Classifications

• • 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
  • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
• • 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
• • 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
  • B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
• • 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
  • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
• • 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
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling 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
  • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
  • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
  • H02J7/0024—Parallel/serial switching of connection of batteries to charge or load circuit
• • 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
  • B60L2210/00—Converter types
  • B60L2210/10—DC to DC converters
• • 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]
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/72—Electric energy management in electromobility

Definitions

• the invention relates to an electrical system for a motor vehicle, comprising at least one battery cell unit, a control device and an energy supply device.
• the invention also relates to a method for operating such an on-board network.
• Such an on-board network usually has the function of ensuring an energy supply for electrical and electronic components of the motor vehicle.
• the on-board network comprises at least one or more of the aforementioned battery cell units, whose operating state or operating mode can be monitored and controlled by means of the control device.
• the energy supply device is usually provided for supplying the control device with electrical energy.
• the battery cell unit can be designed as a starter battery, for example.
• a mechanical battery disconnect switch is provided in order to be able to electrically decouple or disconnect the starter battery from the rest of the vehicle electrical system in the event of a traffic accident.
• a control device in the form of a microcontroller system is provided to control the disconnector.
• the microcontroller system is supplied with electrical energy from an energy supply device.
• the energy supply device can draw its electrical energy either from the starter battery or, if the starter battery fails, from an emergency power supply. Consequently a redundant power supply of the control device can be ensured.
• the battery cell unit can also be used to supply a safety consumer in the vehicle electrical system, such as a brake or a steering system for the motor vehicle.
• a safety consumer in the vehicle electrical system, such as a brake or a steering system for the motor vehicle.
• the battery cell unit comprises a first and a second battery cell sub-string, which can be coupled to the safety consumer depending on an operating situation and can thus supply the safety consumer with energy.
• the battery cell sub-strings are used for the redundant energy supply of the safety consumer.
• the battery cell units as they are known from the aforementioned prior tech technology, are, however, not suitable for use in a drive battery or high-voltage battery for operating an electric drive of the motor vehicle.
• An on-board network with a battery cell unit for operating an electric drive of a motor vehicle is known, for example, from EP 3576241 A1.
• a control unit is assigned to the battery cell unit, by means of which an operating parameter of the battery cell unit, such as, for example, a state of charge or an energy requirement, can be monitored and controlled.
• the control unit has two different operating modes, namely an active mode and a sleep mode.
• the control unit is connected to the entire string of the battery cell unit via a step-down converter.
• the control unit is additionally only connected to a sub-string of the battery cell unit. It is therefore particularly a matter of providing the control unit with different voltage levels by means of the battery cell unit, depending on the set operating mode.
• the object of the invention is to provide a failure safety for a control device for operating at least one battery cell unit of an on-board network for a motor vehicle, which in particular represents a component of a drive battery of the motor vehicle.
• an on-board network for a motor vehicle in particular an electric vehicle or hybrid vehicle
• the on-board network includes at least one, that is to say one or more battery cell units.
• a battery cell unit usually includes one or more battery cells or galvanic cells, which can be connected to one another in a known manner.
• the respective battery cell unit is preferably assigned to a drive battery or high-voltage battery of the motor vehicle. For example, several battery cell units can be connected or closed together in a known manner to form the drive battery.
• the on-board network also includes a control device. With operations is meant in particular a control and monitoring of an operating state of the respective battery cell unit.
• the control device is preferably assigned to one or more battery cell units, for example connected in parallel.
• the control device can in particular be implemented as a control circuit with one or more control devices.
• the on-board network also includes an energy supply device. The design of the energy supply device will be discussed in more detail later on.
• the battery cell unit described above can be used, for example, by a switchable re battery cell unit or smart cell battery cell must be replaced.
• the respective battery cell unit comprises an activation line with the galvanic cell and a first semiconductor switch connected electrically in series with it.
• the battery cell unit also comprises a bridging line connected electrically in parallel to the activation line and having a second semiconductor switch.
• the control device is then designed accordingly to operate the first and second semiconductor scarf ter in a predetermined switching mode. That is to say, the control device can provide a control signal for switching or switching over the semiconductor switches. Switching operation means that the semiconductor switches can be switched into an switched-on switching state and a switched-off switching state.
• the respective semiconductor switch In the switched-on switching state, the respective semiconductor switch has very good conductivity, so that a high current flow via the respective semiconductor switch is possible. In the switched-off switching state, the respective semiconductor switch has a high resistance, that is, the respective semiconductor switch provides a high electrical resistance. As a result, no electrical current flow, or only a negligibly small amount, is possible via the respective semiconductor switch.
• a semiconductor switch is in particular a controllable electronic switch, such as a transistor, a thyristor, combination circuits thereof, in particular with free-wheeling diodes connected in parallel, for example a metal oxide semi conductor field effect transistor (MOSFET), an isolated gate bipolar transistor (IGBT), preferably se meant by an integrated freewheeling diode or the like.
• MOSFET metal oxide semi conductor field effect transistor
• IGBT isolated gate bipolar transistor
• the control device comprises a supply connection for supplying electrical energy in the form of a supply voltage.
• the control device is usually coupled to the energy supply device via the supply connection.
• “Coupling” means, in particular, electrical coupling, that is to say an electrically conductive connection.
• terms such as “connect” or “connect” can also be used as a synonym for the term “couple” in the sense of the invention. That is, the supply voltage will usually provided to the supply connection by means of the energy supply device.
• the control device can also fail. Since the semiconductor switches are electronic cal switches, this can result in an undefined switching state of the semiconductor switches. As a result of the malfunction of the energy supply device, the battery cell of the battery cell unit can be inadvertently disconnected or the battery cell unit can be short-circuited.
• the aforementioned supply connection can be coupled to the energy supply device via a first connection line and to the battery cell of at least one of the respective battery cell units depending on an operating status or functionality of the energy supply device.
• the supply voltage can thus be fed to the supply connection, depending on the operating state of the energy supply device, either via the first connection line, by means of which the control device can be coupled to the energy supply device, or via the second connection line, by means of which the control device can be coupled to the battery cell .
• the supply voltage can preferably be fed to the energy supply device via the first connection line to the supply connection.
• the supply voltage can be fed to the supply connection via the second connection line.
• the malfunction can be detected, for example, as a drop or drop in a voltage in the first connection line.
• a battery cell voltage voltage which is provided by the battery cell
• an energy Energy supply device voltage voltage which is provided by means of the energy supply device
• control device can continue to be supplied with electrical energy even in the event of a malfunction of the energy supply device.
• the supply voltage is provided directly by the respective battery cell unit, in particular its battery cell. The failure safety of the control device and thus also of the drive battery of the motor vehicle can thus be guaranteed.
• the invention also includes embodiments which result in additional advantages.
• the provision of the electrical energy to the control device takes place from different sub-networks of the on-board network.
• the on-board network comprises a high-voltage network and, as a second sub-network, the on-board network comprises a low-voltage network that is galvanically separated from the high-voltage on-board network.
• the battery cell unit and the control device are assigned to the high-voltage network, while the energy supply device is assigned to the low-voltage on-board network.
• the control device can be supplied with the supply voltage from the low-voltage network. In the event of a malfunction, however, the energy is supplied directly from the high-voltage network itself.
• the high-voltage network and the low-voltage network differ in a known manner, in particular in their voltage level and their respective reference potential or ground potential.
• a respective (high-voltage) voltage in the high-voltage network such as the supply voltage, can thus be tapped as a reference potential between a supply plus potential and a supply minus potential.
• the supply voltage can be, for example, 20 VDC (V: volts; DC: direct current - direct current or direct voltage).
• a respective (low-voltage) voltage in the low-voltage network such as the energy supply device Voltage, on the other hand, can be tapped as a reference potential, for example between a low-voltage plus potential and a low-voltage minus potential or ground potential (GND: Ground).
• the power supply device voltage can be, for example, 12 VDC.
• the energy supply device is preferably coupled to the control device via a galvanically isolating converter device, such as a DC / DC converter with electrical isolation.
• the converter device can be connected, for example, with one end to the energy supply device and another end to the first connection line of the control device.
• the converter device can particularly preferably also be designed to provide what is known as an up-converter function. The lower energy supply device voltage can thus be converted into the higher supply voltage by means of the converter device.
• the control device also has an additional converter unit for the aforementioned battery cell voltage. That is, the converter unit is designed to convert the battery cell voltage provided by the battery cell into the supply voltage.
• the converter unit can, for example, be connected at one end to the battery cell of the battery cell unit and another end to the second connection line of the control device.
• the converter unit is preferably designed as a DC / DC converter (without galvanic isolation) with an up-converter function.
• a battery cell for a traction battery only provides a voltage between 2.5 VDC and 4.2 VDC. The battery cell voltage can thus be increased to the supply voltage of, for example, 20 VDC by means of the converter unit.
• the control device additionally comprises a communication connection for coupling to a communication device that is assigned to the energy supply device.
• the control device is designed to evaluate a communication signal of the communication device provided via the communication connection. That is to say, the communication device can transmit the operating state to the control device in encoded form in the communication signal.
• the communication device can, for example, be part of a battery management system of the on-board network.
• the communication device is preferably designed as a transceiver or transducer (transceiver device). This enables bidirectional signal transmission or communication between the control device and the communication device.
• the communication can take place, for example, via a BUS communication, that is to say, for example, via a connection to a CAN-BUS of the motor vehicle.
• the communication device is also advantageously arranged in the aforementioned low-voltage network.
• the communication device is preferably connected to the communication connection of the control device via a galvanically isolating digital isolator.
• the control device itself comprises a sensor unit.
• the sensor unit is designed to detect a voltage provided via the first connection line by means of the energy supply device.
• the control device is designed to evaluate the detected voltage in accordance with a predetermined evaluation criterion for determining the operating state of the energy supply device.
• the control device can, for example, check whether the detected voltage is within a predetermined voltage interval. That The voltage interval can be defined by predetermined voltage limit values. If the detected voltage exceeds or falls below one of the respective voltage limit values, conclusions can be drawn about a malfunction of the energy supply device by means of the control device.
• the sensor unit can comprise, for example, a voltage sensor or a current sensor.
• the control device comprises an isolating switching unit for the two connecting lines.
• the control device is designed to switch the isolating switch unit as a function of the operating state of the energy supply device for coupling the first connection line to the supply connection or the second connection line to the supply connection.
• the respective connection line can thus be activated or deactivated by means of the isolating switch unit.
• the isolating switch unit can comprise, for example, one or more electronically operated changeover switches.
• Such a changeover switch can preferably be designed as a relay, or contactor or semiconductor switch.
• the energy supply source can also be changed automatically from the energy supply device to the battery cell and vice versa.
• the first and second connection lines are connected to the supply connection in an electrical parallel circuit.
• the energy supply device is designed to provide a voltage via the first connection line (first connection voltage) in a normal operating state, which voltage increases by a predetermined difference is greater than a voltage which is provided by means of the battery cell via the second connection line (second connection voltage).
• the energy supply device is designed to provide a first connection voltage which is lower than the second connection voltage.
• the difference can be selected by a person skilled in the art in accordance with an embodiment of the control device.
• the difference can preferably be between 0.1 VDC and 1 VDC.
• the first connection voltage can be, for example, approximately 20 VDC in the normal operating state.
• the second connection voltage can thus be 19 VDC, for example, in the normal operating state. If there is now a malfunction of the energy supply device, as described above, there is a drop in the energy supply device voltage and thus also in the first connection voltage. In the event of the malfunction, the first connection voltage then preferably has a smaller voltage value than the second connection voltage. For example, the first connection voltage can then be approximately 0 VDC.
• the parallel connection of the two connection lines to the supply connection now has the advantage that the higher of the two voltages is always automatically made available and fed to the supply connection as the supply voltage.
• the energy supply is therefore more resistant, in particular, to fluctuations in the first connection voltage or the energy supply device voltage.
• the control device is designed to operate the semiconductor switches in the normal operating state of the energy supply device in accordance with the predetermined switching operation in a cyclic operation.
• the control device is designed to switch the semiconductor switch to a predetermined switching state and preferably to hold it in this switching state. That is, each of the semiconductor switches is switched to either the switched-on state or the switched-off state.
• the switching mode is also dependent on the operational status of the energy supply device. In this way, a defined switching state of the semiconductor switch can be set in the event of a malfunction. Furthermore, the energy consumption of the control device for operating the semiconductor switch can be minimized or reduced.
• the aforementioned cyclic operation means in particular that the semiconductor switches are switched cyclically according to a predetermined switching pattern. Several switching operations of the semiconductor switch from the switched-on state to the switched-off state and vice versa are therefore provided in succession in time.
• the control device can, for example, provide a corresponding pulse-width modulated control signal for switching the respective semiconductor switch.
• the switching pattern can be selected or specified, for example, by a battery management system as a function of an energy requirement of the electric drive of the motor vehicle.
• the control device comprises a monitoring unit for the battery cell unit.
• the monitoring unit is designed to detect a monitoring signal comprising at least one physical parameter of the battery cell unit.
• the control device is then designed to evaluate the respective monitoring signal for determining the operating state of the battery cell unit.
• the control device is designed to store the respective monitoring signal in a data memory of the control device in the event of a malfunction of the energy supply device. That is to say, the control device additionally has a data memory in order to temporarily store the respective monitoring signal.
• a respective operating mode or a failure of the battery cell unit can be diagnosed and documented, even if the The energy supply device has malfunctioned.
• diagnosis or monitoring of the battery cell unit takes place in the aforementioned battery management system of the motor vehicle. As previously described, this is usually deserted in the low-voltage network. If the energy supply device fails, however, the low-voltage electrical system can also fail, so that the battery cell unit can no longer be monitored by the battery management system.
• a voltage, a current or a temperature of the battery cell unit can be detected or measured as the physical parameter.
• the monitoring unit can consequently for example also comprise at least one voltage sensor and / or at least one current sensor and / or at least one temperature sensor.
• the invention also relates to a method for operating an on-board network, as described above.
• a supply voltage for operating the semiconductor switches in the predetermined switching mode is fed to the control device of the vehicle electrical system via a supply connection.
• the supply connection is then coupled to the energy supply device via the first connection line and to the respective battery cell of at least one of the respective battery cell units via a second connection line.
• 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 on-board network according to the invention. For this reason, the corresponding developments of the method according to the invention are not described again here.
• FIG. 1 A schematic representation of a circuit diagram of the board zes for a motor vehicle with a redundant Energyversor supply for a control device for operating a battery cell unit of the electrical system.
• the figure shows a schematic representation of an exemplary embodiment of an on-board network B, as it can be installed in a motor vehicle.
• the on-board network B comprises two galvanically separated sub-networks, namely initially a low-voltage network or low-voltage on-board network NV and a high-voltage network or high-voltage on-board network HV.
• the two sub-networks differ in a known manner in terms of their respective reference potentials.
• the low-voltage on-board network NV includes a low-voltage plus potential NV + and ground potential GND as reference potentials, which can be provided, for example, by a body of the motor vehicle.
• the high-voltage on-board network HV includes a supply plus potential UV + and a supply minus potential UV- as reference potentials.
• the high-voltage on-board electrical system HV comprises a battery cell unit 10 for providing electrical energy to drive the motor vehicle and a control device 20 for controlling and monitoring the battery cell unit 10.
• the battery cell unit 10 can thus be part of the drive battery of the motor vehicle.
• the battery cell unit 10 can be interconnected in a known manner with one or more further battery cell units, for example by means of a battery cell connection AB. As shown in the figure, the battery cell unit 10 is designed as a so-called SmartCell.
• the battery cell unit 10 comprises an activation line AL with a battery cell 11 and a first semiconductor switch 12 which is closed with a first end to a positive pole of the battery cell 11. Furthermore, the battery cell unit also comprises a bridging line ÜL with a second semiconductor switch 13. The second semiconductor switch 13 is connected with a first end to a negative pole of the battery cell 11. In addition, the two semiconductor switches 12, 13 are connected directly to one another with a respective second end. In the present case, the semiconductor switches 12, 13 are embodied, for example, as metal oxide semiconductor field effect transistors (MOSFET) with a free-wheeling diode connected in parallel.
• MOSFET metal oxide semiconductor field effect transistors
• the battery cell unit 10 By designing the battery cell unit 10 as a SmartCell, it is now possible to set a voltage which can be provided to the electric drive via the battery cell connection AB.
• the first and second semiconductor switches 12, 13 can be operated in a predetermined switching mode. That is to say, the semiconductor switches 12, 13 can be switched alternately or cyclically into an switched-on or activated and into a switched-off or deactivated switching state as a function of an energy requirement of the drive, for example. Simultaneous activation or switching on of the semiconductor switches 12, 13 is thus avoided in the switching mode, since this can lead to a short circuit in the battery cell 11.
• the operation of the semiconductor switches 12, 13 in the switching mode is a function of the control device 20.
• the control device 20 comprises a control device 21, which can be designed, for example, as a microcontroller.
• a so-called gate driver 24 is connected to the control device 21.
• the gate driver 24 By means of the gate driver 24, the semiconductor switches 12, 13 can be switched over as a function of a corresponding control command from the control device 21.
• the gate driver 24 preferably has a logic or logic circuit in order to always lock one of the semiconductor switches 12, 13 and thus keep it in the deactivated switching state. Thus, the aforementioned simultaneous switching on of the semiconductor switches 12, 13 can be effectively avoided. Switching, i.e.
• switching to a defined switching state is usually carried out in MOSFETs by setting the so-called gate voltage of the respective semiconductor switch 12, 13. For example, by setting a gate voltage of 15 VDC, the respective semiconductor switch 12, 13 can be switched to the switched-on state and can thus be switched to be electrically conductive. When a gate voltage of -8 VDC is set, the respective semiconductor switch 12, 13, on the other hand, can be switched to the switched-off or electrically high-resistance switching state.
• the gate voltage does not refer to the positive supply potential UV + and the negative supply potential UV- of the high-voltage board HV.
• the control device 20 therefore comprises a galvanically isolated gate converter unit 25, which is connected to the positive supply potential UV + and the negative supply potential UV-.
• a galvanically separated driver network TN with reference potentials different from the supply plus potential UV + and the supply minus potential UV- is implemented by means of the gate converter unit 25.
• the driver network TN comprises a positive gate potential G + and negative gate potential G- as reference potentials, between which the respective gate voltage can be tapped.
• the control device 20 in the present case includes a supply connection V, by means of which the control device 20 is connected to the supply plus potential UV + and the supply minus potential UV-.
• a supply voltage UV can be fed to the control device 20 via the supply connection V.
• the supply voltage UV is usually provided to the supply connection V via the low-voltage on-board network NV.
• the low-voltage on-board network NV comprises a power supply device 30, which in the present case is designed, for example, as a DC / DC converter to which the low-voltage plus potential NV + and the ground potential GND are connected.
• a voltage not defined in more detail below, which can be tapped between the low-voltage plus potential NV + and the ground potential GND, can thus be converted into a power supply device voltage UE.
• the energy supply device voltage UE can be, for example, 12 VDC.
• the energy supply device 30 is connected, as shown in the figure, to a first connection line A1 of the control device 20 via a galvanically isolated converter device 31.
• the first connection line A1 is in turn connected directly to the supply connection V.
• An energy supply device voltage UE generated by means of the energy supply device 30 can thus be converted into a first connection voltage UA1, which can be tapped in the first connection line A1.
• the first connection voltage UA1 can then be fed to the supply connection V as the supply voltage.
• the first connection voltage UA1 can be 20 V, for example.
• the converter device 31 can in the present case, for example, be designed as a galvanically isolated step-up converter for switching the energy supply device voltage UE into the first connection voltage UA1.
• the first connection line in the present case additionally a free-wheeling diode is switched.
• the control device 21 is connected to the supply connection via a converter unit 22.
• the converter unit 22 is designed as a DC voltage down converter.
• the supply voltage UV present at the supply connection V can thus be reduced to a control device voltage US for making available to the control device 21.
• the control unit voltage US can be, for example, 5 VDC in normal operation of the Energyver supply device 30.
• the energy supply of the control device 20 from the low-voltage on-board network NV can no longer be guaranteed.
• the malfunction can be, for example, a complete failure of the energy supply device 30.
• the malfunction can also be a temporarily limited or short-term fluctuation in the energy supply device voltage UE.
• the malfunction there is thus a dip or drop in the energy supply device voltage UE in comparison to an amount of the energy supply device voltage UE in the normal operating state. Consequently, there is also a drop in the first connection voltage UA1, so that the control device 20 can no longer be provided with the full supply voltage of, for example, 20 VDC.
• the control unit 21, the gate driver 24 and the gate converter 25, and an undefined switching state of the semiconductor switches 12, 13 can arise.
• a redundant energy supply is provided directly from the high-voltage on-board network HV in the present case.
• the energy supply source is provided by the battery cell 11 of the battery cell unit 10.
• the battery cell 11 (each with its plus and
• Minus pole connected via a further converter unit 23 to a second connection line A2.
• the second connection line A2 is then connected directly to the supply connection V in an electrical parallel circuit to the first connection line A1.
• a battery cell voltage UB generated by means of the battery cell 11 can thus be converted into a second connection voltage UA2, which can be tapped off in the second connection line A2.
• a typical value for the battery cell voltage UB is usually between 2.5 VDC and 4.2 VDC. Therefore, the converter unit 23 can in the present case, for example, be designed as a DC voltage boost converter.
• the battery cell voltage UB can thus be stepped up into the second connection voltage UA2.
• the second connection voltage UA2 can then be fed to the supply connection V as the supply voltage UV.
• the second connection voltage UA2 in normal operation of the energy supply device 30, a slightly smaller voltage amount is selected or set than a voltage amount of the first connection voltage UA1.
• the second connection voltage UA2 can be 19.5 VDC.
• the supply voltage UV can be automatically provided either by means of the first or the second connection line A1, A2.
• the energy source for supplying the control device 20 can be switched over or changed particularly quickly. As a result, even slight fluctuations or voltage drops in the low-voltage on-board network NV can be easily compensated for.
• the control device 20 not only has the function of controlling the battery cell unit 10, but is an additional one also responsible for monitoring operating parameters of the battery cell unit 10.
• the control device 20 in the present case comprises a voltage sensor 26, a current sensor 27 and a temperature sensor 28, which are each individually connected to the control device 21.
• a respective physical parameter of the battery cell unit 10 can thus be measured and provided to the control device in the form of a monitoring signal for evaluation.
• the battery cell voltage UB can be measured as a physical parameter using the voltage sensor 26.
• Using the current sensor 27, a current provided by the battery cell unit 10 can be measured as a physical parameter.
• a temperature can be measured as a physical parameter.
• the control device can, for example, check whether the respective physical parameter is in a desired value range or not. A malfunction of the battery cell unit 10 can thus be inferred.
• An operating mode of the battery cell unit 10 is thus preferably determined by evaluating the monitoring signal or signals by means of the control device 21.
• the specific operating mode is also preferably transmitted to a battery management system of the motor vehicle, for example as an operating mode signal.
• the battery management system is usually deserted in the low-voltage on-board network NV.
• the battery management system is exemplified by a communication device 40 in the low-voltage on-board network NV.
• the control device 20 additionally includes a communication line K or a communication connection, which in the present case is connected directly to the control device 21.
• the communication device 40 is now connected to the communication line K via a digital converter 41 or digital isolator with electrical isolation.
• the communication device 40, the digital converter 41 and the control device 21 can preferably be designed for the bidirectional transmission of signals. Consequently for example, a control command can also be provided to the control device 20 by the battery management system.
• the control device 20 preferably comprises a data memory not shown in the figure.
• the respective operating mode signal can thus be temporarily stored in the data memory in the form of operating data until, for example, communication with the communication device 40 is possible again.
• the battery cell unit 10 can still be diagnosed even if the communication connection with the low-voltage on-board network NV fails.
• the control device 20 can comprise, for example, a disconnection unit in the form of a changeover switch, by means of which, depending on the functionality of the energy supply device 30, either the first connection line can be electrically conductively coupled to the supply connection or the second connection line can be electrically conductively coupled to the supply connection.
• the control device 21 of the control device 30 can, for example, monitor the first connection voltage UA1.
• the operating state of the energy supply device 30 can also be communicated to the control device 21 of the control device 20 via the communication device 40.
• a corresponding method for operating the on-board network B can include the following steps (not shown).
• the functionality that is to say the operating state of the energy supply device 30, as described above, is first checked. If the control device 21 determines that the energy supply device 30 is in normal operation is located, the control device 21 can control the isolating switch unit for electrically conductive connection of the first connection line A1 to the supply connection V. As a result, the supply voltage UV can be fed to the control device 20 by means of the energy supply device 30.
• control device 21 can instead control the isolating switch unit for electrically isolating the first connection line A1 and the supply connection V and for electrically connecting the second connection line A2 and the supply connection V.
• the supply voltage UV for operating the control device 20 can thus be made available by means of the battery cell 11.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Mechanical Engineering (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Transportation (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

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• 2020
  • 2020-05-04 DE DE102020111941.0A patent/DE102020111941B3/de active Active
• 2021
  • 2021-04-30 US US17/997,957 patent/US20230182662A1/en active Pending
  • 2021-04-30 EP EP21723197.6A patent/EP4147325A1/de active Pending
  • 2021-04-30 WO PCT/EP2021/061364 patent/WO2021224120A1/de unknown
  • 2021-04-30 CN CN202180032641.3A patent/CN115552759A/zh active Pending

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