output filter 290.

[0050] A first onboard electrical system voltage grid (not shown) can be connected to the first onboard electrical system voltage connection 195 , and a second onboard electrical system voltage grid (not shown) designed redundantly therewith can be connected to the second onboard electrical system voltage connection 295 .

[0051] For example, the first traction network voltage connection 185 is connected to a first battery pack of a traction network battery (not shown) or to a first traction network battery (not shown). Correspondingly, for example, the second traction network voltage connection 285 is connected to a second battery pack of a traction network battery (not shown) or to a second traction network voltage battery constructed separately from the first traction network voltage battery.

[0052] The first magnetic or magnetizable coupling element 130 and the second magnetic or magnetizable coupling element 230 are designed to be magnetically decoupled.

[0053] The various converters 70 , 110 , 210 , 160 , 260 , 170 , 270 are connected to a microcontroller 300 which actuates the individual semiconductor switches of the converters in a targeted manner. During bidirectional AC charging, electrical energy is mainly either fed from the AC voltage connection 20 through the first switching intermediate circuit converter 110 connected to the intermediate circuit 80, the first primary winding 120, the first secondary winding 140, the first traction network voltage circuit converter 160 to the first traction network voltage connection 185 into a first traction network voltage network structure, such as a first battery pack of a traction network battery, and in parallel therewith through the second switching intermediate circuit converter 210, the second primary winding 220, the second secondary winding 240, the second traction network voltage circuit converter 260 to the second traction network voltage connection 285 into a second traction network voltage network structure, such as a second traction network voltage battery pack of a traction network battery, or correspondingly in the reverse direction from one or two traction network voltage network structures, such as one or two battery packs, to an AC voltage network structure connected to the AC voltage connection 20. It is also self-evident that during charging, energy can also be transferred via the first secondary onboard power supply voltage winding 140 and the first onboard power supply voltage circuit converter 170 to the first onboard power supply voltage connection 195 or via the second secondary onboard power supply voltage winding 260 and the second onboard power supply voltage circuit converter 270 to the second onboard power supply voltage connection 295 .

[0054] exist Figure 2 In the diagram, different possible energy transmission paths are indicated by means of arrows 511 to 530 bordered by dashed lines. Each converter 70, 110, 210, 160, 260, 170, 270 can transmit energy in two directions and is therefore designed to be bidirectional. Energy transmission can also be achieved in two directions via magnetic or magnetizable coupling elements 130, 230.

[0055] Energy can be transferred from each traction network voltage connection 185, 285 or the battery pack of the traction network battery connected thereto to the respective other traction network voltage connection 185, 285 and the two onboard power supply voltage connections 195, 295. Energy can be transferred, for example, from the first battery pack of the traction network battery via the first traction network voltage connection 185 and the first traction network voltage circuit converter 160 directly via the first secondary traction network voltage winding 140 by means of the magnetic or magnetizable first coupling element 130 and the first secondary traction network voltage winding 150 and the first traction network voltage circuit converter 170, while energy is transferred from the first traction network voltage connection 185 to the second onboard power supply voltage connection 295 by transferring energy via the transmission intermediate circuit 80 and thus via the first secondary traction network voltage winding 140 by means of the magnetic or magnetizable first coupling element 130 and the first primary winding 120, the first intermediate circuit converter 110 into the transmission intermediate circuit 80. Energy is transmitted from the transmission intermediate circuit 80 via a second intermediate circuit converter 210 , a second primary winding 220 , a second magnetic or magnetizable coupling element 230 , a second secondary onboard power supply voltage winding 250 and a second onboard power supply voltage converter 270 .

[0056] Energy transmission from a first traction network voltage network structure, for example a first battery pack of a traction network battery, to a second traction network voltage network structure, for example to a second battery pack of a traction network battery, is also carried out in a similar manner through the transmission intermediate circuit 80, i.e. through the first traction network voltage circuit converter 160, the first secondary traction network voltage winding 140, the first primary winding 120, the first switching intermediate circuit converter 110, the transmission intermediate circuit 80, the second switching intermediate circuit converter 210, the second primary winding 220, the second secondary winding 240, the second traction network voltage circuit converter 260 to the second traction network voltage connection part 285, to which, for example, the second battery pack 420 of the traction network battery 400 is connected.

[0057] In a similar manner, on the one hand, energy can be transmitted from the second traction system voltage connection 285 (e.g., the second traction system voltage battery) to the second onboard system voltage connection 295 via the second traction system voltage circuit converter 260, the second secondary winding 240, the magnetic or magnetizable second coupling element 230, the second secondary onboard system voltage winding 250 and the second onboard system voltage circuit converter 270 to the second onboard system voltage connection 295. On the other hand, energy can be transmitted to the first onboard system voltage connection 195 via the second traction system voltage circuit converter 260, the second secondary traction system voltage winding 240, the magnetic or magnetizable second coupling element 230, the second primary winding 220, the second switching intermediate circuit converter 210, the transmission intermediate circuit 80, the first switching intermediate circuit converter 110, the first primary winding 120, the magnetic or magnetizable first coupling element 130, the first secondary onboard system voltage winding 150 and the first onboard system voltage circuit converter 170 to the first onboard system voltage connection 195.

[0058] In a similar manner, transmission can also take place from a second traction network voltage network structure, for example a second battery pack of a traction network battery, from a second traction network voltage connection 285 to a first traction network voltage network structure, for example a first battery pack of a traction network battery, to a first traction network voltage connection 185, wherein in the case of energy transmission, a first secondary traction network voltage winding 140 and a first traction network voltage converter 160 are used instead of the first secondary traction network voltage winding 150 in order to transmit energy to the first traction network voltage connection 185.

[0059] Thus, the AC voltage charger 10 also creates the possibility of balancing the battery packs of the traction network battery and of distributing the load between the traction network voltage network structures connected to the traction network voltage connections 195, 295 during driving operation. Furthermore, network AC voltage consumers can also be operated at the AC voltage connection 20 during driving operation or when stationary.

[0060] exist Figures 3 to 5 , different operating situations of an energy transmission device 5 designed as a bidirectional AC voltage charger are shown in order to illustrate the energy transmission in operating states of the vehicle in which no bidirectional or unidirectional AC voltage charging occurs. Possible energy flows are indicated by double arrows 511 to 530 .

[0061] exist Figure 3Schematically shows the energy flow for the following situation, in which, during vehicle operation, a first traction network voltage grid structure, for example a first battery pack of a traction network battery, fails. As indicated by double arrows 521, 522, 523, 524, 515, 513, 518, 520, energy can be transferred from a second traction network voltage grid structure, for example a second battery pack of a traction network battery (which is connected to a second traction network voltage connection 285) via a second traction network voltage converter 260 and a second secondary traction network voltage winding 240 to a second secondary onboard network voltage winding 250 and via a second onboard network voltage circuit converter 270 to a second onboard network voltage connection 295, And additionally, on the other hand, energy is transferred from the second secondary traction system voltage winding 240 by means of the magnetic or magnetizable second coupling element 230 into the second primary winding 220, which transfers energy via the second switched intermediate circuit converter 210, the transmission intermediate circuit 80 and the first switched intermediate circuit converter 110 via the first primary winding 120 by means of the magnetic or magnetizable first coupling element 130 into the first secondary onboard power system voltage winding 150, and thus transfers energy via the first onboard power system voltage converter 170 to the first onboard power system voltage connection 185. In particular, it can be ensured that energy is continuously available at the onboard power system voltage connections 195, 295.

[0062] exist Figure 4 An alternative situation in which a failure of the second battery pack 420 of the traction network battery occurs is shown in FIG. Figure 3 Analogously to the case of , energy transmission is possible here from the first traction system voltage connection 185 to the first onboard system voltage connection 195 and to the second onboard system voltage connection 295 , in the latter case with full use of the transmission intermediate circuit 80 .

[0063] exist Figure 5Schematically shows a situation in which both traction system voltage grid structures (for example both battery packs of the traction system battery) fail. In this case, for example, energy from a not shown onboard system voltage source of the first onboard system voltage grid structure connected to the first onboard system voltage connection 195 can also be transmitted to the second onboard system voltage connection 295 while fully utilizing the transmission intermediate circuit 80. In the embodiment shown, energy is transmitted to the second onboard system voltage connection 295 via the first onboard system voltage circuit converter 170, via the first secondary onboard system voltage winding 150, the first magnetic or magnetizable coupling element 130, the first primary winding 120, the first switching intermediate circuit converter 110, the transmission intermediate circuit 80, the second switching intermediate circuit converter 210, the second primary winding 220, the second magnetic or magnetizable coupling element 230, the second secondary onboard system voltage winding 250 and the second onboard system voltage circuit converter 270.

[0064] It will be apparent to a person skilled in the art that the individual converters are described here only by way of example. Other active converters than those shown here may be used for the switched intermediate circuit converters 110 , 210 , the traction system voltage converters 160 , 260 , the onboard system voltage converters 170 , 270 or the system AC voltage converter 70 .

[0065] Reference numerals list

[0066] 5Energy transmission device

[0067] 10 Bidirectional - AC voltage charger

[0068] 15 Vehicles

[0069] 20 AC voltage connection

[0070] 21-23 Connection part

[0071] 24 Neutral conductor connection

[0072] 25 Ground connection

[0073] 70 Network - AC Voltage Converter

[0074] 80 Transmission intermediate circuit

[0075] 81,82 Intermediate circuit capacitor

[0076] 110 first switching intermediate circuit converter

[0077] 120 first primary winding

[0078] 130 Magnetic or magnetizable first coupling element

[0079] 140First secondary traction network voltage winding

[0080] 150 First secondary traction network voltage winding

[0081] 160 First traction network voltage circuit converter

[0082] 170 First vehicle network voltage circuit converter

[0083] 180 First traction network voltage output filter

[0084] 185 First traction network voltage connection part

[0085] 186,187 First traction network voltage connection pole

[0086] 195 First vehicle network voltage connection part

[0087] 196,197 First vehicle network voltage connection pole

[0088] 210 Second switching intermediate circuit converter

[0089] 220 Second primary winding

[0090] 230 Magnetic or magnetizable second coupling element

[0091] 240 Second secondary traction network voltage winding

[0092] 250 Secondary onboard network voltage winding

[0093] 260 Second traction network voltage circuit converter

[0094] 270 Second vehicle network voltage circuit converter

[0095] 280 Second traction network voltage output filter

[0096] 285 Second traction network voltage connection part

[0097] 286,287 Second traction network voltage connection pole

[0098] 295 Second vehicle network voltage connection part

[0099] 296,297 Second vehicle network voltage connection pole

[0100] 300 control devices

[0101] 511-530 Double arrows used to indicate energy transfer

Claims

1. An energy transmission device (5) for a vehicle (15), the vehicle having two separately constructed onboard network voltage network structures and two traction network voltage network structures, the energy transmission device comprising a transmission intermediate circuit, a first switching intermediate circuit converter (110) and a second switching intermediate circuit converter (210) being connected in parallel to the transmission intermediate circuit, wherein: A first switching intermediate circuit converter (110) is connected to a first primary winding (120), and a second switching intermediate circuit converter (210) is connected to a second primary winding (220), wherein the first primary winding (120) is assigned a first secondary traction network voltage winding (140) and a first secondary low-voltage winding (150), wherein the first primary winding (120) and the first secondary traction network voltage winding (140) and the first secondary onboard network voltage winding (150) are magnetically coupled together, and wherein the second primary winding (220) is assigned a second secondary traction network voltage winding (240) and a second secondary onboard network voltage winding (250), and the second primary winding (220) and the second traction network voltage winding (240) and the second onboard network voltage winding (250) are also magnetically coupled together, and wherein the first secondary onboard network voltage winding (150) is magnetically coupled to the first onboard network voltage circuit converter (170). The invention relates to a first onboard network voltage connection part (195) connected to the first onboard network voltage network structure of the two onboard network voltage network structures, and the second onboard network voltage winding (250) is connected to the second onboard network voltage connection part (295) for connecting to the second onboard network voltage network structure of the two onboard network voltage network structures by means of a second onboard network voltage circuit converter (270), and the first secondary traction network voltage winding (140) is connected to the first traction network voltage connection part (185) for connecting to the first traction network voltage network structure of the two traction network voltage network structures by means of a first traction network voltage circuit converter (160), and the second traction network voltage winding (240) is connected to the second traction network voltage connection part (285) for connecting to the second traction network voltage network structure of the two traction network voltage network structures by means of a second traction network voltage circuit converter (260).

2. The energy transmission device (5) according to claim 1, characterized in that A single-phase or multi-phase AC voltage connection (20) is connected to a transmission intermediate circuit by means of a network AC voltage converter (70) in order to form a bidirectional AC voltage charger (10).

3. The energy transmission device (5) according to claim 2, characterized in that The control device (300) is connected to the network AC voltage converter (70), the first switching intermediate circuit converter (110), the second switching intermediate circuit converter (120), the first vehicle network voltage circuit converter (170), the second vehicle network voltage circuit converter (270), the first traction network voltage circuit converter (160) and the second traction network voltage circuit converter (260), and the control device (300) is configured to, when an AC voltage is applied to the AC voltage connection part (60), conduct energy to one or more connection parts from the following connection part group through the transmission intermediate circuit (80), the connection part group including the first vehicle network voltage connection part (195), the second vehicle network voltage connection part (295), the first traction network voltage connection part (185), and the second traction network voltage connection part (285).

4. Energy transmission device (5) according to any of the preceding claims, characterized in that The control device (300) is configured to conduct electrical energy from any one of the connection parts of the following connection part group to one or more of the other connection parts of the connection part group, the connection part group including the AC voltage connection part (20), the first vehicle network voltage connection part (195), the second vehicle network voltage connection part (295), the first traction network voltage connection part (185), and the second traction network voltage connection part (285).

5. The energy transmission device (5) according to any one of claims 2 to 4, characterized in that The control device (300) is designed to conduct electrical energy from at least one of the traction grid connections to the AC voltage connection (20).

6. Energy transmission device (5) according to any of the preceding claims, characterized in that The two switched intermediate circuit converters (110, 210) and the traction network voltage circuit converter (160, 260) and at least one of the onboard network voltage circuit converters are bidirectional converters.

7. The energy transmission device (5) according to claim 6, characterized in that A first of the two traction network voltage grid structures comprises a first battery pack and a second of the two traction network voltage grid structures comprises a second battery pack of the same traction network battery.

8. Energy transmission device (5) according to any one of the preceding claims, characterized in that The first switching intermediate circuit converter (110) and the second switching intermediate circuit converter (210) are each a bridge converter having four semiconductor switches, each of which has a freewheeling diode connected in parallel in a blocking direction.

9. Energy transmission device (5) according to any of the preceding claims, characterized in that The first traction network voltage circuit converter (160) and the second traction network voltage circuit converter (260) are respectively bridge converters with four semiconductor switches, each of which has a free-wheeling diode connected in parallel in the cut-off direction.

10. Energy transmission device (5) according to any of the preceding claims, characterized in that The first and / or the second onboard power system voltage circuit converter (270) is a bridge converter.

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