EP3934941A1 - Réseau d'énergie pour un véhicule à moteur et procédé de fonctionnement d'un réseau d'énergie pour un véhicule à moteur - Google Patents

Réseau d'énergie pour un véhicule à moteur et procédé de fonctionnement d'un réseau d'énergie pour un véhicule à moteur

Info

Publication number
EP3934941A1
EP3934941A1 EP20708474.0A EP20708474A EP3934941A1 EP 3934941 A1 EP3934941 A1 EP 3934941A1 EP 20708474 A EP20708474 A EP 20708474A EP 3934941 A1 EP3934941 A1 EP 3934941A1
Authority
EP
European Patent Office
Prior art keywords
energy network
network
partial energy
partial
voltage
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
EP20708474.0A
Other languages
German (de)
English (en)
Inventor
Martin Schneider
Joerg SPIESSHOFER
Tihomir Tomanic
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.)
Audi AG
Dr Ing HCF Porsche AG
Original Assignee
Audi AG
Dr Ing HCF Porsche AG
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 Audi AG, Dr Ing HCF Porsche AG filed Critical Audi AG
Publication of EP3934941A1 publication Critical patent/EP3934941A1/fr
Pending legal-status Critical Current

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
    • 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
    • B60R16/033—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 characterised by the use of electrical cells or batteries
    • 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
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/08—Three-wire systems; Systems having more than three wires
    • 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
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/08—Three-wire systems; Systems having more than three wires
    • H02J1/082—Plural DC voltage, e.g. DC supply voltage with at least two different DC voltage levels
    • 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
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]

Definitions

  • the invention relates to an energy network for a motor vehicle, comprising a first partial energy network which is connected to a supply potential, a second partial energy network, and a coupling element which couples the second partial energy network to the supply potential via the first partial energy network.
  • the invention also relates to a method for operating such an energy network.
  • an energy supply and an interconnection of individual partial energy networks are referred to as the energy network or on-board energy network of a motor vehicle.
  • the energy network can be divided into an abstract energy network, also known as an energy distribution network, and a physical on-board network.
  • the abstract energy network describes an energy distribution, energy supply and energy conversion for or through the components of the energy network.
  • the physical on-board network describes the real components, such as a wiring harness, plug, cable and the individual components.
  • DE 10 2017 201 488 A1 discloses a method for detecting a short circuit in the electrical energy distribution network in which electrical energy is provided from at least one electrical energy source to at least one consumer. This publication mainly describes a mathematical method for detecting the short circuit.
  • DE 10 2012 022 083 A1 discloses a protective circuit for an electrical supply network of a motor vehicle. In response to a trigger signal from a control device, a triggerable disconnection element is activated in order to interrupt an electrical connection between a first connection and a second connection of the protective circuit. In this case, the electrical connection between the first and the second connection through the disconnection element cannot be provided again by a control signal from the control device.
  • a starter battery of the motor vehicle can be disconnected from the electrical supply network. In this way, any risk to passengers and the cargo on the motor vehicle can be prevented.
  • a multi-voltage on-board network is an on-board network that comprises several sub-networks with different network voltages.
  • this publication provides a control unit which detects a short circuit between these subnetworks and then deactivates an affected component of the respective subnetwork.
  • the object of the present invention is now to increase the availability of an energy network.
  • the invention provides an energy network for a motor vehicle.
  • the energy network comprises a first partial energy network that is connected to a supply supply potential is connected, a second partial energy network and a Kop pelelement, which couples the second partial energy network via the first partial energy network with the supply potential.
  • the coupling element has a reversible separating function. The coupling element is thus designed to reversibly decouple the first partial energy network from the second partial energy network as a function of a physical value of the first partial energy network.
  • the described energy network of the motor vehicle is designed in such a way that the first partial energy network and the second partial energy network represent, so to speak, physically separate sections of the energy network.
  • the physical and thus electrically conductive connection of the two partial energy networks is only made via the coupling element.
  • the coupling element has the reversible separating function mentioned.
  • the separation or connection i.e. the coupling or decoupling of the first and second partial energy networks, which can also be referred to as consumer units, is preferably carried out as a function of the physical value.
  • the disconnection or connection can preferably also take place as a function of more than just one physical value, that is to say of several physical values.
  • the two partial energy networks are only decoupled if the physical value or values represent a functional disruption of the first partial energy network.
  • a malfunction can be, for example, an overload, for example due to a short circuit and / or increased total currents in the first partial energy network.
  • the coupling element is thus designed, so to speak, to detect and evaluate the physical value (s) and, depending on the result of the evaluation, to electrically separate or connect the first partial energy network from the second partial energy network.
  • the invention is based on the knowledge that consumer repercussions, i.e. errors in a partial energy network, in particular a component of a partial energy network, negatively affect not only the partial energy network concerned, but the entire energy network and, in the worst case, even lead to the failure of the entire energy network.
  • the partial energy networks can now be decoupled in the event of a fault.
  • these consumer repercussions can now be eliminated.
  • the coupling element separates the partial energy networks from one another in the event of consumer feedback, which can be determined with the aid of the at least one physical value.
  • the consumer feedback cannot affect the entire energy network, that is to say in particular the second partial energy network.
  • the reversible separating function of the coupling element enables a connection between the first and second partial energy networks to be restored after the malfunction in the first partial energy network has been resolved, although the partial energy networks were previously physically separated from each other.
  • the malfunction is a fault in software for controlling the first partial energy network, this can often be remedied during a Fährbe operation of the motor vehicle by restarting the partial energy network or a component of the partial energy network.
  • the coupling element could determine by detecting the physical value, and the first partial energy network could be coupled again with the second partial energy network. If, on the other hand, the two partial energy networks had been irreversibly separated or decoupled in this case, a workshop would have had to be visited to exchange a connection line between the partial energy networks or the coupling element.
  • the reversible disconnection function enables, so to speak, a component-individual hardware reset (component reset) if the component, and thus, if applicable, the entire partial energy network, for example due to a software "hung up" error. Overall, this can increase the availability of the motor vehicle.
  • the coupling element with a reversible separating function, instead of, for example, fuses with an irreversible separating function, the costs and weight of the physical energy network can be reduced.
  • Said motor vehicle is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus or motorbike.
  • the motor vehicle can in particular be designed as an electrical motor vehicle, hybrid vehicle or motor vehicle with an internal combustion engine.
  • the first and second partial energy networks can in particular each be designed as individual electrical components or consumers of the motor vehicle. Alternatively, both the first and the second partial energy network can also comprise a large number of individual components or consumers.
  • the first partial power network can be designed, for example, as an infotainment system and / or radio or sound system control and / or navigation system and / or interior light control and / or trunk light control.
  • the second partial energy network can be designed, for example, as a brake control system and / or steering system and / or a light control and / or a wiper control.
  • the components of the partial energy networks can also be control devices for various systems of the motor vehicle.
  • the two partial energy networks or partial energy networks can also include, for example, at least one energy source and / or an energy store or connections for coupling to an energy source or an energy store.
  • the two partial energy networks can also include cabling and / or connections to further partial energy networks or consumer units of the motor vehicle.
  • a 12-volt supply voltage for example, can be provided to the first or second partial energy network via the supply potential mentioned.
  • the coupling element can also be designed to reversibly decouple the first partial energy network from the second partial energy network as a function of a physical value of the energy network, in particular a supply path of the energy network.
  • the invention also includes embodiments which result in additional advantages.
  • One embodiment provides that the physical value of the first partial energy network represents an electrical value and / or a temperature value.
  • An electrical value can for example be designed as a current or voltage value.
  • the physical value can represent a short circuit as a malfunction of the first partial energy network, in particular a component of the first partial energy network.
  • the two partial energy networks can thus be reversibly decoupled from one another in particular when an increased current flow from the first partial energy network to the second partial energy network is detected by the coupling element.
  • the temperature value can be used to indicate, for example, overheating of the first partial energy network as a malfunction.
  • a malfunction can not only be a mechanical destruction of a component of the first partial energy network, but can also be caused, for example, by a hardware error and / or a software error in the control of the first partial energy network.
  • the first partial energy network can comprise, for example, at least one electrical consumer and at least one energy source as components.
  • the second partial energy network can only comprise electrical consumers as components, for example.
  • a physica- Cal value in the form of a current flow from the first partial energy network to the second partial energy network can be monitored by the coupling element. If a current value in the current flow would exceed or fall below a predetermined limit value, the coupling element could decouple the two sub-networks. This could prevent the energy source of the first sub-network from being discharged by the components of the second sub-network when the sub-networks are connected, so that in particular no longer sufficient energy is available to operate the other components of the first sub-network.
  • the first partial energy network could be designed as a multi-voltage network.
  • the first partial energy network thus itself have partial energy networks each with their own components, the partial energy networks in particular having different supply potentials.
  • the coupling element could also perform the reversible decoupling of the first and second sub-networks as a function of a physical value of one of the sub-networks of the first partial energy network.
  • the first partial energy network comprises at least one non-safety-relevant component for providing a function of a motor vehicle.
  • the second partial energy network comprises at least one safety-relevant component for providing a function of a motor vehicle.
  • the second partial energy network can thus represent a partial energy network that is required for safe operation of the motor vehicle in road traffic.
  • the safety-relevant function of the second partial energy network can be, for example, a driving function, a steering function, in particular a steering support function and / or a braking function, in particular a brake support function and / or a light function and / or a wiper function of the motor vehicle.
  • the first partial energy network can accordingly be irrelevant for the safe operation of the motor vehicle and thus rather serves the comfort of an occupant of the motor vehicle.
  • the safety-relevant function of the first partial energy network can be, for example, a navigation function and / or function of a radio or sound system and / or an infotainment function and / or a lighting function in the interior of the motor vehicle or a trunk.
  • the first partial energy network comprises at least one safety-relevant component for providing a function of a motor vehicle and the second partial energy network comprises at least one non-safety-relevant component for providing a function of a motor vehicle.
  • the coupling element is designed as a DC / DC converter (direct voltage converter) or as a switchable potential distributor.
  • the DC / DC converter is in particular also designed as a switchable DC / DC converter.
  • switchable is understood to mean that the DC / DC converter or the potential distributor can be controlled in order to provide the reversible isolating function.
  • both the DC / DC converter and the potential distributor can include, for example, a switching element, such as a semiconductor switch or a relay, which, depending on the physical value, for example a current or a voltage, establishes the connection between the first partial power grid and the second partial power grid separates.
  • the switchable DC / DC converter or the switchable potential distributor can particularly preferably also be referred to as an intelligent DC / DC converter or intelligent potential distributor.
  • the coupling element for providing the isolating function comprises at least one controllable switching element, a detection device for detecting the physical value, and a control device for generating a control signal as a function of the physical value for controlling the switching element.
  • the coupling element can be used as an evaluation device, so to speak, in order to diagnose the energy network, that is to say the physical energy on-board network.
  • the current or the voltage can be determined, or the temperature can be measured, and thus also the energy or power consumption of a respective partial energy network of the energy network.
  • the named detection device can be designed, for example, as a current sensor, voltage sensor and / or temperature sensor.
  • the control device can in particular be designed as a controller, such as, for example, a microcontroller.
  • the switching element can preferably be designed as a semiconductor switch.
  • the semiconductor switch can be operated in a switching mode, that is, in an switched-on switching state, the semiconductor switch is electrically conductive and in a switched-off switching state, the semiconductor switch is not electrically conductive.
  • the semiconductor switch can be controlled with the help of the control device in particular with the control signal of the control device as a function of the physical value, and thus either switched to the switched-on or the switched-off switching state.
  • the semiconductor switch can, for example, be designed as a field effect transistor, bipolar transistor, thyristor or the like.
  • the coupling element is designed to decouple the first partial energy network from the second partial energy network only as a function of the physical value when the physical value either exceeds or falls below a predetermined limit value.
  • the coupling element can be designed to decouple the first partial energy network from the second partial energy network as a function of the physical values only if the physical values have an associated, predetermined limit value either exceed or fall below.
  • the coupling element detects a voltage drop due to a short circuit in the first partial energy network and a predetermined voltage limit value
  • the coupling element can separate the first and second partial energy networks from one another.
  • the limit value can thus in particular be a current limit value, a voltage limit value and / or a temperature limit value.
  • an average supply voltage that is to say a voltage of at least 9.8 volts. If the voltage of the second partial energy network falls below 9.8 volts for more than one second, for example, the functionality of the second partial energy network can be disrupted. In this case, the coupling element could thus separate the two partial energy networks from one another. If the voltage would drop further from 9.8 volts to less than 8.2 volts and this state would last for more than 200 milli Seconds are maintained, this could also result in a malfunction of the second partial energy network. This also applies analogously in the event that the supply voltage falls below 6 volts for more than 500 microseconds.
  • the coupling element can provide the reversible disconnection function not only as a function of the predefined limit value but in particular also as a function of a predefined time value. This can be done analogously, for example, for the current or the temperature of the energy network.
  • the first partial energy network can be separated from the second partial energy network when a current value of more than 300 amps or, for example, more than 1000 amps is determined.
  • the energy network comprises a low voltage network and a floch voltage network which are coupled to one another via a converter element.
  • the floch voltage network is designed to supply the low-voltage network with energy.
  • the low-voltage network also includes the coupling element.
  • the energy network is designed as a multi-voltage energy network, with the reversible separation function only being implemented for the low-voltage network.
  • the low-voltage network and the floch-voltage network therefore each represent an independent sub-network of the energy network.
  • This energy network architecture is used in particular for modern motor vehicles with electric drive or flybridge drive.
  • the term “floch voltage network” refers to both so-called high-voltage energy networks with a potential or a nominal voltage of about 60 volts to about 1000 volts, as well as so-called medium-voltage energy networks with a potential or a nominal voltage of about 20 volts to about 60 volts, usually around 48 volts.
  • the term “low-voltage network” refers to a so-called low-voltage energy network with a potential or a nominal voltage of approximately less than or equal to 30 volts, usually with a nominal voltage of about 12 volts.
  • a high-voltage battery and, for example, an electric motor for the electric drive are arranged in the high-voltage network.
  • the high-voltage battery of the high-voltage network supplies the first and second partial energy networks of the low-voltage network.
  • Another embodiment provides that the high-voltage network is connected to the supply potential via the converter element.
  • the converter element is preferably designed as a DC / DC converter which can convert a higher potential of the high-voltage network into a lower potential, that is to say the supply voltage for the partial energy networks of the low-voltage network.
  • Another embodiment provides that a battery is assigned to the second partial energy network for supplying energy.
  • the first partial energy network and the second partial energy network are then supplied with energy from the high-voltage network.
  • the second partial energy network is then supplied with energy from the battery.
  • the battery of the second partial energy network is charged, so to speak, from the high-voltage network, that is to say in particular from the high-voltage battery of the high-voltage network.
  • Normal operation is to be understood as the operation of the energy network in the event that there is no malfunction.
  • the function of the second partial energy network can now be ensured by the battery of the second partial energy network supplying the second partial energy network with energy.
  • the second partial energy network can thus at least temporarily supply itself with energy. This results in the advantage that, particularly if the second partial energy network is safety-relevant components of the energy network, the motor vehicle can continue to be safely steered to a suitable parking location without, for example, steering or braking assistance failing.
  • a separate battery can also be assigned to the first partial energy network so that the entire low-voltage network can still be operated even if the high-voltage network fails.
  • the coupling element can therefore also be used particularly preferably for battery diagnosis, that is to say for example diagnosis of the battery of the first partial energy network.
  • a current or a voltage provided by the battery can thus be recorded and evaluated via the coupling element. From the value of the current or the voltage, conclusions can then be drawn about the charging capacity of the battery and thus about the battery's age.
  • the invention also relates to a motor vehicle with an energy network as described above.
  • the invention also relates to a method for operating an energy network for a motor vehicle.
  • the energy network comprises a first partial energy network which is connected to a supply potential, a second partial energy network and a coupling element which couples the second partial energy network to the supply potential via the first partial energy network.
  • a physical value of the first partial energy network is initially recorded.
  • a control signal is generated for the coupling element.
  • a reversible decoupling of the first partial energy network from the second partial energy network takes place as a function of the control signal.
  • the acquisition of the physical value can take place in particular by means of a acquisition device.
  • the energy network can also include a control device which generates the control signal as a function of the physical value, with a switching element of the coupling element in particular being able to be controlled by the control signal. By activating this switching element, the two partial energy networks can then be reversibly decoupled.
  • the physical value itself can also represent the control signal.
  • the coupling element can be controlled directly with the physical value for connecting or disconnecting the partial energy networks.
  • the invention also includes further developments of the method according to the invention which have features as they have already been described in connection with the further developments of the energy network according to the invention. For this reason, the corresponding developments of the method according to the invention are not described again here.
  • the invention also includes the combinations of the features of the described embodiments enclosed.
  • Fig. 1 is a schematic block diagram of an energy network for a
  • FIG. 2 shows the schematic block diagram of an energy network for the motor vehicle with manual driving function, as shown in FIG. 1, with a second preferred embodiment of a coupling element with a reversible separating function;
  • Fig. 3 is a schematic block diagram of an energy network for a
  • Fig. 4 is a schematic flowchart with individual method steps for operating an energy network which has a coupling element with a reversible isolating function.
  • Fig. 1 shows a schematic block diagram of a preferred Ausrete approximately example of the energy network according to the invention.
  • the energy network E also known as the on-board energy network, is designed in particular as an energy network E of a motor vehicle with a manual driving function.
  • the energy network E is divided into two voltage networks, namely a floch voltage network FIV and a low-voltage network NV, the two voltage networks being coupled to one another via a converter element W, namely a DC / DC converter (direct voltage converter).
  • the converter element can thus convert a higher potential of the floch voltage network FIV of about 48 volts into a lower potential of the low voltage network NV of about 12 volts, or vice versa.
  • the term “floch volt” in the registration refers to both a floch volt nominal voltage of around 60 volts to 1000 Volts, usually from about 400 volts to 900 volts, as well as a medium-voltage nominal voltage of about 20 volts to about 60 volts, usually about 48 volts.
  • the term “low voltage” in the present application relates to a low-voltage nominal voltage of approximately less than or equal to 30 volts, usually a nominal voltage of approximately 12 volts.
  • the high-voltage network HV is described in particular as a medium-voltage energy network with a potential of approximately 48 volts.
  • the high-voltage network HV includes as components in addition to a high-voltage battery BHV, a high-voltage consumer RHV and an electrical machine EM.
  • the components of the high-voltage network HV are connected with one connection to a positive potential HV + and with their respective second connection to a ground potential GND.
  • a voltage that is to say the aforementioned potential of approximately 48 volts, is then preferably applied between the ground potential GND and the positive potential HV + of the high-voltage network HV.
  • the high-voltage network HV could also have a potential of approximately 400 volts to 900 volts. In this case the potential would then be applied between the positive potential HV + and a negative potential HV-, not shown in the figures.
  • the components of the low-voltage network NV are subdivided into partial energy networks, namely a first partial energy network T1 and a second partial energy network T2.
  • the first partial energy network T1 comprises a large number of components, such as a cooling fan element KLE, an infotainment system INF, a navigation system NAV and a radio control RAD. Additionally or alternatively, the first partial energy network T1 could have a sound system control and / or an interior light control for the motor vehicle and / or a trunk.
  • the first partial energy network T1 in FIG. 1 can optionally also include a battery B1 as a component.
  • the components of the first partial energy network T1 are correspondingly non-safety-relevant components for providing a function of the motor vehicle trained.
  • the first partial energy network T1 could also comprise only a single component. The one component would then, so to speak, represent the first partial energy network T1.
  • the battery B1 of the first partial energy network T1 is connected to a supply potential KL30.B with a connection.
  • the battery B1 is also connected to the ground potential GND with a second connection.
  • the remaining components of the first partial energy network T1 are also connected to the supply potential KL30.B with a first connection in each case.
  • the individual first connections of the other components are interconnected in a node and thus form a common connection with which the other components are connected to the supply potential KL30.B.
  • the other components of the first partial power network T1 are also connected to the ground potential GND with their respective second connections.
  • the second partial energy network T2 also has a large number of electrical components, such as a brake control system BRS, a steering system EPS, a wiper control W1, a light control LI and a battery B2.
  • the components of the second partial energy network T2 are designed as safety-relevant components for providing a function of the motor vehicle.
  • Each of the components of the second partial energy network T2 is connected to a second supply potential KL30.A via a separate first connection.
  • the individual components of the second partial energy network T2 are connected to the ground potential GND with a second connection.
  • the supply potentials KL30.B and KL30.A preferably represent a supply of the partial energy networks with permanent plus, which is often referred to as “terminal thirty” in vehicle technology.
  • the low-voltage network NV also has a coupling element K.
  • the coupling element couples the first partial energy network T1 with the second partial energy network T2.
  • the coupling element K is connected to the supply potential KL30.B via a first connection and to the second supply potential KL30.A via a second connection.
  • the coupling element K has the function of decoupling the first partial energy network T1 from the second partial energy network T2 in the event of a malfunction of the first partial energy network T1, i.e. in particular one of the components of the first partial energy network T1.
  • the first partial energy network T1 and the second partial energy network T2 can thus be physically separated from one another in a reversible and non-destructive manner in the event of a malfunction.
  • the first partial energy network T1 could also include the converter element W and the components of the floch voltage network FIV.
  • the coupling element K could also decouple the second partial energy network V2 from the first partial energy network T2 as a function of at least one physical value of the converter element W and / or one of the components of the floch voltage network FIV.
  • the floch-voltage battery BHV of the floch-voltage network FIV can initially be designed to supply the components of the first partial energy network T1 and the second partial energy network T2 of the low-voltage network NV via the converter element W in addition to the floch-voltage consumers RHV and the electrical machine EM.
  • Battery B1 and the battery are particularly preferred Battery B2 of the first and second partial energy networks T1 and T2 are charged using the high-voltage battery BHV.
  • the supply potentials KL30.B and KL30.A of the first and second partial energy sets T1 and T2 are initially connected to one another via the coupling element K in an electrically conductive manner.
  • the infotainment system INF of the first partial energy network T1 could have a malfunction, for example in the form of a short circuit.
  • the short circuit could cause the voltage in the low-voltage network NV to collapse.
  • the short circuit in the INF infotainment system could thus cause what is known as consumer feedback for all other components of the low-voltage network.
  • this consumer reaction namely the voltage dip, or also voltage drop
  • Both the components of the first partial energy network T1 and the components of the second partial energy network T2 would therefore no longer be functional.
  • the entire low-voltage network NV of the energy network E would therefore fail.
  • the motor vehicle to which the energy network E is assigned were, for example, in a ferry operation, the motor vehicle could no longer be controlled due to failure of the safety-relevant components of the second partial energy network T2.
  • the safety-relevant components of the second partial energy network T2 could be controlled due to failure of the safety-relevant components of the second partial energy network T2.
  • steering assistance and / or braking assistance would suddenly fail so that the motor vehicle could only be braked or steered with considerable effort.
  • the motor vehicle could also be automatically stopped immediately. The motor vehicle would stop. This would increase the risk of accidents, particularly in road traffic.
  • the coupling element K of the energy network E is designed to decouple the non-safety-relevant components of the first partial energy network T1 and the safety-relevant components of the second partial energy network T2.
  • the coupling element has the reversible separation function for the reversible and non-destructive separation of the partial energy networks T1 and T2.
  • the coupling element K can include, for example, a semiconductor switch which, depending on a physical value of the first partial energy network T1, is electrically conductive in a switched-on switching state or is electrically non-conductive in a switched-off switching state, or vice versa.
  • the physical value represents a current and / or a voltage and / or a temperature of the first partial energy network T1.
  • the semiconductor switch is switched to the non-conductive switching state when the physical value is outside a predetermined value range.
  • the first partial energy network T1 is, so to speak, electrically separated from the second partial energy network T2 when the physical value either exceeds or falls below a predetermined limit value.
  • the previously described voltage drop in the first partial energy network T1 would result.
  • This voltage drop could, for example, be detected by the coupling element K and the semiconductor switch of the coupling element K could change its switching state so that the first partial energy network is electrically separated from the second partial energy network.
  • an increased current flow from the second partial energy network T2 to the first partial energy network T1 could also be detected.
  • the semiconductor switch could disconnect the connection between the first power grid T1 and the second power grid T2.
  • the infotainment system INF could for example overheat.
  • the overheating of the infotainment system INF could also be detected by the coupling element K.
  • the coupling element K, the first partial energy network T1 and the second partial energy network T2 could also be electrically electrical at an early stage in this case separate from each other.
  • the infotainment system control could then be restarted, for example, to rectify the malfunction of the infotainment system INF. This could eliminate the software error in the control of the INF infotainment system and the INF infotainment system would be functional again after the restart.
  • the temperature of the infotainment system INF would drop and the physical value of the first partial energy network would again be in the specified value range. Accordingly, the first partial energy network could be coupled again to the second partial energy network T2 through the coupling element K. The availability of the motor vehicle could thus be improved with the energy network described in FIG. 1.
  • the components of the second partial energy network T2 can be supplied with energy at least temporarily with the help of the battery B2. This also applies analogously to the battery B1 of the first power supply network in the event that, for example, the floch voltage network FIV fails.
  • FIG. 2 also shows the schematic block diagram of the energy network E as shown in FIG. In Fig. 2, however, an alternative design of the coupling element K is shown.
  • the coupling element K has a large number of switching elements S1 to S5.
  • the switching element S1 is connected between the supply potential KL30.A and the supply potential KL30.B, the common connection of the non-safety-relevant components of the first partial power network T1 being connected to the supply potential KL30.B.
  • the optional battery B2 is also connected to the common connection of the non-safety-relevant components of the first partial energy network T1.
  • the switching elements S2, S3, S4 and S5 are arranged analogously between the respective first connection of the brake control system BRS, the steering system EPS, the wiper control Wl and the light control LI and the supply potential KL30.A. By activating the switching elements S1 to S5, each of the components mentioned can thus be separately connected to or separated from the supply potential KL30.A.
  • the coupling element also includes a detection device D by means of which, in particular, the physical value or individual physical values of each of the components of the first and second partial energy networks T1, T2 can be detected.
  • the acquired physical value can then be transmitted from the acquisition device D to a control device C.
  • the control device C is particularly preferably designed to evaluate the physical value and, so to speak, to check whether the physical value is in the predetermined value range. If the physical value of one of the components, for example the non-safety-relevant components of the first partial energy network T1, is outside the specified value range, the control device C can generate a respective control signal S to control the switching element S1 to S5 belonging to the component.
  • FIG. 3 shows a schematic block diagram of an energy network E for a motor vehicle with a highly automated driving function.
  • the high-voltage network HV, the first partial energy network T1 and the second partial energy network T2 are constructed analogously to the exemplary embodiment of the energy network E shown in FIGS. 1 and 2.
  • the second partial energy network T2 has a radar system RA as a component.
  • the energy network E in the exemplary embodiment shown in FIG. 3 also has a third partial energy network T3 to enable the highly automated driving function of the motor vehicle.
  • the third partial energy network T3 comprises electrical components that perform the same function as the electrical components of the second partial energy network T2.
  • the third partial power network T3 is thus redundant to the second partial power network T2.
  • the third partial energy network T3 comprises a second radar system RA2, a second brake control system BRS2, a second steering system EPS2 and a second light control LI2.
  • the third partial energy network T3 also includes a battery B3.
  • the battery B3, analogous to the battery B2, enables at least a temporary supply of the remaining components of the third partial energy network T3, in the event that the third partial energy network T3 is decoupled from the first partial energy network T1.
  • All components of the third partial energy network T3 are connected to the components of the second partial energy network T2, each with a first connection to a third supply potential KL30.C and with a respective second connection to the ground potential GND.
  • the third partial energy network T3 is also connected to the supply potential KL30.B via a second coupling element Kx.
  • the coupling elements K and KX differ in their design.
  • the coupling element K between the first partial energy network T1 and the second partial energy network T2 is designed, analogously to the coupling element in FIGS. 1 and 2, for example as an intelligent potential distributor.
  • the coupling element KX between the first partial energy network T1 and the third partial energy network T3 is designed as a controllable DC / DC converter.
  • the coupling elements are thus also designed redundantly to one another.
  • the Kop peletti K and KX could also be designed the same.
  • different battery technologies are used for the batteries B2 and B3 of the second partial energy network T2 and the third partial energy network T3 in order to enable a highly automated driving function.
  • the second and third partial energy networks T2 and T3 can now also be used separately from the first partial energy network to avoid consumer feedback T 1 are decoupled.
  • FIG. 4 now shows a schematic flow diagram of individual procedural steps for operating an exemplary embodiment of an energy network, as is shown, for example, in one of FIGS. 1 to 3.
  • the method is started with a start step ST. Subsequently, in a first step 1, the physical value of the first partial energy network T1 is recorded. In a next step 2, the recorded physical value can then be evaluated. It then takes place in a Step 3, checking whether the physical value lies within or outside a predetermined value range. If the physical value is within the predefined value range, step 1 of acquiring a new physical value of the first partial energy network T1 can be carried out again next. If, on the other hand, the physical value is outside the specified value range, a control signal for the coupling element K, in particular for a switching element S1 to S5 of the coupling element K, is generated in a step 4.
  • the coupling element K or the respective associated switching element S1 to S5 can be controlled with the control signal S to enable reversible decoupling of the first partial energy network T1 from the second partial energy network T2 or from the third partial energy network T3.
  • the method is then ended in a step T.
  • the examples show how the invention can provide a highly available energy network, in particular an energy network architecture, both for manual driving and also for highly automated driving.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un réseau d'énergie (E) hautement disponible pour un véhicule à moteur à fonction de conduite manuelle ou hautement automatisée. À cet effet, ledit réseau d'énergie (E) comprend un premier réseau d'énergie partiel (T1), qui est raccordé à un potentiel d'alimentation (KL30.B), un second réseau d'énergie partiel (T2) et un élément de couplage (K, Kx), qui couple le second réseau d'énergie partiel (T2) au moyen du premier réseau d'énergie partiel (T1) au potentiel d'alimentation (KL30.B). L'élément de couplage (K, Kx) comporte une fonction de séparation réversible de telle sorte que l'élément de couplage (K, Kx) est conçu, en fonction d'une valeur physique du premier réseau d'énergie partiel (T1), pour découpler de manière réversible le premier réseau d'énergie partiel (T1) du second réseau d'énergie partiel (T2).
EP20708474.0A 2019-03-05 2020-03-02 Réseau d'énergie pour un véhicule à moteur et procédé de fonctionnement d'un réseau d'énergie pour un véhicule à moteur Pending EP3934941A1 (fr)

Applications Claiming Priority (2)

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DE102019105504.0A DE102019105504A1 (de) 2019-03-05 2019-03-05 Energienetz für ein Kraftfahrzeug und Verfahren zum Betreiben eines Energienetzes für ein Kraftfahrzeug
PCT/EP2020/055428 WO2020178233A1 (fr) 2019-03-05 2020-03-02 Réseau d'énergie pour un véhicule à moteur et procédé de fonctionnement d'un réseau d'énergie pour un véhicule à moteur

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EP3934941A1 true EP3934941A1 (fr) 2022-01-12

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US (1) US12012057B2 (fr)
EP (1) EP3934941A1 (fr)
CN (1) CN113613957A (fr)
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WO (1) WO2020178233A1 (fr)

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DE102021206270A1 (de) * 2021-06-18 2022-12-22 Vitesco Technologies GmbH Fahrzeugbordnetz mit Hochvoltabschnitt und sich hieraus erstreckenden, mehreren Niedervoltabschnitten, die über eine Sicherheitseinrichtung miteinander verbunden sind

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DE102019105504A1 (de) 2019-03-05 2020-09-10 Audi Ag Energienetz für ein Kraftfahrzeug und Verfahren zum Betreiben eines Energienetzes für ein Kraftfahrzeug

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CN113613957A (zh) 2021-11-05
US12012057B2 (en) 2024-06-18
US20220185209A1 (en) 2022-06-16
WO2020178233A1 (fr) 2020-09-10
DE102019105504A1 (de) 2020-09-10

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