Electrical network in a motor vehicle

Abstract

The invention relates to an electrical network (1) in a motor vehicle, wherein the electrical network (1) has at least one DC voltage source (2), an inverter (3), at least one socket (8) and at least one operating circuit (10) for the inverter (4), which is designed in such a way that a single-phase or multi-phase AC voltage is provided at the socket (8), wherein the operating circuit (10) is connected to an operating interface (12), wherein the operating interface (12) is designed in such a way that control commands are transmitted to the operating circuit (10), wherein a user-settable frequency of the AC voltage can be transmitted by means of the control commands, which is set by the operating circuit (10).

Description

Technical Field

[0001] This invention relates to an electrical network with a socket in a motor vehicle. Background Technology

[0002] An electrical network is known in motor vehicles that includes at least one DC voltage source, an inverter, at least one socket, and at least one control circuit for the inverter, wherein the at least one control circuit for the inverter is configured to provide a single-phase or multi-phase AC voltage at the at least one socket. Here, the socket may be located within the motor vehicle, or, however, accessible from the outside. A corresponding consumable (such as a machine tool) can then be connected to the socket.

[0003] Such networks are known, for example, from DE 10 2017 126 283 A1, DE 197 22 644 C1, or DE 101 07 023A1.

[0004] Additionally, a bidirectional charger (OBC on-board charger) is known, which has a "vehicle to the grid" function, meaning that via the charging interface, the vehicle battery can be charged from an external AC voltage grid, and the vehicle can also give back to the external network from the battery (e.g., to stabilize it).

[0005] There are still electrical consumers on the market that consist of simple electric motors, such as three-phase asynchronous motors or capacitor motors, used in machines like pumps, fans, and conveyors, which operate at a fixed speed when connected to the public power grid. While the speed can be matched through the motor's design (number of pole pairs), this capability is not adjustable and in most cases, only two or three alternatives can be switched between. Summary of the Invention

[0006] The technical problem of this invention is to improve the application scope of this type of electrical network.

[0007] The solution to this technical problem is derived through an electrical network with the characteristics described below.

[0008] The electrical network in the motor vehicle has at least one DC voltage source, an inverter, at least one socket, and at least one control circuit for the inverter, which is configured to provide a single-phase or multi-phase AC voltage (e.g., three-phase current) at the at least one socket. Additionally, the control circuit is connected to an operating interface configured to transmit control commands to the control circuit, wherein a user-settable frequency of the AC voltage, set by the control circuit, can be transmitted via the control commands. This allows the rotational speed of the connected consumer to be set and changed. This is desirable, for example, to reduce noise generation. However, for other reasons, it is also desirable to allow for speed variation. The operating interface can be configured as a display and operation unit. The frequency can be set, for example, almost continuously or incrementally, but in particular, a frequency different from the network frequency (e.g., 50Hz or 60Hz) can be set. Here, it is preferable to preset the maximum frequency that can be generated by the inverter. Correspondingly, a minimum frequency can also be preset. The DC voltage source is preferably a high-volt battery (Hochvoltbatterie, sometimes called a high-voltage battery) for the electric vehicle.

[0009] In another embodiment, the operating interface and control circuit are further configured such that a user-settable amplitude of AC voltage, set by the control circuit, can be transmitted via the operating interface. Maximum and minimum values ​​can also be preset. Alternatively or additionally, the phase between current and voltage can also be set.

[0010] In another implementation, the inverter is an integral part of the bidirectional charger, thus eliminating the need for additional components.

[0011] In another implementation, the operating interface is located in the vehicle.

[0012] Alternatively, the operating interface is configured as a mobile terminal device (e.g., a smartphone or tablet), wherein the operating interface is configured to enable wireless communication with the network, directly or indirectly. Here, indirect means that the operating interface communicates via the server of a service provider (sometimes called a network service provider).

[0013] In another implementation, in the first operating mode, the operating interface and control circuitry are configured such that only frequencies lower than the network frequency and / or amplitudes lower than the network amplitude are set. This ensures that the inverter is not overloaded. Here, the network frequency (e.g., 50Hz or 60Hz) represents the maximum frequency described above.

[0014] In another implementation, in the second operating mode, the control circuitry and operating interface are configured such that a frequency greater than the network frequency and / or an amplitude greater than the network amplitude are set. This mode can be applied, for example, to rescue services, firefighting, or technical support. It can be configured such that this operating mode must be specifically released because it can damage the inverter and / or components of the connected machinery under extreme conditions through heavy loads. Attached Figure Description

[0015] The invention will now be explained in more detail with reference to preferred embodiments. Figure 1 A schematic block diagram of an electrical network in a motor vehicle is shown. Detailed Implementation

[0016] exist Figure 1 A schematic block diagram of an electrical network 1 in a motor vehicle is presented. Electrical network 1 has a DC voltage source 2, preferably constructed as a high-volt battery for an electric vehicle. However, it could also be a traction battery for a hybrid vehicle or another on-board network battery. Furthermore, electrical network 1 has a bidirectional charger 3 connected to the DC voltage source 2. Charger 3 has an inverter 4, a PFC stage 5, a DC / DC converter 6, and an EMV filter 7. The DC / DC converter 6 is preferably an electrically isolated DC / DC converter. Various designs of the corresponding assemblies are feasible, and these assemblies can also be partially integrated into other components, thus having dual functions. A socket 8 is connected to charger 3, into which a working mechanism, such as an asynchronous motor, can be inserted, for example, as a consumable device 9. Additionally, electrical network 1 has a control circuit 10 for inverter 4. In the presented example, control circuit 10 also controls DC / DC converter 6. However, separate control can also be provided.

[0017] The control circuit 10 is connected to the operation interface 12 via the bus system 11, which is configured in the vehicle as a display and operation unit 15. The display and operation unit 15 may be, for example, a touch screen. Alternatively or additionally, the electrical network 1 has a receiving module 13 that can receive control signals directly or indirectly from the mobile terminal device 14, which serves as the operation interface 12, via an unpresented server, and can relay these signals to the control circuit 10 via the bus system 11.

[0018] Typically, charger 3 provides an AC voltage at the output corresponding to the local network frequency and amplitude (e.g., 220V with 50Hz for a single-phase socket 8 in Europe).

[0019] The user can now change the set frequency and amplitude via the operation interface 12, thereby setting the AC voltage to, for example, 110V along with 25Hz. By decreasing the frequency, the speed of the asynchronous motor in the consumer 9 also changes. By changing the set frequency, the speed of the consumer or the electrical power achieved there can be changed. Here, in the first operating mode, the value for the locally used network voltage represents the upper limit, meaning the frequency and amplitude can only be reduced. It can be set that changes can only be made in minimum steps (e.g., 1Hz or 5Hz or 1V or 5V), thus limiting the software matching in the control circuit 10. Here, it is also preferable to preset a lower limit for both frequency and amplitude. For example, the lower frequency limit is 10Hz. The lower amplitude limit is, for example, 100V.

[0020] Conversely, in the second operating mode, other maximum values ​​greater than the locally accepted network voltage can be specified. However, due to the higher aging rate of the structural components here, it can be configured such that the user must explicitly release this second operating mode even at the risk of damage. Here, the maximum values ​​could be, for example, 100Hz and 280V.

[0021] The implementation with the mobile terminal device 14 has the particular advantage that the user can be located in the area of ​​the consumer 9 and can subsequently control the values ​​of frequency and amplitude of the AC voltage, for example, because the consumer 9 is rotating too fast or too slow.

[0022] Reference number list 1. Network 2 DC voltage source 3 Chargers 4 Inverter 5 PFC level 6 DC / DC converters 7 EMV Filter 8 sockets 9 Consumables 10 Control Circuit 11 Bus System 12 Operation Interface 13. Receiver Module 14 Mobile terminal devices 15 Display and operation units.

Claims

1. An electrical network (1) for a motor vehicle, wherein the electrical network (1) has at least one DC voltage source (2), an inverter (3), at least one socket (8), and at least one control circuit (10) for the inverter (4), the control circuit being configured such that a single-phase or multi-phase AC voltage is provided at the socket (8). Its features are, The control circuit (10) is connected to the operation interface (12), wherein the operation interface (12) is configured such that control commands are transmitted to the control circuit (10), wherein a user-settable frequency of AC voltage, set by the control circuit (10), can be transmitted by means of the control commands.

2. The electrical network (1) according to claim 1, characterized in that, The operation interface (12) and the control circuit (10) are further configured such that a user-settable amplitude of AC voltage, set by the control circuit (10), can be transmitted via the operation interface (12).

3. The electrical network (1) according to claim 1 or 2, characterized in that, The inverter (4) is a component of the bidirectional charger (3).

4. The electrical network (1) according to any one of the preceding claims, characterized in that, The operation interface (12) is located in the motor vehicle.

5. The electrical network (1) according to any one of the preceding claims, characterized in that, The operation interface (10) is configured as a mobile terminal device (14), wherein the operation interface (12) is configured to enable wireless communication with the network (1) directly or indirectly.

6. The electrical network (1) according to any one of the preceding claims, characterized in that, In the first operating mode, the operation interface (12) and the control circuit (10) are configured such that only frequencies less than the network frequency and / or amplitudes less than the network amplitude are set.

7. The electrical network (1) according to any one of the preceding claims, characterized in that, In the second operating mode, the operation interface (12) and the control circuit (10) are configured such that a frequency greater than the network frequency and / or an amplitude greater than the network amplitude are set.

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