• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to an electrical system, in particular intended to be embedded in an electric or hybrid vehicle, said electrical system comprising an AC-DC converter comprising a rectifier (RD) and a DC-DC converter (DCDC20), a continuous converter -continu isolated (LLC) for connection to a high voltage battery (HV), and said electrical system being configured to, in a first mode of operation, be connected to an external AC power network (G) to charge the high voltage battery (HV). Moreover, first interface terminals of the DC-DC converter (DCDC20) are intended to be connected to a low-voltage battery (LV), said electrical system being configured so that, in a second mode of operation, the electrical system being disconnected from the AC external power supply network (G), said DC-DC converter (DCDC20) delivers a first voltage (V1, V2) from the high-voltage battery so as to supply the low-voltage battery (LV).
    公开号:FR3066655A1
    申请号:FR1754440
    申请日:2017-05-19
    公开日:2018-11-23
    发明作者:Bruno Condamin；Mimoun Askeur；Massourang Diallo；Larbi Bendani；Reda CHELGHOUM；Benedicte Silvestre
    申请人:Valeo Siemens eAutomotive France SAS；
    IPC主号:
    专利说明:

    ELECTRIC CHARGER SYSTEM FOR ELECTRIC OR HYBRID VEHICLE
    TECHNICAL FIELD AND OBJECT OF THE INVENTION In general, the invention relates to the field of motor vehicles, in particular electric or hybrid vehicles and is aimed, in particular, at a system for managing the charge of supply batteries. low and high voltage of such vehicles.
    More specifically, in the context of an electric or hybrid vehicle comprising a low voltage supply battery, for supplying equipment, and a high voltage supply battery, to participate in the propulsion of the vehicle, it is known that an on-board charger system, commonly designated by a person skilled in the art under the acronym OBC for "On Board Charger" in English, meaning "on-board charger", is implemented. The present invention relates, in this context, to an electrical system forming an improved on-board charger.
    STATE OF THE ART As is known, an electric or hybrid vehicle comprises an electric motorization system powered by a high voltage power supply battery via an on-board high voltage electrical network and a plurality of auxiliary electrical equipment powered by a low voltage supply battery via an on-board low voltage electrical network. Thus, the high-voltage power supply battery provides a power supply function for the electric motorization system enabling the vehicle to be propelled. The low voltage supply battery supplies auxiliary electrical equipment, such as on-board computers, window lift motors, a multimedia system, etc. The high voltage supply battery typically delivers 100 V to 900 V, preferably from 100 V to 500 V, while the low voltage supply battery typically supplies 12 V, 24 V or 48 V. Said two supply batteries high and low voltage must be capable of being charged.
    [0004] Electric power recharging of the high-voltage power supply battery is carried out by connecting it, via a high-voltage electrical network of the vehicle, to an external electrical network, for example the domestic alternative electrical power network.
    To this end, the high voltage power supply battery is thus able to be connected to the domestic AC power supply network, for its charging, via an on-board charging system, designated OBC system, mainly comprising an AC converter. DC composed of a rectifier and a continuous converter with power factor correction, designated PFC converter (for "Power Factor Correction" in English), and a DC-DC converter preferably galvanically isolated.
    In an OBC system of this type, with reference to Figure 1, the alternating current from the domestic AC electrical network G1 is first treated in an AC-DC converter, being transformed into direct current by the rectifier RD before being supplied as input to the PFC converter (PFC1).
    The main function of the PFC converter, in its power factor correction function, is to eliminate deformations of the electrical network on the absorbed current to avoid the appearance of harmful harmonic currents to the on-board electrical network, by mainly the high voltage electrical network. The PFC converter allows the input current and voltage to be brought into phase.
    It is also known to charge the low voltage battery using the high voltage battery. The high voltage battery is then further connected to the low voltage battery via a pre-regulator and an auxiliary DC-DC converter, said auxiliary DC-DC converter being galvanically isolated. The low voltage supplied by the auxiliary DC-DC converter thereby supplies the vehicle's low-voltage electrical network.
    Today, the charging functions are separate for the high-voltage supply battery and for the low-voltage supply battery, each function requiring the implementation of DC-DC converters and dedicated pre-regulators respectively.
    In order to improve the compactness of OBC systems and to limit the number of components required, one idea is to combine functions of the on-board charger system.
    According to the state of the art, it is thus known to have the components of the OBC systems dedicated respectively to charging the high voltage power battery and the low voltage power battery in the same box. It is also known to ensure that these two battery charging functions share the same cooling system, or even the same filters or the same electronic control controller.
    Document WO 2015/192133 describes an example of an OBC system for an electric or hybrid vehicle. The OBC system described in document WO 2015/192133 is galvanically isolated and the PFC converter which it comprises is configured to maximize the density of power delivered, by combining resonant elements and magnetic components.
    This document is representative of the state of the art and the OBC system described has the abovementioned drawbacks, relating in particular to the congestion induced.
    To overcome these drawbacks, the present invention proposes to use the PFC converter of the AC-DC converter transforming the AC current from the domestic AC power network into DC voltage intended for the high voltage power supply network, both during charging the high-voltage supply battery and during charging of the low-voltage supply battery, that is to say outside any phase of charging the high-voltage supply battery.
    Therefore, according to the invention, the PFC converter provides a standard PFC converter function, regulating the voltage delivered, from the voltage from the rectified alternative external electrical network, in order to allow charging of the high battery. voltage, when the latter is charged, and also provides a pre-regulation function for the auxiliary DC-DC converter supplying the low voltage battery when the high voltage battery is not charging.
    GENERAL PRESENTATION OF THE INVENTION More specifically, the invention relates to an electrical system, in particular intended to be installed in an electric or hybrid vehicle, said electrical system comprising an AC-DC converter comprising a rectifier and a DC-DC converter , an isolated DC-DC converter intended to be connected to a high-voltage battery, and said electrical system being configured to, in a first operating mode, be connected to an alternative external electrical supply network for charging the high-voltage battery, said rectifier delivering a rectified voltage to the DC-DC converter from the AC current received from the AC external power supply network, said DC-DC converter being connected to the high-voltage battery via the isolated DC-DC converter.
    Said electrical system is remarkable in that:
    first interface terminals of the DC-DC converter are intended to be connected to a low voltage battery, and in that said electrical system is configured so that, in a second mode of operation, the electrical system being disconnected from the AC external power supply, said DC-DC converter delivers a first voltage from the high voltage battery so as to supply the low voltage battery.
    Thanks to the electrical system according to the invention, the OBC system has a better compactness insofar as the DC-DC converter is used in a double function, making it possible to dispense with the presence of a dedicated pre-regulator the charge function of the low voltage battery.
    In addition, the DC-DC converter has the advantage of delivering, for its use for charging the low-voltage battery, in the second operating mode, a first DC voltage devoid of current discontinuity.
    According to one embodiment, said electrical system further comprises: an auxiliary DC-DC converter intended to be connected to the low-voltage battery, and the input of which is connected to the first interface terminals of the DC-DC converter , and wherein said electrical system is configured so that, in the second operating mode, said DC-DC converter supplies the auxiliary DC converter with the first voltage from the high voltage battery so as to supply the low voltage battery.
    Advantageously, the DC-DC converter and the auxiliary DC converter respectively comprise switches configured to control an electrical energy transmitted respectively by said DC-DC converter and by said DC-DC auxiliary converter. Therefore, in the second operating mode, the switches of the auxiliary DC-DC converter operate with a constant duty cycle and the switches of the DC-DC converter operate with a variable duty cycle so as to control the voltage transmitted by the DC converter. continuous auxiliary to the low voltage battery.
    According to one embodiment, the electrical system comprises a first switch connected between a high input terminal of the high voltage battery and a second high interface terminal of the DC-DC converter, and a second switch connected between a low input terminal of the high voltage battery and a second low interface terminal of the DC-DC converter, and said electrical system is configured so that, in the second operating mode, the first and second switches are closed, so that a third high voltage, across the high voltage battery, is imposed on the second interface terminals of the DC-DC converter.
    Advantageously, the first interface terminals of the DC converter correspond to the terminals connected to the input of the isolated DC-DC converter, and the second interface terminals of the DC-DC converter correspond to the terminals connected to the output of the rectifier. .
    Advantageously, in the first mode of operation, the auxiliary DC-DC converter is further configured to convert a voltage supplied by the DC-DC converter from the AC external power supply network into a voltage intended to supply the low voltage battery.
    Advantageously, the first interface terminals of the DC converter correspond to the terminals connected to the output of the rectifier, and the second interface terminals of the DC-DC converter correspond to the terminals connected to the input of the isolated DC-DC converter. .
    Advantageously, in the first operating mode, the first and second switches are open, so that the DC-DC converter delivers a voltage to the high-voltage battery via said isolated DC-DC converter.
    According to one embodiment, the first and second switches are electromechanical relays or semiconductor switches.
    According to the embodiment chosen, the DC-DC converter is of the elevator type or of the step-down type.
    According to one embodiment, the electrical system comprises filtering means connected at the input of the rectifier, intended to filter the voltage delivered by the AC external power supply network and to deliver a filtered voltage to the rectifier.
    According to one embodiment, the switches of the DC-DC converter are configured so that, in the first operating mode, the DC-DC converter delivers a first voltage as a function of the voltage requirement of the high-voltage battery.
    According to one embodiment, the switches of the DC-DC converter are configured so that, in the second operating mode, the DC-DC converter delivers a first voltage adapted according to the voltage requirement of the low-voltage battery.
    According to one embodiment, the electrical system comprises means for determining the voltage requirement of the low voltage battery.
    According to one embodiment, the electrical system also comprises means for determining the voltage requirement of the high voltage battery.
    DESCRIPTION OF THE FIGURES The invention will be better understood on reading the description which follows, given solely by way of example, and referring to the attached drawings which represent:
    - Figure 1, the functional block diagram of an OBC system according to the state of the art;
    - Figure 2, the block diagram of an OBC system according to the invention;
    - Figure 3, the simplified electronic diagram of a first embodiment of an OBC system according to the present invention;
    - Figure 4, the simplified electronic diagram of a second embodiment of an OBC system according to the present invention.
    DETAILED DESCRIPTION OF THE INVENTION It is recalled that the present invention is described below using various nonlimiting embodiments and is capable of being implemented in variants within the scope of skilled in the art, also referred to by the present invention.
    Figure 1 shows a functional block diagram of a state-of-the-art OBC system. Such an OBC system is responsible for supplying a high voltage battery HV1, typically dedicated to the propulsion of an electric or hybrid vehicle, and a low voltage battery LV1 ensuring the supply of electrical equipment of said vehicle.
    Referring to Figure 1, for the supply of the vehicle high voltage electrical power network, or for charging the high voltage battery HV1, the OBC system shown comprises an AC-DC converter comprising a rectifier RD receiving the current from an external AC electrical network G1, such as a domestic AC power network, said rectifier RD delivering a rectified voltage to a voltage converter acting as a PFC converter (PFC1 in FIG. 1) ensuring regulating said voltage and then, via a DC-DC converter (DC11 in FIG. 1) galvanically isolated, supply the high voltage battery HV1.
    Still with reference to FIG. 1, for supplying the vehicle's low voltage electrical supply network, ie for charging the LV1 low voltage battery, the OBC system shown comprises a pre-regulator PR1 connected to the HV1 high-voltage battery, the voltage supplied by the PR1 pre-regulator from the voltage across the HV1 high-voltage battery being intended, via a galvanically isolated auxiliary DC-DC converter (DC12 in figure 1), to supply LV1 low voltage battery.
    Referring to Figure 2, to improve this architecture in terms of compactness, the present invention provides the common use of the DC voltage converter acting as a PFC converter, both for the operating mode in which the battery HV2 high voltage is in charge and for the operating mode in which the HV2 high voltage battery, not being in charge, delivers a voltage in order to supply the LV2 low voltage battery.
    When the high voltage battery HV2 is charging, the DC voltage converter performs a PFC converter function, as standard, within an AC-DC converter, so as to regulate the voltage from the RD rectifier to then, via a DC21 galvanically isolated DC-DC converter, supply the HV2 high-voltage battery.
    When the high voltage battery HV2 is not charging, it participates in the charging of the low voltage battery LV2. In this second operating mode, the DC voltage converter no longer performs its function of PFC converter. The DC converter then performs the function of pre-regulator for said low voltage battery LV2, the high voltage battery HV2 not being charged and the OBC system not being connected to the external AC electrical network G2. In this operating mode, the voltage at the terminals of the high-voltage battery HV2 is connected to the input terminals of the DC converter via a set of switch R. Said DC converter delivers a regulated voltage to the isolated DC-DC auxiliary converter DC22 galvanically, from the low-voltage power supply network, in order to charge the LV2 low-voltage battery.
    The DC converter as a pre-regulator thus transforms the high voltage from high voltage battery HV2 into regulated voltage intended for the low voltage supply network, that is to say into voltage intended to charge the low battery. LV2 voltage, via an auxiliary DC-DC converter DC22 transforming the high voltage delivered by the DC converter into a lower voltage intended for the low voltage power supply network.
    Thanks to the architecture of the OBC system according to the invention, it is no longer necessary to use a pre-regulator dedicated to the charging function of the LV2 low-voltage battery, the DC converter ensuring this function when the HV2 high voltage battery is not charging.
    Therefore, in the operating mode in which the OBC system is connected to the AC external electrical network G2 in order to charge the high voltage battery HV2, the DC converter is controlled so as to deliver a high voltage determined in view optimize the charge of the HV2 high-voltage battery.
    In the operating mode in which the OBC system, generally not connected to the alternative external electrical network G2, the high voltage battery HV2 not being charged, ensures the charging of the low voltage battery LV2, the DC converter is controlled so as to deliver a voltage to the auxiliary DC-DC converter DC22 connected to the low voltage battery LV2. The DC converter receives as input the voltage taken from the terminals of the high voltage battery HV2 and regulates said voltage as a function of the voltage requirement determined for the low voltage battery LV2.
    It should be noted that, according to two embodiments provided, the DC converter is of the lift type (“boost” in English) or of the step-down type (“buck boost” in English). The "step-up" converter is a converter forming a switching power supply, which increases the voltage, while the "step-down" converter is a converter forming a switching power supply capable of increasing or decreasing the value of a DC voltage.
    Figure 3 shows a simplified electrical diagram of an exemplary embodiment of an OBC system according to the invention. The OBC system shown comprises a succession of stages, as is known. First, said OBC system comprises a rectifier RD formed by the diodes D1, D2, D3, D4. Next, the DCDC2 continuous converter comprises an inductance LB, a switch QB, a diode DB and a capacitor CB between its output terminals. The isolated DC-DC converter LLC comprises two switches Q1, Q2, a resonant circuit RT, composed of the inductance Lr, the two capacitors Cr / 2, the inductance Lm, the two diodes Do1 and Do2 and of a capacitance Co between its output terminals. The OBC system according to the invention is configured to charge the high voltage battery HV and the low voltage battery LV.
    The LV low voltage battery is charged using an DCDC1 auxiliary DC-DC converter preferably comprising switches (not shown) to adapt the voltage in order to apply it across the LV low voltage battery. The DCDC1 auxiliary DC-converter is preferably galvanically isolated.
    From a structural point of view, two switches R1 and R2, and more particularly two relays, are added and connected, in the embodiment shown in FIG. 3, between the respective terminals of the high voltage battery HV and from the DCDC2 converter input.
    With these switches R1 and R2, the voltage across the terminals of the high voltage battery HV is applied to the interface terminals located between the rectifier RD and the DCDC2 converter, said switches being closed, when the charging function of the HV high voltage battery is not used.
    In Figure 3, as in Figure 4, we denote V2 the input voltage delivered to the interface terminals located between the rectifier RD and the DCDC2 converter, V1 the first high voltage at the interface terminals located between the DCDC2 converter and the isolated DC-DC converter LLC, V3 the second low voltage across the low voltage battery LV and V4 the third high voltage across the high voltage battery HV.
    Thus, with reference to Figure 3, in a first mode of operation, the charging of the high voltage battery HV is active, the OBC system being connected to the external AC electrical network G delivering a sinusoidal voltage Vin. The voltage Vin supplied by the alternating external electrical network G is filtered by filtering means F and rectified by a rectifier RD to deliver the input voltage V2 between said rectifier RD and the converter DCDC2.
    In the first mode of operation, the DCDC2 converter acts as a PFC converter. At the output of the DCDC2 converter, the first high voltage V1 is regulated and constant, at a value between 100 V and 900 V, typically of the order of 500 V, as a function of the third high voltage V4 desired at the terminals of the battery. high voltage HV. The first high voltage V1 is then adapted by an isolated DC-DC converter LLC to charge the high voltage battery HV. In this case, the DC-DC converter used to adapt the first high voltage V1 in order to charge the high-voltage battery HV with the voltage V4 consists of a resonant half-bridge LLC, comprising a resonant circuit RT. This is an example, and this LLC isolated DC converter could very well present another topology.
    In this first operating mode, the relays R1 and R2 are open. The input of the DCDC1 auxiliary DC-DC converter, connected to the LV low-voltage battery, corresponds to the first high voltage V1, constant, delivered by the DCDC2 converter. In a variant, the DCDC1 auxiliary DC-converter converts the first high voltage V1 into a second low voltage V3, of approximately 12 V, 24 V, or 48 V, typically, as a function of the transformation factor applied by said continuous converter - DCDC1 auxiliary continuous.
    In this variant, the LV low voltage battery is charged in so-called "degraded" mode since it does not benefit from dedicated regulation. Indeed, the DCDC2 converter is controlled so as to regulate the first high voltage V1 which it delivers as a function of the voltage requirement of said high voltage battery HV, the second low voltage V3 delivered to the low voltage battery LV is not optimally adapted. Such a “degraded” mode of supply of the LV low voltage battery is considered acceptable in this variant, in which the HV high voltage battery is charged.
    This so-called "degraded" operation, in the first mode of operation, is nevertheless acceptable, as indicated above, insofar as the high voltage battery HV being charged, and the vehicle being connected to the external AC electrical network. G, the electrical requirements of equipment connected to the low-voltage electrical network, such as the multimedia system, window-lift motors, etc., are in practice very reduced.
    In a second mode of operation, the charging of the high voltage battery HV is not active, the OBC system not being connected to the external AC electrical network G.
    Relays R1 and R2 are then closed and the interface terminals located between the rectifier RD and the DCDC2 converter are connected to the terminals of the high-voltage battery HV, so that V2 = V4.
    According to one embodiment, the DCDC2 converter can provide, in this second operating mode, the pre-regulator function with a view to delivering a first variable regulated voltage V1 adapted as a function of the determined voltage requirement across the terminals of the LV low voltage battery. The DCDC1 auxiliary DC-to-DC converter then includes switches (not shown). Said switches, in cooperation with the switch (s) QB of the DCDC2 converter, are configured, in this embodiment, to control the electrical energy delivered respectively to each of said converters.
    According to one embodiment, calculation means are also provided to determine said voltage requirement of the LV low-voltage battery.
    In practice, the input of the DCDC1 auxiliary DC-DC converter corresponds to the first high voltage V1 delivered by the DCDC2 converter. The auxiliary DC-DC converter DCDC1 adapts said first high voltage V1 according to the voltage requirement of the low-voltage battery LV, so as to deliver the second desired low voltage V3. The auxiliary DC-DC converter DCDC1 consequently delivers the second low voltage V3 across the terminals of the low voltage battery LV, as a function of its transformation factor.
    In a variant of the second operating mode, by way of nonlimiting example, the switches of the DCDC1 auxiliary DC-DC converter operate with a constant duty cycle and the QB switches of the DCDC2 converter operate with a duty cycle which is variable to control the voltage delivered by the auxiliary DC-DC converter DCDC1 to the LV low-voltage battery. The DCDC1 auxiliary DC-converter can thus have a constant transformation factor, between the voltage received at input, namely the first voltage V1 from the DCDC1 auxiliary DC-converter, and the second low voltage V3 delivered, so as to operate at 50% of its capacity in terms of duty cycle, and benefit from a very low voltage output. To adapt the second low voltage V3 to the needs of the low voltage battery LV, the auxiliary DC-DC converter DCDC1 may alternatively have a variable transformation ratio, although this may cause a substantial increase in losses.
    Figure 4 shows a simplified electrical diagram of a second embodiment of an OBC system according to the invention.
    Compared to the example of FIG. 3, the auxiliary DC-DC converter
    DCDC10 and switches R10, R20, typically in the form of relays, are connected in reverse. In other words, the auxiliary DC-DC converter DCDC10 is connected, in FIG. 4, to the connection points to which the relays R1 and R2 are respectively connected in FIG. 3 and, conversely, the relays R10, R20 are connected, in FIG. 4, at the connection points to which the DCDC1 auxiliary DC-DC converter is connected in FIG. 3.
    Thus, the DCDC10 auxiliary DC-DC converter is connected to the respective terminals of the LV low-voltage battery and of the DCDC20 DC converter input.
    Relays R10, R20 are connected to the respective terminals of the high-voltage battery HV and of the output of the DCDC20 converter, corresponding to the input of the isolated DC-DC converter LLC.
    On the other hand, the diode DB of FIG. 3 is replaced, in FIG. 4, by a bidirectional switch Q which can be of the same type as the switch QB.
    When the OBC system is connected to the external electrical network G and the charging function of the high voltage battery HV is implemented, the input voltage V2 is supplied to the converter DCDC20 and corresponds to the rectified Vin voltage issued from the external electrical network. The charging of the high voltage battery HV, via the DCDC20 converter, acting as a PFC converter, and the isolated DC-DC converter LLC, and potentially that of the LV low-voltage battery, in so-called “degraded” mode, via the DC converter -continuous auxiliary DCDC10, are directly effective.
    When the charging function of the high voltage battery HV is not implemented, thanks to the closing of the switches R10 and R20, the third high voltage V4 at the terminals of the high voltage battery HV is applied to the terminals d interface between the DCDC20 converter and the isolated DC-DC converter LLC, so that V1 = V4. In addition, the bidirectional switch Q is controlled by switching, in addition to the switch QB, so as to allow the passage of current from the interface terminals located between the DCDC20 converter and the isolated DC-DC converter LLC up to interface terminals located between the RD rectifier and the DCDC20 converter. The DCDC20 converter then operates in buck mode.
    The third high voltage V4 at the terminals of the high voltage battery HV is thus routed via the converter DCDC20 to the interface terminals located between the rectifier RD and the converter DCDC20, corresponding to the input voltage V2, the DCDC10 auxiliary DC-DC converter supplying the LV low-voltage battery being connected to these same terminals. According to one embodiment, the DCDC20 converter lowers the voltage delivered by the high voltage battery HV so that V2 <V4. According to one embodiment, the DCDC20 converter also provides a pre-regulation function for supplying a stable voltage to the DCDC10 converter delivering the second low voltage V3 for charging the low voltage battery LV. In other words, the DCDC20 converter operates with a variable duty cycle, while the DCDC10 auxiliary DC-converter operates with a constant duty cycle, for example 50%.
    Therefore, as in the example of Figure 3, the LV low voltage battery is charged from the voltage delivered by the HV high voltage battery.
    For the implementation of the present invention, it should be noted that the DC converter can be of the “boost” or “buck boost” type, and that it can equally well be single-cell or multi-cell, interlaced, reversible or not. In the case of the second exemplary embodiment, the DCDC20 converter is in practice of the “buck boost” type. In particular, the DC converter is not isolated.
    In particular, the isolated converters can be different from those described above. For example, in an isolated converter, the primary circuit and / or the secondary circuit could each include several coils. In particular, the isolated converters can be similar to those described in the international patent application PCT / EP2016 / 074641.
    权利要求:
    Claims (9)
    [1]
    1. Electrical system, in particular intended to be installed in an electric or hybrid vehicle, said electrical system comprising:
    a dc-ac converter comprising a rectifier (RD) and a dc-dc converter (DC, DCDC2, DCDC20), an isolated dc-dc converter (LLC) intended to be connected to a high voltage battery (HV), and said system being configured to, in a first mode of operation, be connected to an external AC power supply network (G) for charging the high voltage battery (HV), said rectifier (RD) delivering a rectified voltage to the DC-DC converter (DC, DCDC2, DCDC20) from the alternating current received from the external AC power supply network (G), said DC-DC converter (DC, DCDC2, DCDC20) being connected to the high voltage battery (HV) via the converter continuous-continuous isolated (LLC) said electrical system being characterized in that first interface terminals of the continuous-continuous converter (DC, DCDC2, DCDC20) are intended to be connected to a low voltage battery (LV), and in that said electrical system is configured so that, in a second mode of operation, the electrical system being disconnected from the AC external power supply network (G), said DC-DC converter ( DC, DCDC2, DCDC20) delivers a first voltage (V1, V2) from the high voltage battery so as to supply the low voltage battery (LV).
    [2]
    2. Electrical system according to claim 1, comprising:
    an auxiliary DC-DC converter (DCDC1, DCDC10) intended to be connected to the low-voltage battery (LV), and the input of which is connected to the first interface terminals of the DC-DC converter (DC, DCDC2, DCDC20), and in which said electrical system is configured so that, in the second operating mode, said DC-DC converter (DC, DCDC2, DCDC20) delivers to the auxiliary DC-DC converter (DCDC1, DCDC10) the first voltage (V1, V2) from the high voltage battery (HV) so as to supply the low voltage battery (LV).
    [3]
    3. The electrical system according to claim 2, wherein the DC converter (DC, DCDC2, DCDC20) and the auxiliary DC-DC converter (DCDC1, DCDC10) respectively comprise switches (QB) configured to control an electrical energy transmitted respectively by said DC-DC converter (DC, DCDC2, DCDC20) and by said auxiliary DC-DC converter (DCDC1, DCDC10), in which, in the second operating mode, the switches of the auxiliary DC-DC converter (DCDC1, DCDC10) operate with a constant duty cycle and the switches of the DC-DC converter (DC, DCDC2, DCDC20) operate with a variable duty cycle so as to control the voltage supplied by the auxiliary DC-DC converter (DCDC1, DCDC10) to the LV low-voltage battery .
    [4]
    4. Electrical system according to one of the preceding claims, in which the electrical system comprises a first switch (R1, R10) connected between a high input terminal of the high voltage battery (HV) and a second high interface terminal of the DC-DC converter (DCDC2, DCDC20), and a second switch (R2, R20) connected between a low input terminal of the high voltage battery (HV) and a second low interface terminal of the DC-DC converter ( DCDC2, DCDC20), and in which said electrical system is configured so that, in the second operating mode, the first and second switches (R1, R2) are closed, so that a third voltage (V4), at the terminals of the high voltage battery (HV) is imposed on the second interface terminals of the DC-DC converter (DCDC2, DCDC20).
    [5]
    5. The electrical system as claimed in claim 4, in which the first interface terminals of the DC-DC converter (DCDC2) correspond to the terminals connected to the input of the isolated DC-DC converter (LLC), and the second interface terminals. of the DC-DC converter (DCDC2) correspond to the terminals connected to the output of the rectifier (RD).
    [6]
    6. The electrical system as claimed in claim 5, in which, in the first operating mode, the auxiliary DC-DC converter (DCDC1, DCDC10) is further configured to convert a voltage (V1, V2) supplied by the DC-DC converter. (DCDC2) from the AC external power supply network (G) at a voltage (V3) intended to supply the low voltage battery (LV).
    [7]
    7. The electrical system as claimed in claim 4, in which the first interface terminals of the DC-DC converter (DCDC20) correspond to the terminals connected to the output of the rectifier (RD), and the second interface terminals of the DC-DC converter. (DCDC20) correspond to the terminals connected to the input of the isolated DC-DC converter (LLC).
    [8]
    8. Electrical system according to one of claims 4 to 7, wherein in the first
    5 operating modes, the first (R1, R10) and second (R2, R20) switches are open, so that the DC-DC converter (DCDC2, DCDC20) delivers a voltage (V4) to the high voltage battery (HV) via said isolated dc-dc converter (LLC)
    [9]
    9. The electrical system according to one of claims 5 to 8, in which the first and second switches (R1, R2) are electromechanical relays or semiconductor switches.
    10. Electrical system according to one of the preceding claims, in which the DC-DC converter (DCDC2, DCDC20) is of the step-up type or of the step-down type.
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    同族专利:
    公开号 | 公开日
    KR20180127242A|2018-11-28|
    JP2018201325A|2018-12-20|
    CN108933469A|2018-12-04|
    US20180334045A1|2018-11-22|
    EP3403872A1|2018-11-21|
    FR3066655B1|2019-07-19|
    US10807476B2|2020-10-20|
    EP3403872B1|2020-10-21|
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    FR3096936B1|2019-06-04|2021-05-21|Psa Automobiles Sa|IMPROVED MULTIFUNCTIONAL ELECTRICAL DEVICE FOR ELECTRIC OR HYBRID MOTOR VEHICLES|
    法律状态:
    2018-05-22| PLFP| Fee payment|Year of fee payment: 2 |
    2018-11-23| PLSC| Search report ready|Effective date: 20181123 |
    2019-05-23| PLFP| Fee payment|Year of fee payment: 3 |
    2020-05-22| PLFP| Fee payment|Year of fee payment: 4 |
    2021-05-31| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1754440A|FR3066655B1|2017-05-19|2017-05-19|ELECTRIC CHARGER SYSTEM FOR ELECTRIC OR HYBRID VEHICLE|
    FR1754440|2017-05-19|FR1754440A| FR3066655B1|2017-05-19|2017-05-19|ELECTRIC CHARGER SYSTEM FOR ELECTRIC OR HYBRID VEHICLE|
    EP18171570.7A| EP3403872B1|2017-05-19|2018-05-09|Charger system for an electric or hybrid vehicle|
    US15/980,104| US10807476B2|2017-05-19|2018-05-15|Electrical system for charging a high-voltage battery and a low-voltage battery|
    CN201810477389.7A| CN108933469A|2017-05-19|2018-05-18|electrical system|
    JP2018096118A| JP7005425B2|2017-05-19|2018-05-18|Charging system for electric or hybrid vehicles|
    KR1020180056994A| KR20180127242A|2017-05-19|2018-05-18|Electric charging system for electric or hybrid vehicles|
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