Energy transfer device

Abstract

The invention relates to an energy transfer device (5), in particular designed as a bidirectional AC charger (10), wherein a control device (300) is connected to the AC mains voltage converter 70, the first switched intermediate circuit converter (110), the second switched intermediate circuit converter (120), the first on-board voltage circuit converter (170), the second on-board voltage circuit converter (270), the first traction mains voltage circuit converter (160) and the second traction mains voltage circuit converter (260), and the control device (300) is designed to direct energy via the transfer intermediate circuit 80 to one or more of the terminals from the group of terminals comprising the first on-board voltage terminal (195), the second on-board voltage terminal (295), the first traction mains voltage terminal (185), the second traction mains voltage terminal (285) when an AC voltage is applied to the AC voltage terminal 60.

Description

[0001] The invention relates to an energy transfer device for a vehicle with redundantly designed traction network voltage circuits and on-board network voltage circuits. The invention thus also relates to chargers for bidirectional AC charging of the traction network batteries of a vehicle. In particular, the invention relates to a charger for a vehicle that can charge two traction network batteries or two battery banks of a traction network battery of the vehicle with AC voltage from an AC voltage network and / or feed energy from its traction network batteries or battery banks into the AC voltage network or supply another AC-operated consumer, wherein the vehicle has two separate on-board network voltage networks.

[0002] Bidirectional chargers are known from the state of the art, but charging via AC voltage requires a series of contactors, whose holding currents during charging reduce the efficiency of the charging process. Charging takes place via the traction voltage network. Furthermore, the availability of energy in the on-board voltage networks, which primarily supply safety-relevant components, is unsatisfactory.

[0003] DE 10 2016 105 012 A1 describes a supply device for an on-board electrical system, comprising at least one battery on an input side for supplying voltage to the on-board electrical system, wherein the battery has at least two individual battery cells, each having a cell voltage with a predetermined target value, wherein the cell voltages can be converted into at least one output voltage by means of at least one galvanically isolated DC-DC converter device, wherein a first inductive storage element of the DC-DC converter device is connected to each individual battery cell as a primary winding element, and wherein at least one second inductive storage element is arranged as a secondary winding element on an on-board electrical system-side output side,wherein a magnetic core or a plurality of magnetic cores is arranged between the first inductive storage elements and the at least one second inductive storage element, wherein each of the first inductive storage elements and the at least one second inductive storage element is directly connected to one of the magnetic cores, wherein a respective actual value of the cell voltage of the individual battery cells is measurable and measurement results are transmittable to a higher-level control device, wherein, based on the actual value of the cell voltage, a value of the output voltage to be supplied by the respective battery cell is controllable.

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

[0005] DE 10 2021 103 989 A1 describes a method for monitoring battery cells of a primary on-board power supply battery of a motor vehicle by means of galvanostatic impedance spectroscopy, wherein in the method - an alternating current signal with alternating currents of different frequencies is applied to the battery cells as an excitation signal, - Cell voltage signals of the battery cells are recorded as frequency-dependent response signals to the excitation signal, - impedance spectra of the battery cells are determined depending on the excitation signal and the response signals, - to provide the excitation signal, the primary vehicle electrical system battery is divided into at least two sub-strings, each with at least one battery cell, wherein - the primary on-board network battery is electrically connected to a secondary on-board network battery of the motor vehicle, - two cycles alternating with different frequencies are carried out, in which -- two different currents are alternately drawn from the sub-strings and a secondary-side constant current formed from the two currents over the cycles is fed to the secondary on-board network battery, and / or -- a constant current provided on the secondary side by the secondary on-board network battery is provided on the primary side and two different currents formed from the constant current are supplied alternately to the sub-strings, and - a differential current (Idiff) formed on the primary side from the two currents, the direction of which alternates with the cycles, is fed to the battery cells as an excitation signal.

[0006] The invention is based on the technical object of creating a device for improved energy transfer in a vehicle with redundantly designed traction network voltage networks and on-board power supply networks. In particular, the invention is based on the technical object of creating an improved bidirectional charger for AC charging of at least one traction network battery with two battery banks or for two separately designed traction network batteries of a vehicle, which eliminates the aforementioned disadvantages.

[0007] The object is achieved according to the invention by an energy transfer device having the features of patent claim 1. A bidirectional charger results from the features of patent claim 2. Advantageous embodiments of the invention result from the subclaims. Definitions

[0008] Mains AC voltage is defined as single- or multi-phase, usually sinusoidal alternating voltage provided by a public distribution network, e.g., as household electricity. This mains AC voltage typically has a frequency in the range between 50 Hz and 60 Hz. The voltage of a single phase is typically between 100 V and approximately 240 V. However, different voltages can also occur.

[0009] The traction network voltage is considered here to be a direct voltage with a voltage that is suitable for driving a vehicle's drive motor.

[0010] Preferably, such a traction network voltage is greater than 60 V. As a rule, the traction network voltage in a traction network voltage circuit of a vehicle is several hundred V, preferably 400 V to 800 V, or even more than 800 V.

[0011] An on-board electrical system voltage is defined here as the direct current used to operate a vehicle's electrical system. The on-board electrical system voltage is preferably less than 60 V. Typically, the on-board electrical system voltage is 12 V, 24 V, or 48 V. Different values ​​may also occur. If a vehicle has two on-board electrical systems, their design voltages are often identical, but they can also be different.

[0012] A DC voltage is defined as a voltage that, relative to a reference potential, has the same sign over time. DC voltage may exhibit residual ripple.

[0013] A converter is defined here as a circuit arrangement that can convert an alternating voltage into a direct voltage or vice versa. A passive converter consists only of passive components. A bridge rectifier that converts an alternating voltage into a direct voltage is an example of a passive converter. An active converter comprises actively switched components, such as power semiconductor switches. An example of an active converter is a switched H-bridge converter, which has two parallel-connected branches, each consisting of two series-connected semiconductor switches, with a freewheeling diode connected in reverse direction in parallel to each of the semiconductor switches. The ends of the branches form the poles between which a voltage is measured. The converted voltage is measured between the center taps and between the semiconductor switches of the branches.

[0014] A converter is called bidirectional if it can convert direct current into alternating current and vice versa, whereby electrical energy is also transferred in the corresponding direction. Preferred embodiments

[0015] In particular, an energy transfer device for a vehicle having two traction network voltage networks, for example either in the form of a traction battery with two battery banks, each forming the energy storage of the two traction network voltage networks, or in the form of two traction network batteries, and additionally comprising two separately formed on-board voltage networks, is provided, comprising a transfer intermediate circuit, to which a first switched intermediate circuit converter and a second switched intermediate circuit converter are connected in parallel, wherein the first switched intermediate circuit converter is connected to a first primary winding and the second intermediate circuit converter is connected to a second primary winding, wherein the first primary winding is assigned a first secondary traction network voltage winding and a first secondary low-voltage winding,wherein the first primary winding and the first secondary traction network voltage winding and the first secondary vehicle electrical system voltage winding are magnetically coupled together, and wherein a second secondary traction network voltage winding and a second secondary vehicle electrical system voltage winding are assigned to the second primary winding, and the second primary winding and the second traction network voltage winding and the second vehicle electrical system voltage winding are also magnetically coupled together, and wherein the first secondary vehicle electrical system voltage winding is connected by means of a first vehicle electrical system voltage circuit converter to a first vehicle electrical system voltage terminal for connection to the first of the two separately formed vehicle electrical system voltage networks, and the second vehicle electrical system voltage winding is connected by means of a second vehicle electrical system voltage circuit converter to a second vehicle electrical system voltage terminal for connection to the second of the two separately formed vehicle electrical system voltage networks,The first secondary traction network voltage winding is connected by means of a first traction network voltage circuit converter to a first traction network voltage connection for connection to the first traction network voltage network, e.g., the first battery bank of the traction network battery or the first of the two separately formed traction network batteries, and the second traction network voltage winding is connected by means of a second traction network voltage circuit converter to a second traction network voltage connection for connection to the second traction network voltage network, e.g., the second battery bank of the traction network battery or the second separately formed traction network battery. By having two redundant on-board voltage converters and two redundant traction network voltage converters, each of which is galvanically isolated from the parallel-connected intermediate circuit converters of the transfer intermediate circuit,A highly integrated, reliable and safe power supply is created for both the traction network area on the DC side and for the on-board network voltage area for two redundant on-board network voltage networks of a vehicle.

[0016] In a preferred embodiment, the transfer intermediate circuit is connected to an AC voltage connection via a mains AC voltage converter. When charging from the AC voltage network, the AC voltage is rectified by the mains AC voltage converter to feed the transfer intermediate circuit. Furthermore, it is alternatively and additionally possible to use the energy from the traction voltage networks to feed energy into an AC voltage network or to operate a load with AC voltage.

[0017] Due to the galvanic isolation and integration close to the traction network battery with its two battery banks or two separately designed traction network batteries, contactors in the traction network area of ​​the traction network battery or the traction network battery banks are eliminated when charging using AC mains voltage. This eliminates the contactors required in the current state of the art and their holding currents, which reduce charging efficiency, and minimizes efficiency losses.

[0018] A major advantage of the solution according to the invention is that energy can be transferred from the different networks to other networks and battery banks or batteries and vice versa.It is therefore preferably provided that a control device is connected to the AC mains voltage converter, the first switched intermediate circuit converter, the second switched intermediate circuit converter, the first on-board network voltage circuit converter, the second on-board network voltage circuit converter, the first traction network voltage circuit converter and the second traction network voltage circuit converter, and the control device is designed to conduct or transfer energy to one or more of the connections from the group of connections comprising the first on-board network voltage connection, the second on-board network voltage connection, the first traction network voltage connection and the second traction network voltage connection when an AC voltage is applied to the AC voltage connection via the transfer intermediate circuit.

[0019] Furthermore, the control device is designed to transfer electrical energy from one or both traction network voltage networks, which is stored, for example, in one or both battery banks of a traction network battery, to the AC voltage network. In this case, both on-board network voltage networks can also be supplied with energy.

[0020] Furthermore, it is possible to transfer energy between the two traction network voltage networks, for example, battery banks of the traction network battery, in order to balance the battery banks (or separately configured traction network batteries). This is also possible in operating states where no AC voltage is present at the AC voltage connection, e.g., when driving or parked without a charging cable connected, or when this AC voltage connection is completely missing.

[0021] In the event of a failure, for example, of a battery bank of the traction network battery or the failure of one of the two separately designed traction network batteries and thus the failure of the energy supply in one of the traction network voltage networks, energy can be transferred via the transfer intermediate circuit, for example, into the on-board network voltage network, the secondary on-board network voltage winding of which is magnetically coupled to the secondary traction network voltage winding, which is connected via the traction network voltage circuit converter to the corresponding traction network voltage network, e.g. the failed battery bank of the traction network battery or the failed one of the two separately designed traction network batteries.

[0022] In the event that both traction network voltage networks, e.g. both battery banks of the traction network battery or both separately designed traction network batteries, fail, energy can still be transferred from one of the separately designed on-board voltage networks via the transfer intermediate circuit to the other of the on-board voltage networks.

[0023] The various converters mentioned here—the AC line voltage converter, the two DC link converters, the two on-board network voltage converters, and the two traction network voltage converters—are all designed as switched bidirectional converters. This enables targeted energy transfer between the various connections and networks.

[0024] The use of active converters offers the advantage that the control device can effect energy transfer between the individual traction network voltage networks connected to the traction network voltage terminals, the on-board network voltage networks connected to the on-board network voltage terminals, and the AC voltage network connected to the AC network terminal. In addition to bidirectional charging, it is also possible to perform other operating modes, for example, balancing the battery banks of the traction network battery or balancing between the two separately configured traction network batteries that form the two traction network voltage networks. Furthermore, load distribution and the transfer of excess energy between the on-board network voltage networks are possible.

[0025] The invention is explained in more detail below with reference to a drawing. Herein: Fig. 1 is a schematic view of an energy transfer device designed as a bidirectional AC charger for two traction mains voltage networks and two on-board mains voltage networks; Fig. Figure 2 is a schematic view of a bidirectional AC charger illustrating energy transfer during AC charging and discharging; Fig. 3 a schematic representation of the energy transfer in the event of failure of the first traction network voltage network connected to the first traction network voltage connection, for example a battery bank or one of two traction network batteries; Fig. 4 a schematic view similar to that of Fig. 3 to illustrate the energy transfer in the event of failure of the second traction network voltage network connected to the second traction network voltage connection, for example the second battery bank of the traction network battery or the second separately formed traction network battery; and Fig. 5 a schematic representation of the energy transfer in the event that both traction network voltage networks, for example both battery banks of the traction network battery or both traction network batteries, fail.

[0026] In Fig. 1 schematically illustrates an energy transfer device 5 for a vehicle 15, designed as a bidirectional AC charger 10, which is configured for energy transfer between two separately configured traction system voltage networks and two separately configured onboard power supply networks. For this purpose, the energy transfer device 5 has a first traction system voltage connection 180 and a second traction system 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 in the form of direct voltage is transmitted via these four connections, with a traction system voltage being applied to the traction system voltage connections 185, 285, and an onboard power supply voltage being applied to the onboard power supply voltage connections 195, 295 between the respective connection poles 186, 187; 196, 197; 286, 287; 296, 297.

[0027] In the illustrated embodiment, the energy transfer device 5 additionally has a single- to three-phase AC voltage connection 20. In a three-phase embodiment, this connection has, for example, a protective conductor PE 21, a neutral conductor N 22, and the phase connections L1 23, L2 24, L3 25.

[0028] The AC voltage connection 20 is connected to a transfer intermediate circuit 80 via a mains AC voltage converter 70. During AC charging, two intermediate circuit capacitors 81, 82 of a transfer intermediate circuit 80 are fed.

[0029] A first switched intermediate circuit converter 110 and a second switched intermediate circuit converter 210 are connected in parallel to the transfer intermediate circuit 80. The first switched intermediate circuit converter 110 is connected to a first primary winding 120, and the second switched 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 network voltage winding 140 and a first secondary vehicle electrical system voltage winding 150 via a first magnetic or magnetizable coupling element 130.

[0030] Accordingly, the second primary winding 220 is magnetically coupled via a second magnetic or magnetizable coupling element 230 together with a second secondary traction network voltage winding 240 and a second secondary vehicle network voltage winding 250.

[0031] The first secondary traction network voltage winding 240 is connected to a traction network voltage circuit converter 160, which is designed, for example, as a fully switched H-bridge using four high-power semiconductor switches, each of which has a freewheeling diode connected in parallel in the reverse direction. Similarly, the second secondary traction network voltage winding is connected to a second traction network voltage circuit converter 260, which is also designed as an active fully switched H-bridge using four high-power semiconductor switches, each of which has a freewheeling diode connected in parallel in the reverse direction.

[0032] A first traction network voltage output filter 180 is preferably formed between the first traction network voltage circuit converter 160 and a first traction network voltage connection 185 with first traction network voltage poles 186, 187. Accordingly, 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.

[0033] The first secondary vehicle electrical system voltage winding 150 is coupled to a first vehicle electrical system voltage circuit converter 170, which is designed, for example, as a bridge converter, and is connected to a first vehicle electrical system voltage terminal 195 with terminal poles 196, 197. The second secondary vehicle electrical system voltage winding 250 is correspondingly connected to a second vehicle electrical system voltage circuit converter 270, which is designed, for example, as a bridge converter. The second vehicle electrical system voltage circuit converter 270 is preferably connected via a second vehicle electrical system voltage output filter 290 to a second vehicle electrical system voltage terminal 295 with output poles 296, 297.

[0034] A first vehicle electrical system voltage network (not shown) can be connected to the first vehicle electrical system voltage connection 195 and a second vehicle electrical system voltage network (not shown) designed redundantly for this purpose can be connected to the second vehicle electrical system voltage connection 295.

[0035] The first traction network voltage connection 185 is connected, for example, to the first battery bank of the traction network battery (not shown) or the first traction network battery (not shown). Accordingly, the second traction network voltage connection 285 is connected, for example, to the second battery bank (not shown) of the traction network battery or the second traction network battery formed separately from the first traction network battery.

[0036] The first magnetic or magnetizable coupling element 130 and the second first magnetic or magnetizable coupling element 230 are magnetically separated.

[0037] The individual different converters 70, 110, 210, 160, 260, 170, 270 are connected to a microcontroller 300, which specifically controls the individual semiconductor switches of the converters. In bidirectional AC charging, electrical energy is primarily supplied either from the AC voltage terminal 20 via the first switched DC link 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 terminal 185 in the first traction network voltage network, for example the first battery bank of the traction network battery, and in parallel thereto via the second switched DC link 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 terminal 285 in the second traction network voltage network,For example, the second traction network voltage battery bank of the traction network battery, or correspondingly in the opposite direction, from one or both traction network voltage networks, for example, one or both battery banks, into the AC voltage network connected to the AC voltage terminal 20. Additionally, it is understood that during charging, energy can also be transferred via the first secondary vehicle electrical system voltage winding 140, the first vehicle electrical system voltage circuit converter 170 to the first vehicle electrical system voltage terminal 195, or via the second secondary vehicle electrical system voltage winding 260, the second vehicle electrical system voltage circuit converter 270 to the second vehicle electrical system voltage terminal 295.

[0038] In Fig. In Figure 2, the various possible energy transfer paths are indicated by dashed arrows 511 to 530. Each of the converters 70, 110, 210, 160, 260, 170, and 270 can transfer energy in both directions, thus being bidirectional. Energy transfer in both directions is also possible via the magnetic or magnetizable coupling elements 130, 230.

[0039] Energy can be transferred from each of the traction network voltage connections 185, 285 or the battery bank of the traction network battery connected to it to the other traction network voltage connection 185, 285 and to both on-board network voltage connections 195, 295.While the energy transfer is possible, for example, from the first battery bank 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 first magnetic or magnetizable coupling element 130 and the first secondary on-board network voltage winding 150 as well as the first on-board network voltage circuit converter 170, the energy transfer to the second on-board network voltage connection 295 takes place from the first traction network voltage connection 185 by transferring the energy via the transfer intermediate circuit 80 and thus via the first secondary traction network voltage winding 140 by means of the first magnetic or magnetizable coupling element 130 and the first primary winding 120, the first intermediate circuit converter 110 into the transfer intermediate circuit 80.From this transfer intermediate circuit 80, energy will be transferred via the second intermediate circuit converter 210, the second primary winding 220, the second magnetic or magnetizable coupling element 230, and the second secondary vehicle electrical system voltage winding 250 as well as the second vehicle electrical system voltage circuit converter 270.

[0040] An energy transfer from the first traction network voltage network, for example the first battery bank of the traction network battery, to the second traction network voltage network, for example into the second battery bank of the traction network battery, also takes place in a similar way via the transfer intermediate circuit 80, i.e. via the first traction network voltage circuit converter 160, the first secondary traction network voltage winding 140, the first primary winding 120, the first switched intermediate circuit converter 110, the transfer intermediate circuit 80, the second switched 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, to which, for example, the second battery bank 420 of the traction network battery 400 is connected.

[0041] In an analogous manner, an energy transfer can take place from the second traction network voltage connection 285, for example the second traction network voltage battery bank, on the one hand to the second on-board network voltage connection 295 via the second traction network voltage circuit converter 260, the second secondary winding 240, the second magnetic or magnetizable coupling element 230, the second secondary on-board network voltage winding 250 and the second on-board network voltage circuit converter 270 to the second on-board network voltage connection 295.On the other hand, energy is transferred to the first vehicle electrical system voltage connection 195 via the second traction system voltage circuit converter 260, the second secondary traction system voltage winding 240, the second magnetic or magnetizable coupling element 230, the second primary winding 220, the second switched intermediate circuit converter 210, the transfer intermediate circuit 80, the first switched intermediate circuit converter 110, the first primary winding 120, the first magnetic or magnetizable coupling element 130, the first secondary vehicle electrical system voltage winding 150 and the first vehicle electrical system voltage circuit converter 170 to the first vehicle electrical system voltage connection 195.

[0042] In an analogous manner, a transfer from the second traction network voltage network, for example the second battery bank of the traction network battery, can also take place from the second traction network voltage connection 285 into the first traction network voltage network, for example into the first battery bank of the traction network battery, to the first traction network voltage connection 185, wherein during the energy transfer, instead of the first secondary on-board network voltage winding 150, the first secondary traction network voltage winding 140 and the first traction network voltage converter 160 are used to transfer the energy to the first traction network voltage connection 185.

[0043] The AC charger 10 thus provides opportunities for balancing the battery banks of the traction network battery and load distribution between the on-board network voltage networks connected to the on-board network voltage terminals 195, 295, even during driving operation. Furthermore, an AC mains voltage consumer can be operated at the AC voltage terminal 20 during driving operation or when stationary.

[0044] In Fig. 3 to Fig. Figure 5 shows different operating situations of the energy transfer device 5, which is designed as a bidirectional AC charger, to demonstrate energy transfer in vehicle operating states in which no bidirectional or unidirectional AC charging takes place. Possible energy flows are indicated by double arrows 511 to 530.

[0045] In Fig. Figure 3 schematically illustrates an energy flow for the case in which the first traction network voltage network, for example, the first battery bank of the traction network battery, fails during vehicle operation. As shown by the double arrows 521, 522, 523, 524, 515, 513, 518, 520, energy can be generated from the second traction network voltage network, for example, the second battery bank of the traction network battery, which is connected to the second traction network voltage connection 285.Energy is transferred via the second traction network voltage converter 260 and the second secondary traction network voltage winding 240 on the one hand into the second secondary vehicle network voltage winding 250 and via the second vehicle network voltage circuit converter 270 to the second vehicle network voltage connection 295 and in addition, on the other hand, energy is transferred from the second secondary traction network voltage winding 240 by means of the second magnetic or magnetizable coupling element 230 into the second primary winding 220, which energy is transferred via the second switched intermediate circuit converter 210,The transfer intermediate circuit 80 and the first switched intermediate circuit converter 110 transfer energy to the first secondary vehicle electrical system voltage winding 150 via the first primary winding 120 by means of the first magnetic or magnetizable coupling element 130, and thus transfer energy to the first vehicle electrical system voltage terminal 185 via the first vehicle electrical system voltage circuit converter 170. In particular, it can be ensured that energy can be continuously provided at the vehicle electrical system voltage terminals 195, 295.

[0046] In Fig. 4 shows the alternative situation in which the second battery bank 420 of the traction network battery fails. An energy transfer here is analogous to the situation of Fig. 3 from the first traction network voltage connection 185 to the first on-board network voltage connection 195 and to the second on-board network voltage connection 295, in the latter case using the transfer intermediate circuit 80.

[0047] In Fig.Figure 5 schematically illustrates the situation in which both traction network voltage networks, for example, both battery banks of the traction network battery, fail. Even in this situation, it is possible, for example, to transfer energy from a vehicle electrical system voltage source (not shown) of a first vehicle electrical system voltage network connected to the first vehicle electrical system voltage connection 195 to the second vehicle electrical system voltage connection 295 using the transfer intermediate circuit 80.In the illustrated embodiment, energy is transferred to the second vehicle electrical system voltage terminal 295 via the first vehicle electrical system voltage circuit converter 170, the first secondary vehicle electrical system voltage winding 150, the first magnetic or magnetizable coupling element 130, the first primary winding 120, the first switched intermediate circuit converter 110, the transfer intermediate circuit 80, the second switched intermediate circuit converter 210, the second primary winding 220, the second magnetic or magnetizable coupling element 230, the second secondary vehicle electrical system voltage winding 250, and the second vehicle electrical system voltage circuit converter 270.

[0048] It will be apparent to those skilled in the art that the individual converters are described here only as examples. Active converters other than those shown here can be used for the switched DC link converters 110, 210, the traction network voltage circuit converters 160, 260, the on-board network voltage circuit converters 170, 270, or the AC mains voltage converter 70. List of reference symbols 5 Energy transfer device 10 Bidirectional AC charger 15 vehicles 20 AC voltage connection 21-23 phase connections 24 Neutral wire connection 25 Earth connection 70 AC mains converters 80 transfer intermediate circuit 81.82 between circuit capacitors 110 first switched DC link converter 120 first primary winding 130 first magnetic or magnetizable coupling element 140 first secondary traction voltage winding 150 first secondary vehicle electrical system voltage winding 160 first traction network voltage circuit converter 170 first on-board voltage converter 180 first traction mains voltage output filter 185 first traction network voltage connection 186,187 first traction network voltage connection poles 195 first vehicle electrical system voltage connection 196,197 first vehicle electrical system voltage connection poles 210 second switched DC link converter 220 second primary winding 230 second magnetic or magnetizable coupling element 240 second secondary traction voltage winding 250 second secondary vehicle electrical system voltage winding 260 second traction network voltage circuit converter 270 second vehicle electrical system voltage circuit converter 280 second traction mains voltage output filter 285 second traction network voltage connection 286,287 second traction network voltage connection poles 295 second vehicle electrical system voltage connection 296,297 second vehicle electrical system voltage connection poles 300 control device 511 - 530 Double arrows to indicate energy transfer QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2016 105 012 A1

[0003] DE 10 2015 207 117 A1

[0004] DE 10 2021 103 989 A1

[0005]

Claims

[1] Energy transfer device (5) for a vehicle (15) having two separately formed on-board voltage networks and two traction voltage networks, comprising a transfer intermediate circuit to which a first switched intermediate circuit converter (110) and a second switched intermediate circuit converter (210) are connected in parallel, wherein the first switched intermediate circuit converter (110) is connected to a first primary winding (120) and the second switched intermediate circuit converter (210) is connected to a second primary winding (220), wherein a first secondary traction voltage winding (140) and a first secondary low-voltage winding (150) are assigned to the first primary winding (120), wherein the first primary winding (120) and the first secondary traction voltage winding (140) and the first secondary on-board voltage winding (150) are magnetically coupled together,and wherein a second secondary traction network voltage winding (240) and a second secondary vehicle electrical system voltage winding (250) are assigned to the second primary winding (220), and the second primary winding (220), the second traction network voltage winding (240), and the second vehicle electrical system voltage winding (250) are also magnetically coupled together, and wherein the first secondary vehicle electrical system voltage winding (150) is connected by means of a first vehicle electrical system voltage circuit converter (170) to a first vehicle electrical system voltage terminal (195) for connection to the first of the two vehicle electrical system voltage networks, and the second vehicle electrical system voltage winding (250) is connected by means of a second vehicle electrical system voltage circuit converter (270) to a second vehicle electrical system voltage terminal (295) for connection to the second of the two vehicle electrical system voltage networks,and the first secondary traction network voltage winding (140) is connected by means of a first traction network voltage circuit converter (160) to a first traction network voltage terminal (185) for connection to the first of the two traction network voltage networks, and the second traction network voltage winding (240) is connected by means of a second traction network voltage circuit converter (260) to a second traction network voltage terminal (285) for connection to the second of the two traction network voltage networks. [2] Energy transfer device (5) according to claim 1, characterized by that a single- or multi-phase AC voltage connection (20) is connected to the transfer intermediate circuit by means of a mains AC voltage converter (70) in order to form a bidirectional AC voltage charger (10). [3] Energy transfer device (5) according to claim 2, characterized byin that a control device (300) is connected to the AC mains voltage converter 70, the first switched intermediate circuit converter (110), the second switched intermediate circuit converter (120), the first on-board network voltage circuit converter (170), the second on-board 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 designed, when an AC voltage is applied to the AC voltage connection (60), to conduct energy via the transfer intermediate circuit 80 to one or more of the connections from the group of connections comprising the first on-board network voltage connection (195), the second on-board network voltage connection (295), the first traction network voltage connection (185), the second traction network voltage connection (285). [4] Energy transfer device (5) according to one of the preceding claims, characterized byin that a control device (300) is designed to conduct electrical energy from any one of the terminals of a group of terminals comprising the AC voltage terminal (20), the first on-board network voltage terminal (195), the second on-board network voltage terminal (295), the first traction network voltage terminal (185), the second traction network voltage terminal (285), to one or more of the other terminals of the group of terminals. [5] Energy transfer device (5) according to one of claims 2 to 4, characterized by that a control device (300) is designed to conduct electrical energy from at least one of the traction network connections to the AC voltage connection (20). [6] Energy transfer device (5) according to one of the preceding claims, characterized bythat the two switched intermediate circuit converters (110, 210) and the traction network voltage circuit converters (160, 260) as well as at least one of the on-board network voltage circuit converters are bidirectional converters. [7] Energy transfer device (5) according to claim 6, characterized by that the first of the two traction network voltage networks comprises a first battery bank and the second of the two traction network voltage networks comprises a second battery bank of the same traction network battery. [8] Energy transfer device (5) according to one of the preceding claims, characterized by that the first switched intermediate circuit converter (110) and the second switched intermediate circuit converter (210) are each a bridge converter with four semiconductor switches, each with a freewheeling diode connected in parallel in the reverse direction. [9] Energy transfer device (5) according to one of the preceding claims, characterized bythat the first traction network voltage circuit converter (160) and the second traction network voltage circuit converter (260) are each a bridge converter with four semiconductor switches, each with a freewheeling diode connected in parallel in the reverse direction. [10] Energy transfer device (5) according to one of the preceding claims, characterized by that the first and / or the second vehicle electrical system voltage circuit converter (270) is a bridge converter.

Images