[go: up one dir, main page]

WO2025021614A1 - Producteur de courant alternatif côté véhicule avec points de sortie de tension de secteur surveillés par courant de défaut individuels et arrêt dépendant du courant de défaut central - Google Patents

Producteur de courant alternatif côté véhicule avec points de sortie de tension de secteur surveillés par courant de défaut individuels et arrêt dépendant du courant de défaut central Download PDF

Info

Publication number
WO2025021614A1
WO2025021614A1 PCT/EP2024/070251 EP2024070251W WO2025021614A1 WO 2025021614 A1 WO2025021614 A1 WO 2025021614A1 EP 2024070251 W EP2024070251 W EP 2024070251W WO 2025021614 A1 WO2025021614 A1 WO 2025021614A1
Authority
WO
WIPO (PCT)
Prior art keywords
switching unit
current
alternating current
distributor
current source
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/EP2024/070251
Other languages
German (de)
English (en)
Inventor
Franz Pfeilschifter
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Vitesco Technologies GmbH
Original Assignee
Vitesco Technologies 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 Vitesco Technologies GmbH filed Critical Vitesco Technologies GmbH
Publication of WO2025021614A1 publication Critical patent/WO2025021614A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
    • H02H7/26—Sectionalised protection of cable or line systems, e.g. for disconnecting a section on which a short-circuit, earth fault, or arc discharge has occured
    • H02H7/261—Sectionalised protection of cable or line systems, e.g. for disconnecting a section on which a short-circuit, earth fault, or arc discharge has occured involving signal transmission between at least two stations
    • H02H7/263—Sectionalised protection of cable or line systems, e.g. for disconnecting a section on which a short-circuit, earth fault, or arc discharge has occured involving signal transmission between at least two stations involving transmissions of measured values
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/26—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to difference between voltages or between currents; responsive to phase angle between voltages or between currents
    • H02H3/32—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to difference between voltages or between currents; responsive to phase angle between voltages or between currents involving comparison of the voltage or current values at corresponding points in different conductors of a single system, e.g. of currents in go and return conductors
    • H02H3/33—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to difference between voltages or between currents; responsive to phase angle between voltages or between currents involving comparison of the voltage or current values at corresponding points in different conductors of a single system, e.g. of currents in go and return conductors using summation current transformers

Definitions

  • Vehicles generally have electrical energy storage devices that are either used directly to generate traction power or to supply electrical components of the vehicle (starter, control devices, safety devices, entertainment components, etc.). It is known to use this electrical energy storage device, be it a high-voltage accumulator or a 12 V battery, to generate a standard mains alternating voltage, with a converter generating an alternating voltage with a standard frequency and standardized alternating voltage from the direct voltage of the energy storage device. Since the level of the mains voltage, for example 110 V or 230 V, is fundamentally dangerous depending on the region, particularly when used in a vehicle context in possibly damp outdoor areas, one task is to provide protection against excessive contact voltage in the event of faulty insulation in a safe and simple manner.
  • each one should be equipped with a residual current sensor, but not, as is usual, an interrupter should be installed at the location of the residual current sensor, but rather a central switching unit should be provided which, when a residual current is detected at a delivery point, centrally interrupts the voltage supply to the delivery points.
  • an interrupter should be installed at the location of the residual current sensor, but rather a central switching unit should be provided which, when a residual current is detected at a delivery point, centrally interrupts the voltage supply to the delivery points.
  • a central switching unit should be provided which, when a residual current is detected at a delivery point, centrally interrupts the voltage supply to the delivery points.
  • a fault current sensor should be provided at each delivery point or between each delivery point and the distributor. If a fault current occurs (which is above a threshold value), the voltage can be cut off centrally from the switching unit, preferably all poles, in order to disconnect the distributor from the AC power source. If the distributor is disconnected from the AC power source, then the delivery points are also necessarily disconnected from the AC power source, since the delivery points are connected downstream of the distributor (seen from the AC power source).
  • the residual current sensors are connected to the switching unit to transmit signals.
  • the switching unit is designed to disconnect when at least one of the residual current sensors transmits a residual current that is above a threshold value. This means that the residual currents at the respective output points are considered individually, so that the individual residual currents cannot overlap and (partially) compensate or cancel each other out, which would impair detection.
  • a vehicle alternator can therefore be designed with an alternating current source, a distributor and a switching unit between the alternating current source and the distributor. This forms a common power path which is divided into several individual power paths at the distributor, with the individual power paths leading to individual output points.
  • a residual current measuring device monitors each of the individual power paths. The residual current measuring devices are connected to the switching unit in such a way that the switching unit disconnects the common power path if one or more of the residual current measuring devices detect a residual current value which is above a predetermined threshold value.
  • the alternator is designed to also deactivate the alternating current source if this condition exists, in particular before it is disconnected by the switching unit.
  • a corresponding method provides that in a vehicle electrical system, a common power path between an alternating current source and a distributor is disconnected (preferably by a switching unit between source and distributor) if at least one of several individual power paths leading from the distributor has a fault current above a predetermined threshold value.
  • the vehicle may be a battery-powered electric vehicle (“BEV”), a hybrid vehicle (“HEV”) or an internal combustion engine-powered vehicle.
  • a DC voltage source for supplying DC voltage to the AC source may be provided by the traction battery (if present) or by the starter battery (12 V, 48 V).
  • a vehicle alternator with an alternating current source, a switching unit and a distributor is described.
  • the switching unit is provided between the alternating current source and the distributor and is designed to separate the connection between the alternating current source and the distributor.
  • a direct voltage connection is connected to a direct current side of the alternating current source via a switching unit.
  • the alternating current source is in particular a converter designed to convert a direct voltage on a direct voltage side of the alternating current source into an alternating voltage (on an alternating voltage side of the alternating current source).
  • Such an alternating current source is also referred to as an inverter.
  • the alternating current source is in particular an alternating current source designed to output a single-phase alternating voltage.
  • the inverter is designed to output an alternating voltage with a frequency and an amplitude that corresponds to an alternating voltage of a standardized alternating voltage supply network.
  • the frequency can be, for example, 50 or 60 Hz.
  • the effective alternating voltage can be, for example, 100 V, 110 V or 120 V, or also 220 V or 230 V or 240 V.
  • the alternating voltage is preferably a sinusoidal voltage.
  • the alternating voltage side of the alternating current source can have a phase potential and a neutral conductor potential, with the alternating voltage being provided between these connections.
  • the alternating current source is in particular an alternating current source set up to deliver a single-phase alternating voltage.
  • the switching unit is preferably an electromechanical switch unit.
  • the switching unit can have a relay.
  • the switching unit can be designed as an electromechanical switch in the sense of a relay, or can be designed as an electronic fuse or a pyroelectric fuse.
  • the switching unit is preferably designed as an all-pole, i.e. has two power paths that can each be separated (simultaneously).
  • the switching unit is provided to separate both a phase potential and a neutral conductor potential, which is provided by the alternating current source, from the distributor.
  • the distributor is thus connected to the alternating current source via the switching unit, with a A neutral conductor potential of the distributor is connected to a neutral conductor potential of the AC source, and a phase potential of the distributor is connected to a phase potential of the AC source.
  • the connection goes through the switching unit, which can separate both potentials.
  • the alternator also has several output points. These can themselves be designed as sockets in accordance with a standard for the design of sockets in a supply network.
  • the output points are preferably provided as contact points, in particular plug connections, to which sockets (standardized in accordance with a standard for supply networks) can be connected, for example via respective cables.
  • the connections (corresponding to the individual power paths) between the output points and the distributor are preferably free of switches that are operated depending on a detected fault current. Instead, the switching unit is used for fault-current-dependent disconnection.
  • a residual current measuring device is provided between the distributor and the delivery points.
  • a residual current measuring device is provided between each delivery point and the distributor. This wording means that the residual current measuring devices record the residual currents to the respective potentials of the delivery points and, due to the connection, also to the relevant lines between the delivery points and the distributor as well as to the conductors and consumers that are connected to the delivery points.
  • the specific arrangement of the measuring devices is of secondary importance; rather, the measuring devices are intended to record residual currents of the potentials delivered by the distributor in the direction of the delivery points.
  • a fault current is the difference between the currents of the two conductors (supply and return) that leave the distributor (towards the delivery points).
  • the fault current indicates whether all of the current transmitted by the supply conductor is also returned (transmitted) by the return conductor, or whether insulation problems result in an additional current that exists in addition to the current through the return conductor.
  • Such an additional current would, for example, lead to a ground or earthing potential in the event of insulation faults, although it cannot be ruled out that this fault current flows through a user. Therefore, when a fault current that is above a threshold value is detected, the switching unit is triggered to disconnect in order to prevent the voltage from being delivered to the delivery points (i.e. to all delivery points connected to the distributor).
  • the residual current measuring devices are controlled or signal-transmitting or logically connected or linked to the switching unit.
  • the switching unit is logically subordinate to the measuring devices, which means that certain events detected by the measuring devices lead to a change of state in the switching unit. This applies in particular to at least one fault current that is above a threshold value, which results in the switching unit being controlled to open via additional logic or directly.
  • the switching unit is set up to disconnect the AC source from the distributor (and/or to disconnect the AC source from a DC voltage supply) if one or more of the fault current measuring devices detect a fault current that is above a predetermined threshold value.
  • the switching unit can be designed to open depending on the signals emitted by the measuring device.
  • the logic for detecting whether one or more detected fault currents are above a threshold value can be provided within the switching unit, can be provided within a calculation or logic unit located between the measuring devices and the switching unit, or can be assigned to a higher-level control unit.
  • This logic is preferably implemented in a logic unit.
  • the logic unit is provided in particular in the switching unit.
  • the logic unit can also be connected upstream of the switching unit.
  • the switching unit can also be referred to as a breaker or isolating unit.
  • the switching unit is designed to separate a power flow, in particular with a (switching) current of at least 10 A, 50 A or 100 A.
  • the logic unit is designed to compare the fault current emitted by the residual current measuring devices with a threshold value.
  • the logic unit can alternatively be designed to determine whether one of the residual current measuring devices detects a fault current that is above a threshold value.
  • the residual current measuring devices either emit a signal that represents the detected fault current, for example numerically, or that the residual current measuring devices emit a signal that indicates whether the detected fault current is above a threshold value or not. In the latter case, the assessment of whether the detected fault current is above a threshold value is carried out by the fault current measuring device (or a measuring device logic associated with a respective measuring device). Comparators can be provided which compare the detected fault current with the respective threshold value.
  • comparisons can be implemented in the switching unit, in particular in a logic unit within the switching unit, can be provided in a logic unit which is connected upstream of the switching unit (with the measuring devices being connected to this unit), or can be provided in the measuring devices or in a respective measuring device logic which is assigned to an individual measuring device (or is provided between this and the switching unit).
  • the evaluation of whether the measuring devices detect one or more fault current values which are above a predetermined threshold value can thus be implemented decentrally in the measuring devices or centrally in the switching unit in a consolidating logic.
  • the switching unit opens (or the overall power flow is interrupted) if at least one of the detected fault currents is above a threshold value. This creates an OR link between the detected fault currents, with the result of the OR link determining the switching state of the switching unit.
  • the OR link exists in particular between the comparison results of the fault currents and the threshold value. The comparison results are binary and indicate whether the threshold value has been exceeded or not.
  • the alternator can be set up not only to open the switching unit if at least one of the fault currents is above a threshold value, but also to deactivate the alternating current source if this condition is met.
  • the logic unit can be set up to transfer the alternating current source to an inactive state (or to provide it in this state) if one or more of the fault current measuring devices detect a fault current that is above the threshold value.
  • the alternating current source is designed in particular as a clocked converter (inverter).
  • the alternator can be set up to suppress the consideration of the converter if the threshold value is exceeded by at least one of the fault currents.
  • the logic unit, the switching unit or the measuring devices can be connected to the alternating current source or an associated control system.
  • the alternator is designed to first put the alternating current source into an inactive state and then open the switching unit if at least one of the detected fault currents exceeds the threshold value. This opens the switching unit in the de-energized state, which results in less wear.
  • a control system can be provided which first sets the AC power source to the inactive state and then opens the switches, whereby the control system additionally only opens the switching unit when a minimum period of time has elapsed after the AC power source has been set to the inactive state.
  • the output points are preferably single-phase.
  • the output points can comprise a contact for a phase potential and a contact for a neutral conductor potential.
  • the output points are in particular free of protective conductor contacts or have an unconnected protective conductor contact (if permitted).
  • the output points can be designed as a connection element for a (two-wire) cable that leads to a socket.
  • This socket is designed in particular according to a standard for sockets of a supply network, for example according to the standard NEMA 1 -15 (complementary to plug type A) or CEE 7/16, CEE 7/17, CEE 7/7, in particular according to a two-pole household socket according to the respective supply network standard in Japan or the USA. Sockets that do not have an earthing contact or have an unearthed earthing contact are described as two-pole.
  • the switching unit is preferably designed for all-pole separation.
  • an electromagnetic factor acts on two separate contacts, with one of the contacts being assigned to a phase potential, for example, and the other contact being assigned to a neutral conductor potential. Alternatively, the two contacts can be assigned to two different phase potentials.
  • the all-pole separation refers (exclusively) to lines that carry current in the fault-free, active operating state, i.e. that carry load current.
  • the residual current measuring devices preferably each comprise a differential current sensor.
  • a (soft magnetic) magnetic material can be provided that surrounds both conductors (neutral conductor/phase conductor or first phase conductor/second phase conductor). The magnetic material encloses a cavity through which the conductors extend.
  • a sensor winding surrounds the magnetic material, but not the conductors, in order to detect the total magnetization resulting from the two conductors. The sensor winding on the one hand and the conductors on the other form the primary and secondary sides of a transformer. If the currents through the two conductors are identical but with different signs, no signal is produced for the sensor winding because the magnetic fields of the two conductors cancel each other out. If the two currents are not identical, i.e.
  • a signal is produced for the sensor winding that corresponds to the difference in the magnetic fields and thus the difference in the currents. Since the AC generators are alternating current, an alternating field is detected by the sensor winding that reflects the differential current or its time derivative.
  • the currents through the two conductors can also be detected using shunts or using two magnetic sensors, each assigned to one of the conductors. The difference is then calculated by subtracting the two signals emitted by the two shunts/magnetic sensors.
  • the residual current measuring devices can each have communication means to output the measured current or differential current value as a signal.
  • the communication means are simple conductors and corresponding taps, but can also include signal amplifiers, analog-digital converters and/or communication devices that are designed according to a standard for data transmission (Ethernet protocol, CAN, generally wired or wireless transmission protocols that are designed in particular for packet- or circuit-switched transmission).
  • the alternating current source can be provided within a bidirectional charging device.
  • the alternating current source can be designed to be bidirectional, in particular for a charging mode in which power is transferred from the alternating current side of the alternating current source to the direct current side of the alternating current source (rectification), and for a discharging mode in which power is transferred from the direct current side to the alternating current side (conversion).
  • a charging device can comprise a direct current connection, for example for a rechargeable battery, and an alternating current connection.
  • Such charging devices are then set up in the discharging mode to transfer power from the direct current connection and convert it into an alternating voltage in order to operate external loads, for example, as is provided with the procedure described here, or to transfer power from the direct current connection to an alternating voltage supply network.
  • the alternating current source is a dedicated converter whose direct current side is connected to a direct current connection (for example for a rechargeable battery) in order to operate external loads.
  • External loads are loads that are not necessarily part of the vehicle and that are designed to operate with alternating current in accordance with a standard of an alternating current supply network.
  • a dedicated converter is a converter that is not within the power flow of a charging power.
  • the direct voltage side of the alternating current source can be connected to a traction accumulator or a high-voltage on-board network section of the vehicle, or can also be connected to a 48 V or 12 V accumulator of the vehicle.
  • the vehicle alternator and thus also the alternating current source are preferably provided inside a vehicle and are in particular permanently installed there.
  • the alternating current source is in particular provided as a bidirectional alternating current charging device (for charging with alternating current), this charging device having a direct voltage side which is or can be connected to a high-voltage accumulator of the on-board network.
  • the AC voltage side of the alternator or the AC source is connected to the switching unit, in particular directly, preferably without a converter and/or via a fuse.
  • FIG. 1 serves to explain the mode of operation of embodiments of the alternator described here.
  • FIG. 1 shows a vehicle F in which a vehicle-mounted charging device OBC is provided.
  • a power factor correction filter (reference symbol PFC) and a connected DC-DC converter (reference symbol DCDC) together serve as an AC voltage source (reference symbol PFC/DCDC).
  • the AC voltage source PFC/DCDC is fed by an accumulator B, which is connected to a DC voltage side of the AC voltage source.
  • the accumulator B (or a relevant accumulator connection) is connected to the power factor correction filter PFC via the DC-DC converter.
  • the AC voltage side of the power factor correction filter PFC corresponds to the AC voltage side of the AC voltage source PFC/DCDC.
  • the alternating voltage source PFC/DCDC is connected to a distributor V via the switching unit SW.
  • Several connection points S1 to S3 are individually connected to the distributor V.
  • Each of the connection points S1 to S3 is connected to the distributor V via its own measuring device M1-3.
  • the distributor V thus forms a common node to which the connection points S1 to S3 are connected.
  • the measuring devices M1 - M3 are provided individually so that a residual current can be detected for each connection point (or for the respective potentials).
  • the measuring devices M1 to M3 are residual current measuring devices. These are set up for detecting the respective current difference between a forward and a return conductor, via which the distributor V is connected to the several connection points S1 to S3.
  • connection points S1 to S3 are connected to connection points S1 to S3 so that loads L1 to L3 can receive power from connection points S1 to S3.
  • This is shown schematically with the arrows between connection points S1 - S3 and loads L1 - L3.
  • the respective power flow starts from distributor V and leads to the connection points via measuring devices M1.
  • This is also shown with the arrows between distributor V and connection points S1 to S3.
  • Connection points S1 - S3 are in particular sockets into which loads L1 - L3 are plugged, or are connecting elements that are connected via cables to sockets into which loads L1 to L3 are plugged.
  • Loads L1 to L3 are external to the vehicle's on-board network, which is shown by reference symbol EXT.
  • Loads L1 to L3 can be plugged into connection points S1 to S3 as external loads.
  • the electrical connection is shown schematically, so that the representation of the loads L1 to L3 outside the rectangle that marks the vehicle F merely indicates that the loads L1 to L3 are intended to be outside the vehicle's on-board network and are only connected to it, whereby it is irrelevant whether the load is physically arranged inside the vehicle F or outside the vehicle F.
  • the switching unit SW comprises a logic unit L.
  • the measurement results are transmitted to this logic unit, whereby the measurement results come from the measuring devices M1 to M3.
  • the arrows emanating from M1 - M3 thus show the logical connection between the measuring devices M1 to M3 and the logic unit L.
  • the logic unit L can also be provided outside the switching unit SW, for example at point X. In this case, the logic unit controls the switching unit SW.
  • the logic unit is connected to the (two-pole) switch of the switching unit SW.
  • the switching unit is thus set up to prevent the flow of power from the alternating current source to the distributor V. This results in a common isolating device in the form of the switch SW for all three power branches shown. If only one of the measuring devices M1 to M3 transmits a detected fault current to the logic unit L that is greater than a specified threshold value, then the switch in the switching unit is opened. This means an interruption of the flow of power for all connection points.
  • the threshold value represents a limit above which a dangerous touch current can exist.
  • the threshold value can be specified by a safety standard.
  • the vehicle electrical system of the vehicle F shown can be operated in such a way that a common power path G, which extends (at least) between the alternating current source PFC/DCDC and the distributor V, is disconnected if at least one of several individual power paths E1, E2, E3 that branch off from the distributor V has a fault current above a predetermined threshold value.
  • the fault current is determined in particular by the measuring devices M1 - M3.
  • the individual power paths E1 - E3 lead at least from the distributor to the output points S1 - S3 and in particular lead further to the loads L1 - L3 that are connected to the vehicle via the output points S1 - S3.
  • the disconnection is preferably carried out by the switching unit SM.
  • the vehicle alternating current generator is set up to carry out the method (and in particular comprises the PFC/DCDC source and the distributor and also the devices M1 - M3 for detecting the fault currents within the individual power paths).
  • the method and in particular comprises the PFC/DCDC source and the distributor and also the devices M1 - M3 for detecting the fault currents within the individual power paths.
  • individual power path E1 it is shown that this can extend from the distributor to the relevant load L1. This is intended to show that the detection of the fault current affects the connection outgoing from the distributor V (in the direction of the delivery point), as well as the cables or components connected to it.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Testing Of Short-Circuits, Discontinuities, Leakage, Or Incorrect Line Connections (AREA)

Abstract

L'invention concerne un producteur de courant alternatif de véhicule qui est équipé d'une source de courant alternatif (PFC/DCDC), d'une unité de commutation (SW) en aval de la source de courant alternatif (PFC/DCDC), d'une pluralité de points de sortie (S1-S3) et d'un distributeur (V). L'unité de commutation (SW) est connectée au point de sortie (S1-S3) par l'intermédiaire du distributeur (V). Un dispositif de mesure de courant de défaut (M1-M3) est disposé dans chaque cas entre le distributeur (V) et les points de sortie (S1 – S3). Les dispositifs de mesure de courant de défaut (M1-M3) sont connectés pour une transmission de signal à l'unité de commutation (SW). L'unité de commutation (SW) est configurée pour déconnecter la source de courant alternatif (PFC/DCDC) du distributeur (V) lorsqu'un ou plusieurs des dispositifs de mesure de courant de défaut (M1-M3) détectent une valeur de courant de défaut qui est supérieure à une valeur seuil prédéfinie. L'invention concerne également un procédé associé.
PCT/EP2024/070251 2023-07-24 2024-07-17 Producteur de courant alternatif côté véhicule avec points de sortie de tension de secteur surveillés par courant de défaut individuels et arrêt dépendant du courant de défaut central Pending WO2025021614A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023207000.6 2023-07-24
DE102023207000.6A DE102023207000A1 (de) 2023-07-24 2023-07-24 Fahrzeugseitiger Wechselstromerzeuger mit einzeln fehlerstromüberwachten Netzspannungs-Abgabestellen und zentraler fehlerstromabhängiger Abschaltung

Publications (1)

Publication Number Publication Date
WO2025021614A1 true WO2025021614A1 (fr) 2025-01-30

Family

ID=91959215

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2024/070251 Pending WO2025021614A1 (fr) 2023-07-24 2024-07-17 Producteur de courant alternatif côté véhicule avec points de sortie de tension de secteur surveillés par courant de défaut individuels et arrêt dépendant du courant de défaut central

Country Status (2)

Country Link
DE (1) DE102023207000A1 (fr)
WO (1) WO2025021614A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102024000833A1 (de) * 2024-03-13 2025-09-18 Mercedes-Benz Group AG Schaltungsanordnung für eine Fehlerstrom-Schutzeinrichtung

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000055826A1 (fr) * 1999-03-18 2000-09-21 Abb Power T & D Company Inc. Systeme de localisation de defauts a la terre et detecteur de defauts a la terre
US8300369B2 (en) * 2009-09-30 2012-10-30 Chevron U.S.A. Inc. System and method for polyphase ground-fault circuit-interrupters
DE102018128258A1 (de) * 2017-11-14 2019-05-16 Ford Global Technologies, Llc Doppelnutzungs-wechselstromgenerator für fahrzeug

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6788504B2 (en) 2002-06-26 2004-09-07 General Motors Corporation Mobile electric power supply system with deactivatable GFCI protection
DE102021125345A1 (de) 2021-09-30 2023-03-30 Ford Global Technologies Llc Kopplungsvorrichtung für ein Elektrofahrzeug

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000055826A1 (fr) * 1999-03-18 2000-09-21 Abb Power T & D Company Inc. Systeme de localisation de defauts a la terre et detecteur de defauts a la terre
US8300369B2 (en) * 2009-09-30 2012-10-30 Chevron U.S.A. Inc. System and method for polyphase ground-fault circuit-interrupters
DE102018128258A1 (de) * 2017-11-14 2019-05-16 Ford Global Technologies, Llc Doppelnutzungs-wechselstromgenerator für fahrzeug

Also Published As

Publication number Publication date
DE102023207000A1 (de) 2025-01-30

Similar Documents

Publication Publication Date Title
DE112017000268B4 (de) Relaisvorrichtung
EP3390133B1 (fr) Module de sécurité et station de charge munie d'un module de sécurité
DE102014219235B4 (de) Schaltungsvorrichtung und Verfahren zum Ermitteln eines Zustandes einer Verriegelungsleiterschleife
EP3192139B1 (fr) Procédé et dispositif de détection d'un courant de court-circuit continu
DE102017214302A1 (de) Abschaltvorrichtung für ein elektrisches Versorgungsnetz
DE102012204788B4 (de) Steuerungsvorrichtung und Bordnetzsystem für ein elektromobiles Kraftfahrzeug mit einem Hochvolt-Bordnetz, bei dem die Überwachungsleitung als einer Teil einer Koaxialleitung realisiert ist, wobei ein anderer Teil der Koaxialleitung als Hochvolt-Leitung verwendet wird
DE102011004516A1 (de) Schaltung und Verfahren zur Diagnose von Schaltkontakten in einem batteriebetriebenen Straßenfahrzeug
DE102015102468B3 (de) Netzersatzanlage und Erdungseinrichtung für eine Netzersatzanlage
EP1820246A2 (fr) Reseau de bord a tension accrue
DE102010062369A1 (de) Ladevorrichtung für Kraftfahrzeuge und Ladeverfahren
DE102011003082A1 (de) System und Methode zur Hochvoltabschaltung in einem Fahrzeug
DE102018217135A1 (de) Potentialfreie Kontaktüberwachungsvorrichtung zur Erfassung des Öffnungszustands eines Schalters
WO2025021614A1 (fr) Producteur de courant alternatif côté véhicule avec points de sortie de tension de secteur surveillés par courant de défaut individuels et arrêt dépendant du courant de défaut central
EP2500208B2 (fr) Agencement de circuit de protection
DE202010008123U1 (de) Umschalteinrichtung
DE102019109260B4 (de) Verfahren zum Laden eines Fahrzeugs und Fahrzeug
DE102013226023A1 (de) Vorrichtung und Verfahren zur Kompensation eines Spannungsoffsets
DE102012219457B4 (de) Schutzschaltvorrichtung zum Detektieren eines Fehlerstroms und Steuerverfahren
DE102010003595A1 (de) Wechselrichter für eine elektrische Maschine und Verfahren zum Betreiben eines Wechselrichters für eine elektrische Maschine
WO2023144002A1 (fr) Procédé de charge surveillé tenant compte des mesures de protection contre les surtensions côté station de charge
DE102006002245B4 (de) Verfahren zur Überwachung eines abschaltbaren Kabels in einem elektrischen Netz, dafür geeignete Überwachungsvorrichtung sowie Überwachungssystem
WO2022152518A1 (fr) Système électrique de véhicule ayant une branche haute tension, une branche basse tension et une détection de défaut d'isolation côté basse tension
DE102019124213A1 (de) Galvanisch verbundenes AC-Ladegerät mit Überwachungs- und Diagnosesystem
DE102011086060A1 (de) Verfahren zur sicherheitsbedingten Abschaltung eines elektrischen Netzes und Sicherheitseinrichtung
DE102018217622B3 (de) Versorgungsnetzstruktur und Kraftfahrzeug mit einer Versorgungsnetzstruktur zur Energieversorgung von elektronischen Fahrzeugkomponenten

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 24745437

Country of ref document: EP

Kind code of ref document: A1