WO2016110353A1 - Procédé pour alimenter au moins un consommateur dans un réseau de bord et réseau de bord - Google Patents

Procédé pour alimenter au moins un consommateur dans un réseau de bord et réseau de bord Download PDF

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Publication number
WO2016110353A1
WO2016110353A1 PCT/EP2015/076401 EP2015076401W WO2016110353A1 WO 2016110353 A1 WO2016110353 A1 WO 2016110353A1 EP 2015076401 W EP2015076401 W EP 2015076401W WO 2016110353 A1 WO2016110353 A1 WO 2016110353A1
Authority
WO
WIPO (PCT)
Prior art keywords
electrical system
subnetworks
consumer
consumers
subnet
Prior art date
Application number
PCT/EP2015/076401
Other languages
German (de)
English (en)
Inventor
Anthony CHEVRET
Christian Bohne
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to EP15794895.1A priority Critical patent/EP3243256A1/fr
Priority to CN201580072854.3A priority patent/CN107207000A/zh
Publication of WO2016110353A1 publication Critical patent/WO2016110353A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J4/00—Circuit arrangements for mains or distribution networks not specified as ac or dc
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/414—Power supply failure
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles

Definitions

  • the invention relates to a method for supplying at least one redundant load in a vehicle electrical system, in particular a vehicle electrical system in a motor vehicle, and such a vehicle electrical system.
  • highly automated driving should be permitted to a limited extent. A sensory, regulatory, mechanical and energetic fallback by the driver in this case is limited.
  • a highly automatic driving which is also referred to as highly automated driving, an intermediate step between an assisted driving in which the driver is assisted by assistance systems, and an autonomous driving in which the vehicle drives automatically and without the driver's intervention to understand.
  • the vehicle has its own intelligence that could plan ahead and take over the driving task, at least in most driving situations. Therefore, in a highly automatic driving the electrical supply has not previously known in the motor vehicle safety relevance.
  • On-board network topologies for increased reliability based on a 14 V on-board network are known, in which scalable and modular on-board network topologies for supplying safety-relevant electrical consumers are realized.
  • these consumers are divided into consumer groups with different security relevance, in principle, a two-channel electrical supply for redundant, security-relevant consumers and a fault-tolerant supply for simply existing security-relevant consumers are provided.
  • a vehicle electrical system for a vehicle with at least one safety-relevant consumer is known.
  • a simply existing security-relevant consumer is supplied redundantly from two subnetworks, a primary network and a secondary network.
  • the proposed method allows one or more voltage levels, such as, for example, 12 V or 48 V.
  • one or more voltage levels such as, for example, 12 V or 48 V.
  • multiple, galvanically isolated masses for the individual subnetworks are provided, even if they are the same
  • security-relevant subnetworks are executed independently of each other. Furthermore, electrical faults in a subnetwork do not affect another safety-related subnetwork. This can, for example, vehicles with
  • Figure 1 shows an embodiment of a vehicle electrical system according to the prior art.
  • FIG. 2 shows another embodiment of the electrical system according to the prior art.
  • Figure 3 shows a schematic representation of a consumer that is internally redundant and requires a redundant electrical supply.
  • Figure 4 shows an embodiment of an arrangement for supplying a
  • FIG. 5 shows an embodiment of an arrangement for supplying several consumers with separate ground lines, namely the supply of several consumers from three subnetworks and connection to three galvanically isolated grounding lines.
  • FIG. 6 shows a further embodiment of an arrangement for supplying a plurality of consumers with separate ground lines, specifically the supply of several consumers from three subnetworks and connection to two galvanically isolated ground lines.
  • Figure 7 shows an embodiment of an arrangement for supplying a
  • FIG. 1 shows a first expansion stage for the reliable supply of electrical consumers.
  • the illustration shows a vehicle electrical system 10 with a base vehicle network 12, a first subnetwork 14 and a second subnetwork 16.
  • the base vehicle network 12 includes a starter S 20, a generator G 22, a battery B B 24 and a consumer group R 3 26 with not
  • a first switch S F i 30, a second switch S F 2 32, a third switch S F 3 34, a consumer R 2 36, a battery B ia 38 and a consumer R ia 40 are provided in the first subnetwork 14.
  • a consumer Ri b 44 is provided in the second subnet 16.
  • Redundant consumers who are two-fold and can take over the same function, for example, two different brake actuators. These redundant consumers are designated R ia 40 and R ib 44. They are supplied via the two separate on-board network channels, either via the battery B B 24 of the base on-board network, the generator G 22 of the base network 12 or the battery B ia 38 of the first subnet 14. Alternatively, the consumers Ri a 40 and R ib 44 also in a component or a housing are summarized. This structure can be seen in FIG. 2. Furthermore, there are consumers who are simply present, but reliable, ie fault-tolerant, must be supplied with electrical energy. In Figure 1, such a consumer is marked with R 2 36. These consumers can also either from the base 12 or from the
  • Battery B ia 38 of the first subnetwork 14 are supplied. Switching between the on-board network channels takes place with the aid of the two switches S F 2 32 and S F3 34.
  • the switches S F i 30 and S F 3 34 are closed and the switch S F2 32 is open.
  • the consumers R ia 40, R ib 44, R 2 36 and R 3 26 are supplied via the base board network 12 and the battery B ia 38 is charged.
  • the switches S Fi 30 and S F3 34 are opened and S F2 32 is closed and the redundant or fault-tolerant consumers R ia 40 and R 2 36 from the battery B ia 38 supplied.
  • Figure 2 shows an embodiment of a fault-tolerant 48 V / 14 V electrical system, which is designated overall by the reference numeral 50.
  • the illustration shows a base on-board network 52, an onboard power supply channel a 54 and an onboard power supply channel b 56.
  • a DC-DC converter 66 in the base-board network 52 By a DC-DC converter 66 in the base-board network 52, a first 14 V subnet 57 and a second 48 V subnet 59 are given.
  • the base electrical system 52 includes an electric machine 60, a battery Bi 62, a consumer Ri 64, a DC-DC converter 66, a battery B 2 68 and a consumer R 2 70.
  • the electrical system duct a 54 comprises a coupling member K 3a 80, a battery B 3a 82 and a consumer R 3a 84.
  • the electrical system channel b 56 has a coupling element K 3b 90, a battery B 3b 92 and a consumer R 3b 94 on.
  • the coupling links K 3a 80 and K 3 90 provide the compound of
  • the two vehicle electrical system channels a 54 and b 56 for safety-relevant, redundant consumers are each coupled both to the 14 V subnet 57 and to the 48 V subnet 59. This is one in the sense of safety technology diversified energy supply of these channels ensured. In the event of failure of a subnetwork, ie the 48 V or 14 V subnetwork, at least one vehicle electrical system channel, a or b, will continue to be supplied with energy by the still functioning subnetwork.
  • the power electronic coupling elements K 3a 80 and K 3b 90 can be realized for example as a DC-DC converter or switch.
  • Occurs for example, a fault in a subnet, z. B. an overvoltage, the associated electrical system duct a 54 or b 56 by means of the coupling element K 3a 80 and K 3b 90 separated from the respective subnet.
  • the method described herein and the illustrated on-board network are therefore designed to make the ground lines of the safety-relevant subnets accordingly independent.
  • FIG. 3 An example of a safety-related redundant load can be seen in simplified form in FIG. 3, which is designated by the reference numeral 100.
  • all elements including energy supply and communication are doubled. This means that if one channel fails, the other channel alone can ensure safe operation.
  • the illustration shows a first signal electronics 102, a second
  • Signal electronics 104 a first main controller 106, a second
  • Main controller 108 a first output stage 110, a second output stage 112, a first motor 114 and a second motor 116. Furthermore, with double arrows a first communication 118, a second communication 120 and an internal communication 122 illustrates. Arrows show a first connection 124 to a first vehicle electrical system path and a second connection 126 to a second vehicle electrical system path. In the illustration, components of a controller 130 and a motor 132 are labeled with borders.
  • the consumer 100 shown in FIG. 3 is, for example, as a steering system or
  • both the signal electronics 102 and 104, the main controller 106 and 108, the power amplifiers or power output stages 110 and 112 and the motor 132 are duplicated. Also, the terminals 124 and 126 to the electrical system paths and the communication 118 and 120 are provided in duplicate. Thus, if one fails
  • Component or a vehicle electrical system or channel in one half of the other half redundant take over the function.
  • the consumer 100 internally consists of two components or parts, a part 140 shown here above and a part 142 shown below, each of which can ensure at least one fallback of the function (first motor 114 and second motor 116).
  • Each part 140 or 142 contains the logic
  • Each part 140 or 142 has its own supply (vehicle electrical system 1 and vehicle electrical system 2). Both supplies can have different voltage levels and are internally galvanically isolated. Each part is connected to a network (first
  • Communication 118 and second communication 120 The internal communication 122 between the two parts 140 and 142 is galvanically isolated. It should be noted that existing fuses are not shown.
  • FIG. 4 shows a first embodiment of the on-board network, which is designated overall by the reference numeral 200, with two safety-relevant subnetworks, namely subnetwork A 202 and subnetwork C 204.
  • the illustration shows a power source Qi 202, for example a generator in a vehicle with an internal combustion engine, which supplies both subnetworks 202, 204.
  • the left subnet A 202 further comprises an electrical memory S a 208 and consumers V ia 210 and V x 212.
  • the elements of the subnet A 202 are connected via a positive line A 214 and ground M a 216 shown above.
  • the subnetwork C 204 includes an electrical memory S c 220 and
  • Via 210 and V ic 222 are different consumers that can redundantly ensure the same function. This is typically used for safety-critical functions, e.g. B. braking during automatic driving or
  • V 2ac 240 which has two
  • Each galvanically isolated part within the consumer V 2ac 240 allows the redundancy of the same function. It is typically used for critical functions, e.g. B. for a steering or steering assistance.
  • Both subnetworks 202 and 204 are coupled via the coupling element K ac 226.
  • the coupling element K ac 226 is a galvanic isolated coupling element, for. B. a DC-DC converter.
  • the electrical stores S a 208 and S c 220 are two separate ones
  • Energy storage such as a battery or a DLC memory.
  • Voltage level of the two energy storage can be different, z. B. 48 V and 14 V, or the same.
  • the electrical storage S a 208 and S c 220 may alternatively be used as high-voltage storage, z. B. with 310 V or 400 V, be formed.
  • the two subnetworks A 202 and C 204 can be designed completely independently of each other. This will be explained by the following examples.
  • the power source Qi 206 causes a short circuit between the positive line A 214 and the ground M a 216.
  • the voltage in the subnet A 202 collapses and the function of the consumers V ia 210 and V x 212 fails. Since the consumer V ia 210 has assumed a safety-relevant function, such as, for example, the construction of the brake pressure, this must be performed by the redundant component, the consumer V ic 222. In this case, the coupling element K ac 226 is switched inactive.
  • the sub-network C 204 which is still intact, can thus continue to operate independently of the fault in the subnetwork A 202, and the electrical memory S c 220 can supply the consumers V ic 222 and V z 224 at least for a limited time.
  • the consumer V 2ac 240 can be operated in the fallback mode, since it is still supplied with electrical energy via the positive lead C 228. It is important that the safety-relevant function, such. As the structure of the brake pressure, despite the short circuit in the power source Qi 206 can be performed safely.
  • FIG. 5 shows an alternative embodiment of the electrical system, which is designated overall by the reference numeral 300.
  • This vehicle electrical system 300 comprises a subnetwork A 302, a subnetwork B 304 and a subnetwork C 306.
  • the subnet B 304 includes an electrical memory S b 310 and consumer Vib 312 and V Y 314.
  • the elements of the subnet B 304 are over a
  • the subnet A 302 includes an electrical memory S b 320 and consumers V ia 322 and V x 324. The elements of the subnet A 302 are connected via a positive line A 326 and ground M a 328.
  • the subnet C 306 includes an electrical memory S c 330 and consumers V ic 332 and V z 334. The elements of the subnet C 306 are connected via a positive line C 336 and ground M c 338.
  • the illustration also shows a coupling element K ac 350, a coupling element K from 352 and
  • V2ac 354, V3bc 356 and V4ab 358 as well as a power source Ql 360.
  • the consumer V ib 312 is a redundant to the consumer V ia 322 and / or the consumer V ic 332 to ensure a function, such as a braking or Bremskraftverstärkung.
  • the consumer V 3 c 356 and V 4a 358 is like V 2ac 354 a consumer, with two different
  • the subnetwork B 304 is coupled to the subnetwork A 302 via the coupling element K a 352.
  • the coupling element K a 352 is just like the coupling element K ac 350 a galvanic isolated coupling element, for example.
  • the electrical memory S 310 is, analogous to S a and S c in Figure 4, a
  • Energy storage As a battery or a DLC memory.
  • Voltage level of this energy storage may continue to be different, for. B. 48 V and 14 V. Since all subnets are galvanically isolated from each other, Alternatively, one or more memory as a high-voltage memory, for. B. with 310 V or 400 V, be formed.
  • the subnets A 302, B 304 and C 306 can be designed completely independently of each other.
  • a 3- voltage electrical system is possible, for. HV / 48V / 14V, 48V / 14V / 14V or 48V / 48V / 14V.
  • V 3bc 356, V 4ab 358 and V 2ae 354 can have different or identical voltage levels or
  • the subnet B can operate in case of failure on and consumers ib V 312, V 314 Y, V 4a 358 continue to supply 3bc and 356 V, at least temporarily limited.
  • FIG. 6 shows a further alternative embodiment of the on-board network 400.
  • This on-board network 400 comprises a subnetwork A 402, a subnetwork B 404 and a subnetwork C 406.
  • the subnet B 404 comprises an electrical memory S 410 and loads Vi 412 and V Y 414.
  • the elements of the subnet B 404 are over one
  • Subnetwork A 402 includes an electrical memory S 420 and consumers V ia 422 and V x 424. The elements of subnetwork A 402 are connected via positive line A 426 and ground M a 428.
  • the subnet C 406 includes an electrical memory S c 430 and consumers V ic 432 and V z 434. The elements of the subnet C 406 are connected via a positive line C 436 and ground M c 438.
  • the illustration also shows a coupling element Kac 450, a coupling element 452 and consumers V2ac 454, V3bc 456 and V4ab 458 and a power source Qi 460.
  • the coupling element K a 452 is in this case a coupling element, which is not galvanically isolated.
  • This is, for example, as a DC-DC converter, z. B. as a buck / boost converter, as a simple switch the supply line or as Double switch formed by ground and supply line or as a combination of the above options.
  • the body can be used for both masses.
  • the mass M b 418 may be connected to the mass M a 428 by separate leads.
  • subnetwork C 406 can be designed completely independently of subnetworks A 402 and B 404. Thus, this represents a compromise between the topologies of Figures 4 and 5.
  • a 3-voltage electrical system in the full system is possible, for. HV / 48V / 14V (HV: high voltage, typically ⁇ 300V or ⁇ 400V for subnet C only), 48V / 14V / 14V or 48V / 48V / 14V.
  • HV high voltage, typically ⁇ 300V or ⁇ 400V for subnet C only
  • 48V / 14V / 14V or 48V / 48V / 14V 48V / 48V / 14V.
  • the coupling element K from 452 detects the error sufficiently early and decouples the two subnets A 402 and B 404 so fast that the error does not propagate into subnet B 404.
  • the sub-network B 404 the consumer can at least temporarily further limits V c ib provide 412 V Y 414, V 3 456 and V 4a 458th
  • the coupling element K a 452 does not recognize or not sufficiently fast the error or the coupling element K a 452 does not decouple the two subnets A 402 and B 404 sufficiently fast, or the coupling element K a 452 can not subnets A 402 and B 404 decouple because z. B. no switch on the
  • FIG. 7 shows a further embodiment of the proposed vehicle electrical system, which is denoted overall by the reference numeral 500.
  • the illustration shows a subnet A 502 and a subnet C 504.
  • the subnet A 502 includes a power source Qi 510, an electrical memory S a 512, and loads V ia 514 and V x 516. Further, a positive line A 518 and ground M a 520 are provided.
  • the subnet B 504 includes a power source Q 2 530, an electrical memory S c 532, and consumers Vic 534 and V z 536. Further, a plus line C 538 and ground M c 540 are provided. Furthermore, the illustration shows a coupling element K ac 550 and a consumer V 2ac 552nd
  • the power sources Qi 510 and Q 2 530 each independently supply a subnetwork, the power source Q 2 530 serving the subnetwork C 504 and the power source Qi 510 supplying the subnetwork A 502.
  • the power sources Qi 510 and Q 2 530 may each be used as a generator, e.g. B. in a vehicle with an internal combustion engine, an electric motor or actuators for recuperation, z. As roll stabilization with energy recovery, or as a HV-12 V converter, z. B. in an electric vehicle, be formed.
  • the coupling element K ac 550 is, as in the above-explained
  • a galvanic isolated coupling element for. B. a DC-DC converter.
  • the coupling element K ac 550 allows the energy transfer between the subnetworks A 502 and C 504. It is also conceivable another, similar topology in which this coupling is omitted, since each subnet has its own energy storage.
  • the consumer V 2ac 552 is, as stated above, a consumer with two different supplies, namely the
  • Plus line A 518 and positive line C 538 is supplied via the two corresponding ground, namely M a 520 and M c 540.
  • V ia 514 and V ic 5134 are different consumers, which can ensure the same function redundantly.
  • Such a structure will typically used for safety-critical functions, eg. B. for braking or brake booster.
  • the subnetworks A 502 and C 504 can be designed completely independently of each other.
  • a 2-voltage electrical system is also possible. Since each subnet has its own source, you can

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Stand-By Power Supply Arrangements (AREA)

Abstract

L'invention concerne un procédé pour alimenter au moins un consommateur (100) dans un réseau de bord et un réseau de bord correspondant. Selon l'invention, le consommateur (100) est alimenté par plusieurs sous-réseaux du réseau de bord.
PCT/EP2015/076401 2015-01-08 2015-11-12 Procédé pour alimenter au moins un consommateur dans un réseau de bord et réseau de bord WO2016110353A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP15794895.1A EP3243256A1 (fr) 2015-01-08 2015-11-12 Procédé pour alimenter au moins un consommateur dans un réseau de bord et réseau de bord
CN201580072854.3A CN107207000A (zh) 2015-01-08 2015-11-12 用于向车载电网中的至少一个负载供电的方法以及车载电网

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015200124.5A DE102015200124A1 (de) 2015-01-08 2015-01-08 Verfahren zum Versorgen mindestens eines Verbrauchers
DE102015200124.5 2015-01-08

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Publication Number Publication Date
WO2016110353A1 true WO2016110353A1 (fr) 2016-07-14

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EP (1) EP3243256A1 (fr)
CN (1) CN107207000A (fr)
DE (1) DE102015200124A1 (fr)
WO (1) WO2016110353A1 (fr)

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WO2018059906A1 (fr) * 2016-09-27 2018-04-05 Robert Bosch Gmbh Procédé permettant de faire fonctionner un réseau de bord électrique
KR102094824B1 (ko) * 2017-01-31 2020-03-30 도요타지도샤가부시키가이샤 전원 장치
US11091106B2 (en) 2019-01-15 2021-08-17 Ford Global Technologies, Llc Hybrid power network for a vehicle
GB2609567B (en) * 2017-06-29 2023-05-24 Ipgate Ag Device for a hydraulic actuating system

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CN109693625A (zh) * 2017-10-24 2019-04-30 上汽通用汽车有限公司 汽车备用供电模块和包含其的汽车供电***
DE102017220287B4 (de) * 2017-11-14 2022-02-17 Audi Ag Kraftfahrzeug mit einem Energiespeicher sowie Verfahren zum Betreiben eines Kraftfahrzeugs
US10632862B2 (en) 2018-01-30 2020-04-28 GM Global Technology Operations LLC Electric power system for an autonomous vehicle
JP7102773B2 (ja) * 2018-02-22 2022-07-20 トヨタ自動車株式会社 車両用電源システム
DE102018108597A1 (de) * 2018-03-14 2019-09-19 Thyssenkrupp Ag Elektromechanische Kraftfahrzeuglenkung mit einem redundant ausgelegten Steuergerät
DE102018120736A1 (de) * 2018-08-24 2020-02-27 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren zum Betreiben eines hybriden elektrischen Antriebssystems, Antriebssystem und Verwendung des Antriebssystems bei einem Luftfahrzeug
JP7024667B2 (ja) 2018-08-30 2022-02-24 トヨタ自動車株式会社 車両用電源システム
JP7103071B2 (ja) 2018-08-30 2022-07-20 トヨタ自動車株式会社 車両用電源システム
DE102018121960A1 (de) * 2018-09-10 2020-03-12 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Vorrichtung zur Entkopplung und zum Schutz vor Ausgleichsströmen in einem redundanten System für autonomes Fahren
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