Control circuit and control method for protecting electrolytic capacitors during electric vehicle charging process

Abstract

The invention relates to a control circuit configured and set for use in an electric vehicle. The control circuit comprises a first and a second circuit section, a first and a second energy supply line, a first and a second switch, and a switch control unit. The first energy supply line is configured to supply the first circuit section with electrical energy. The first switch is arranged in the first energy supply line, wherein the first switch interrupts the first energy supply line in an open state. The second energy supply line is configured to supply the second circuit section with electrical energy. The second switch is arranged in the second energy supply line, wherein the second switch interrupts the second energy supply line in an open state. The switch control unit is configured to control the switching state of the first and the second switch, wherein in a first control state both the first and the second switch are closed and in a second control state the first switch is open and the second switch is closed. The switch control unit is further configured to determine the control state depending on a functional requirement of the electric vehicle.

Description

TECHNICAL FIELD

[0001] A control circuit and a control method are described herein, which distinguish between different operating states of an electrically driven vehicle, which place different functional requirements. The control circuit controls the supply of power to different consumers by different circuit sections in correspondence with the functional requirements placed. Unnecessary circuit sections are not supplied with power. BACKGROUND

[0002] Control circuits of the past have been configured to supply all consumers with power at the same time. This is particularly practical for motor vehicles with combustion engines, since motor vehicles can only move when they are started. Therefore, either all functions are required or no functions are required. This keeps such control circuits simple and cost-effective.

[0003] In order to supply consumers with power by means of the control circuit, electrolytic capacitors are used, inter alia, due to their filtering and storage function. Electrolytic capacitors have a relatively high capacity. As a result, undesired frequencies of from several tens of hertz (Hz) to several megahertz can also be decoupled.

[0004] Electrically driven vehicles have a much longer service life than conventional motor vehicles with combustion engines. In addition to the time during which the vehicle is in the operating state of driving, the electrically driven vehicle must also implement certain (electronic) functions, for example when charging. In contrast, motor vehicles with combustion engines do not implement any electronic activities when refueling. In this sense, the time during which the electrically driven vehicle is in an operating state in which all functions are not required is approximately three times longer than the time during which it is in an operating state in which all functional capabilities are required, for example driving.

[0005] The service life of an electrolytic capacitor is particularly dependent on the time during which a voltage is applied to the electrolytic capacitor. Therefore, the increase in the operating time of an electrically driven vehicle has a negative effect on the electrolytic capacitor. The service life of the electrolytic capacitor is consumed more quickly and, as a result, the function of the electrolytic capacitor deteriorates more quickly. At the same time, it is desirable to manufacture a control circuit for an electrically driven vehicle as cost-effectively and easily as possible.

[0006] It is therefore an object to provide a control circuit and a control method for an electrically driven vehicle, which makes the service life of an electrolytic capacitor longer and is cost-effective at the same time. SUMMARY

[0007] This object is achieved by a control circuit which is configured and set for use in an electrically driven vehicle and by a control method which is used in an electrically driven vehicle.

[0008] Preferred embodiments can be gathered from the following description.

[0009] One aspect relates to a control circuit configured and set up for use in an electric vehicle. The control circuit has a first circuit section comprising at least one electrolytic capacitor. The control circuit further comprises a first energy supply line configured to supply the first circuit section with electrical energy. The control circuit further comprises a controllable first switch in the first energy supply line, wherein the first switch interrupts the first energy supply line in a switched-off state to prevent the at least one electrolytic capacitor from being supplied with electrical energy. The control circuit further comprises a second circuit section and a second energy supply line configured to supply the second circuit section with electrical energy. The control circuit further comprises a controllable second switch in the second energy supply line, wherein the second switch interrupts the second energy supply line in a switched-off state. The control circuit further comprises a switch control unit configured and set up to control the switching state of the first switch and the second switch, wherein in a first control state both the first switch and the second switch are closed, and wherein in a second control state the first switch is open and the second switch is closed, wherein the switch control unit is further configured and set up to determine the control state by means of a functional requirement of the electric vehicle.

[0010] In this way it can be achieved that the at least one electrolytic capacitor in the first circuit section is not supplied with electrical energy when the first circuit section is not needed. If the functional requirement of the electric vehicle requires the second control state, the first control section is not energized and the first control section is energized. Thereby, the remaining service life of the at least one electrolytic capacitor is not unnecessarily shortened. The at least one electrolytic capacitor is protected.

[0011] The control circuit can be part of the control device. Downstream of the control circuit different elements or consumers can be connected. Preferably, at least one consumer is connected downstream of each circuit section. It can be provided that the first energy supply lead is connected at one end thereof to a pole of the (first) current source. The other end of the first energy supply lead is connected to the first circuit section. The other pole of the (first) current source can be connected to the first circuit section at a distance from the one end of the first energy supply lead or to a consumer connected thereto. The other pole can also consist of a ground, for example the vehicle frame or the ground below the vehicle. It can also be provided that the first energy supply lead comprises two cables ( / leads / conductors). On the one hand, the two cables are each connected to one of the two poles of the (first) current source and, on the other hand, to different ends of the first circuit section. In this case, one or both of the cables can comprise a controllable first switch. The above-mentioned possibilities apply in a similar manner also to the second energy supply lead. The (first / second) current source can be one of the following, among others: a battery, a DC voltage source, a generator, etc. Through the closed electrical circuit (for example described above) the first circuit section or the second circuit section can be supplied with electricity, i.e. a voltage can be applied and a current can flow through the first circuit section or the second circuit section.

[0012] The controllable first switch or the controllable second switch can also be in one of the following forms: a relay, an electronic switch, a transistor, a FET, a BJT, a MOSFET / MISFET, a JFET. The first switch or the second switch can be normally open or normally closed. The first switch or the second switch can be arranged in such a way that in the open state it interrupts the first energy supply lead or the second energy supply lead and thereby prevents the first circuit section or the second circuit section from being powered. In the closed state of the first switch or the second switch, the first circuit section or the second circuit section is powered. The first switch or the second switch can be centrally mounted in the first energy supply lead or the second energy supply lead. In this case, a first section of the first energy supply lead or the second energy supply lead is connected to the first switch or the second switch on one side thereof and a second section of the first energy supply lead or the second energy supply lead is connected to the first switch or the second switch on the other side thereof. It can also be provided that the first switch or the second switch is connected at one end of the first energy supply lead or the second energy supply lead. Thus, the first switch or the second switch can be connected on the one hand to the first battery or the second battery or to another current source and on the other hand to the first energy supply lead or the second energy supply lead. Thus, however, the first switch or the second switch can also be connected on the one hand to the first circuit section or the second circuit section and on the other hand to the first energy supply lead or the second energy supply lead.

[0013] The switch control unit (MPU, abbreviation for "micro processing unit") can be part of the main processor of the electric vehicle or a separate processor.

[0014] The first circuit section can be configured and set up for supplying an engine controller as a main consumer of the electric vehicle. The second circuit section can be configured and set up for supplying at least one secondary consumer of the electric vehicle.

[0015] In this way, it is possible to prevent (via the first circuit section) the supply of the engine controller in the second control state of the switch control unit. If the electric vehicle is only charged, for example, there is no functional requirement for the engine and the engine controller. By preventing unnecessary supply of the engine controller, the electrolytic capacitor in the first circuit section is protected.

[0016] The valve coil, the parking brake actuation device, the light source or other elements can be connected as secondary consumers to the second circuit section.

[0017] The control circuit can further have a third circuit section comprising at least one electrolytic capacitor. In this case, the control circuit can comprise a third energy supply line configured for supplying the third circuit section. The control circuit can further comprise a controllable third switch, wherein the third switch interrupts the third energy supply line in the open state to prevent the supply of the at least one electrolytic capacitor in the third circuit section. The switch control unit can be configured and set up for controlling the switching state of the third switch, wherein in the first control state the third switch is closed and wherein in the second control state the third switch is open.

[0018] The third energy supply line and the third switch can be acquired or configured and set up analogously to the first energy supply line and the first switch described above. It is also possible that further (fourth, fifth, nth) circuit sections with associated energy supply lines and switches are present.

[0019] The third circuit section can be configured and set up for supplying a parking brake actuation device of the electric vehicle.

[0020] It is possible that further circuit sections can supply certain consumers. It is also possible that one circuit section supplies a plurality of consumers. These switches (third switch to nth switch) can all be closed in the first control state and open in the second control state. It is also possible that some of these switches (like the first switch) are closed in both control states. There can also be more than two control states: each further control state can exhibit a further combination of open and closed (first to nth) switches. For example, in a third control state, it can be that the first switch and the second switch are open and the third switch is closed. Further states can thus exhibit further combinations of the functional requirements of the electric vehicle. It can be particularly desirable to power the circuit section comprising the electrolytic capacitor as infrequently as possible.

[0021] The control circuit can also comprise an additional switch which, in a closed state, connects the first energy supply conductor and the second energy supply conductor, and wherein the additional switch is coupled to the first energy supply conductor or the second energy supply conductor on a side of the first switch or the second switch facing the first circuit section or the second circuit section.

[0022] In this way, the first circuit section can be powered even if the first switch is open (and the additional switch is closed). This can aim to impose the voltage of the second current source (for example a battery) on the first circuit section. This can also be advantageous if different current sources (for example batteries) have different capacities and / or should be used to different extents. The second circuit section can also be supplied with the voltage of the first current source by closing the additional switch and opening the second switch. This can also be implemented analogously with a third (or further) circuit section and a further additional switch. One of the additional switches can also connect more than two circuit sections at the same time.

[0023] The first energy supply conductor and the second energy supply conductor can be configured and set up to be supplied by the same current source, in particular the same battery.

[0024] Fewer, separate batteries are thus required. Instead of a battery, there can also be other current sources. In the case of more than two circuit sections, all (more than two) energy supply conductors can be connected to the same battery. It is also possible that a plurality of energy supply conductors are each connected to one of a plurality of batteries.

[0025] The first energy supply conductor and the second energy supply conductor can at least partially extend as one conductor on a side of the first switch or the second switch facing away from the first circuit section or the second circuit section.

[0026] This makes it possible to use less cable (or other conductor material).

[0027] It can be provided that the first energy supply conductor is configured and set for a first supply voltage to be applied, and the second energy supply conductor is configured and set for a second supply voltage to be applied.

[0028] This is advantageous when different consumers of different circuit sections require different voltages. Different supply voltages can be produced by different current sources or by current sources with different, upstream connected resistors (or circuits). In the case of more than two circuit sections, more than two supply voltages can be provided, wherein there can also be fewer different supply voltages than circuit sections.

[0029] The first circuit section and the second circuit section can each comprise a ceramic capacitor.

[0030] This makes it possible to further reduce the use of at least one electrolytic capacitor, in particular when the ceramic capacitor is connected in the same circuit section as the at least one electrolytic capacitor. The second circuit section can also comprise one or more electrolytic capacitors.

[0031] The first control state can be configured and set for representing a driving state of the electric vehicle (as operating state). The second control state can be configured and set for representing a charging state of the electric vehicle (as operating state).

[0032] Other operating states of the electric vehicle can also be represented by the control states, for example: updating the software of the electric vehicle, preheating the interior of the electric vehicle, displaying information without operating the engine and / or operating the radio. It can also be provided that one control state represents several electric vehicle states.

[0033] The control circuit can also comprise a controllable further first switch, which is arranged on the side of the at least one electrolytic capacitor comprised by the first circuit section which faces away from the first switch, wherein the further first switch interrupts the conductor in the open state to prevent the at least one electrolytic capacitor from being supplied with power. In this case, the switch control unit can be configured and set for controlling the switching state of the further first switch, wherein in the first control state the further first switch is closed and wherein in the second control state the further first switch is open.

[0034] If the conductor is interrupted on both sides of the electrolytic capacitor(s), the voltage on the electrolytic capacitor(s) can remain unchanged. This protects the electrolytic capacitor(s).

[0035] The first energy supply conductor and / or the second energy supply conductor and / or the third energy supply conductor can be configured for being powered by an energy supply device or a current source, for example a battery. The respective energy supply conductor can be configured for being powered by the associated first energy supply device and / or second energy supply device and / or third energy supply device or current source, for example a voltage converter or a battery, respectively.

[0036] Another aspect relates to a control method for use in an electric vehicle, wherein the control method is implemented by means of the above described control circuit, and wherein the control method comprises at least the following steps:

[0037] - determining the control state in dependence on a functional requirement of the electric vehicle,

[0038] - operating the first switch and the second switch by means of the switching control unit in correspondence with the control state.

[0039] Still another aspect relates to an electric vehicle comprising the above described control circuit.

[0040] In contrast to conventional control circuits, in the solution presented here a control circuit is provided which only powers the electrolytic capacitor when the functionality of the electrolytic capacitor is required. Thereby the service life of the electrolytic capacitor is maximized.

[0041] The presented solution uses conventional circuit elements in a smaller number. Thereby a cost-effective production is ensured.

[0042] It can be seen by the person skilled in the art that the above described aspects and features can be combined arbitrarily in a control circuit and / or a control method. Although some of the above described features are described with reference to a control circuit, it is to be understood that these features can also be applicable to a control method. Features described above with reference to a control method can likewise be applicable to a control circuit in a corresponding manner. BRIEF DESCRIPTION OF DRAWINGS

[0043] Further objects, features, advantages and possible applications of the embodiments described below, which are not to be understood as limiting, will become apparent from the following description with reference to the accompanying drawings. Herein, all features described and / or shown in the drawings are shown alone or in any combination to disclose the subject matter disclosed herein. Herein, the dimensions and the proportions of the components shown in the drawings are not to scale. Identical or equivalent components are provided with the same reference signs. In the circuit diagrams, identical or equivalent elements are shown with the same circuit signs.

[0044] Figure 1 A circuit diagram of a control circuit is shown.

[0045] Figure 2The architecture of the control method is schematically shown.

[0046] Figure 3 A circuit diagram of another control circuit is shown.

[0047] Figure 4 A circuit diagram of another control circuit is shown.

[0048] Figure 5 A motor vehicle is schematically shown.

[0049] Figure 6 A circuit diagram of another control circuit is shown. DETAILED DESCRIPTION

[0050] In the scope of the following disclosure, certain aspects are described mainly with reference to a control circuit. However, these aspects naturally also apply in the scope of the disclosed control method, which can be implemented, for example, by means of a central control device (ECU) of an electric motor vehicle. This can be done with appropriate read and write access on a memory assigned to the electric motor vehicle. The control method can be implemented in hardware and software within the electric motor vehicle and in a combination of hardware and software. This also includes digital signal processors, application-specific integrated circuits, field-programmable gate arrays and other suitable switching and computing components.

[0051] Figure 1 A circuit diagram of a control circuit 10 is shown. The control circuit 10 has a first circuit section 12, which comprises at least one electrolytic capacitor 14. In Figure 1 In the figures, only one electrolytic capacitor is denoted by reference. This cannot be interpreted as being limiting. Elements with the same circuit reference denote the same construction element. In Figure 1 In the figures, the first circuit section 12 also comprises a capacitor 22 and a ground 24. It is also possible that these elements are not included. The first circuit section 12 can comprise further elements, and a consumer is connected to the first circuit section 12. This is indicated in the Figure 1 In the figures, this is indicated by three dots, which indicate that further elements are no longer shown in the figure. The first circuit section 12 is connected to a first energy supply line 16. The first energy supply line is also connected to a pole of a first battery 18. Any type of electrical energy source can be used as the first battery 18. The first energy supply line 16 supplies the first circuit section 12 with electrical energy. The supply can be interrupted by means of a controllable first switch 19 (or simply: first switch 19). The first switch 19 is highlighted in grey in Figure 1 In the figures, this is indicated by three dots, which indicate that further elements are no longer shown in the figure. The first circuit section 12 is connected to a first energy supply line 16. The first energy supply line is also connected to a pole of a first battery 18. Any type of electrical energy source can be used as the first battery 18. The first energy supply line 16 supplies the first circuit section 12 with electrical energy. The supply can be interrupted by means of a controllable first switch 19 (or simply: first switch 19). The first switch 19 is highlighted in grey in

[0052] In a similar manner, the control circuit 10 also has a second circuit section 20, which can comprise a capacitor 22 and a ground 24. The second circuit section 20 is connected to a second energy supply line 26, which is also connected to a pole of a second battery 28. Any type of electrical energy source can be used as the second battery 28. The second energy supply line 26 can be interrupted by means of a controllable second switch 30.

[0053] Furthermore, the control circuit 10 has a power supply 32 (PSU, English: "power supply unit"). The power supply 32 is fed by the two energy supply lines 16 and 26. The lines connecting the power supply 32 with the energy supply lines 16 and 26 each have a diode 34. These lines are mounted to the respective energy supply line on the side of the first or second energy supply line 16 / 26 facing the first or second battery 18 / 28, viewed from the first or second switch 19 / 30. It is also possible for these lines to be mounted on the other side, viewed from the respective switch. In this case, at least one of the first switch 19 and the second switch 30 should always be closed. It is also possible for the power supply 32 to be fed by another energy source or by only one of the first battery 18 and the second battery 28. It is also possible for the diodes 34 to be removed. The power supply 32 supplies a switch control unit 36. The switch control unit 36 actuates the first switch 19 and the second switch 30.

[0054] In Figure 1 , the first control section 12 comprises a plurality of electrolytic capacitors 14, the capacitor 22 and the ground 24. With this structure, the supply (voltage) for connecting a main consumer downstream is filtered. The structure shown in Figure 1 , of the first control section 12 (and also of the shown structure of the second control section 20) is only exemplary. Other ways of assembling electronic construction elements into the first control section 12 are also conceivable. In the sense of the invention, the first control section should comprise at least one electrolytic capacitor 14. In a similar manner, the second control section 20 can also be configured differently. It is not necessarily required (but possible) that the second control section 20 comprises an electrolytic capacitor 14.

[0055] The first control section 12 and the second control section 20 each supply a consumer connected downstream. These consumers can be connected (downstream) to the control sections in different ways. It is possible, for example, for the consumers to be connected in parallel with the electrolytic capacitors 14 at these points, as in the first circuit section 12. The consumers in the second circuit section 20 can also be connected to these points at the points below.

[0056] In Figure 1In the control circuit 10, the orientation of the electrolytic capacitor 14 and the diode 34 indicates that the marked terminals of the first battery 18 and the second battery 28 are positive. It is also conceivable that the marked terminals of the first battery 18 and the second battery 28 are negative, with the first energy supply wire 16 and the second energy supply wire 26 connected to these terminals. In this case, the electrolytic capacitor 14 and the diode 34 must be adapted accordingly, for example, arranged in opposite directions. It is also conceivable that AC power is used for the first battery 18 and the second battery 28. In this case, other parts of the control circuit 10 must also be adapted accordingly. For example, this could be achieved using a rectifier.

[0057] The switch control unit 36 ​​operates the first switch 19 and the second switch 30 according to the control method. Figure 2 The architecture of the control method is schematically illustrated. In the first step S1, the operating state of the electric vehicle is determined. This operating state can be, for example, a driving state, a charging state during a stationary mode or a sleep mode, or a refresh state. A control state is determined based on the operating state of the electric vehicle. If the electric vehicle is, for example, in a driving state, a first control state is determined. In this case, the first switch 19 and the second switch 30 are closed, as shown in... Figure 2 As shown in the second step S2, power is supplied to both circuit sections. For example, if the first circuit section 12 supplies power to the engine controller and the second circuit section 20 supplies power to the battery monitoring system, then both systems (engine controller and battery monitoring system) are powered. In contrast, if the electric vehicle is, for example, in a charging state, a second control state is determined. In this case, the first switch 19 is opened and the second switch 30 is closed, as shown in the third step S3. For example, if the first circuit section 12 supplies power to the engine controller and the second circuit section 20 supplies power to the battery monitoring system, then only the battery monitoring system is powered. The engine controller is not powered. Next, in the fourth step S4, it is monitored whether the operating state of the electric vehicle has changed. If this operating state has changed, the control method of step S1 is restarted.

[0058] It is also possible to achieve another control state in which the first switch 19 and the second switch 30 are disconnected. In this state, neither the first circuit segment 12 nor the second circuit segment 20 is powered. This control state can correspond to the minimum functional requirements of an electric vehicle; for example, when the electric vehicle is parked, neither software updates nor charging are performed.

[0059] Figure 3 The following control circuit is shown, which is related to... Figure 1 The control circuit is similar and also has an additional switch 38. Figure 3 Other components andFigure 1 The elements of the control circuit 10 are identical to the elements of the control circuit 10 according to Figure 1 The above description. An additional switch 38 connects the first circuit section 12 with the second circuit section 20. The additional switch 38 is controlled by the switch control unit 36. By means of the additional switch 38, the first circuit section 12 or the second circuit section 20 can be supplied with the voltage of the further battery 28 or 18, respectively. Thus, the first battery 18 can supply both circuit sections in such a way that the first switch 19 and the additional switch 38 are closed and the second switch 30 is open. Alternatively, the second battery 28 can supply both circuit sections in such a way that the second switch 30 and the additional switch 38 are closed and the first switch 19 is open. This can be advantageous in order to use only one of these batteries during a certain time. Different voltages of different batteries can also be applied to the circuit sections in this way.

[0060] Figure 4 The control circuit 10 according to Figure 1 is shown with two changes independent of each other: On the one hand, the first switch 19a and the first energy supply line 16a are not connected directly to the battery, but to a second energy supply line. Thereby, there is also only one battery 18a. On the other hand, a further controllable first switch 40 is connected on or in the first control section. The other elements are identical to the elements of the control circuit 10 according to Figure 1 The above description. For these elements, reference is made to the above description of the control circuit 10 according to Figure 1 .

[0061] An alternative arrangement and connection of the first switch 19a and the first energy supply line 16a can make the first energy supply line 16a shorter.

[0062] This makes the control circuit 10 more cost-effective in production. In order to selectively supply the first circuit section 12 and the second circuit section 20 with power depending on the first control state and the second control state, this alternative has no differences: In the first control state, both switches are closed. Thus, both control sections (and correspondingly connected downstream consumers) are supplied with power. In the second control state, the second switch 30 is closed and the first switch 19a is open. Thus, the second control section (with the corresponding consumers) is supplied with power, while the first control section is cut off. In the other case, i.e. there is a minimum functional requirement of the electric vehicle (e.g.: parking without charging and / or software update) and the first circuit section 12 and the second circuit section 20 do not need to be supplied with power, it is sufficient to open the second switch 30.

[0063] If the first circuit section should be supplied with power and the second circuit section should be cut off in a possible third control state, the arrangement of the control circuit 10 according to Figure 1 is identical to the arrangement of the control circuit 10 according toFigure 3 The arrangement of the control circuit 10 is advantageous. This can be achieved by means of Figure 1 the control circuit in such a way that the first switch is closed and the second switch is opened.

[0064] Figure 4 The controllable further first switch 40 in the first circuit section 12 is preferably arranged in such a way that all electrolytic capacitors 14 in the first circuit section 12 are (electronically) located between the first switch 19 or 19a and the further first switch 40. If the first switch 19 or 19a is operated to be opened (for example in the second control state), the further first switch 40 is preferably also operated to be opened. In the same way, when the first switch 19 or 19a is closed, the further first switch 40 is also preferably closed. Also, it can be advantageous to open both switches if the opening of the first switch 19 or 19a and the further first switch 40 has interrupted the electrical circuit in the first circuit section. If both switches (19 / 19a and 40) are open, the potential on both sides (anode and cathode) of each electrolytic capacitor 14 does not change. This further slows down the aging process of the electrolytic capacitors 14. In order to operate the further first switch 40, it can be achieved that the first switch 19 or 19a and the further first switch 40 are operated by means of the same connection of the switch control unit 36, i.e. the control wires of the first switch 19 or 19a and the further first switch 40 partly extend as one wire.

[0065] It can also be achieved that the combination of the first switch 19 or 19a, the second switch 30 and the (potential) additional switch 38 forms a switch module. Thus, Figure 1 , Figure 3 and Figure 4 Each of the figures in the first circuit section 12 and the second circuit section 20 can show a different switch module. The respective switch module of these different switch modules can be inserted into a temporarily unused slot of the control circuit. Only by inserting one of the switch modules, the control circuit can be completed. In this way, it can be possible to further reduce the price of producing the control circuit.

[0066] Figure 5 An electrically driven vehicle 50 is schematically shown, which motor vehicle comprises the control circuit 10. The control circuit 10 is connected with at least one battery 18 and / or 28, an engine controller 42, a valve coil 44, a parking brake controller 46 and other circuit components 48. The engine controller 42, the valve coil 44, the parking brake controller 46 and the other circuit components 48 are each or in groups connected to the switch sections 12 and 20, so that they are supplied with power, wherein there can also be more than two switch sections. The other circuit components 48 can be a plurality of consumers and can be connected to more than one circuit section.

[0067] Figure 6 A variant is shown which is substantially identical to the embodiment of Figure 4 and in which variant identical components are provided with identical reference numerals. Figure 6 The embodiment of Fig. 2 differs only in that the first switch 19a is dispensed with and the first energy supply line 16a can be separated from the first battery by the remaining switches. The first control section can be separated from the energy supply on the ground side by means of the first switch 40, so that at least one electrolytic capacitor can be protected. This variant shows a particularly cost-effective alternative to the embodiment according to Figure 4 Fig. 1.

[0068] It is to be understood that the exemplary embodiments set forth above are not exhaustive and do not limit the subject matter disclosed herein. In particular, it can be seen by those skilled in the art that features of different embodiments can be combined with one another and / or different features of the embodiments can be dispensed with without departing from the subject matter disclosed herein.

Claims

1. A control circuit (10) configured and set for use in an electric vehicle (50), the control circuit comprising: A first circuit segment (12) includes at least one electrolytic capacitor (14); A first power supply wire (16) is configured to supply power to the first circuit segment (12); A controllable first switch (19) in the first energy supply line (16), wherein the first switch (19) interrupts the first energy supply line (16) in the open state to prevent power supply to the at least one electrolytic capacitor (14); Second circuit section (20); The second power supply wire (26) is configured to supply power to the second circuit segment (20); A controllable second switch (30) in the second energy supply conductor (26), wherein the second switch (30) interrupts the second energy supply conductor (26) in the open state; and Another controllable first switch (40) is arranged on one side of at least one electrolytic capacitor (14) included in the first circuit segment (12), wherein the other controllable first switch (40) interrupts the first energy supply line in the open state to prevent power supply to the at least one electrolytic capacitor (14), wherein a switch control unit (36) is configured and set to control the switching states of the first switch (19), the other controllable first switch (40) and the second switch (30), wherein in a first control state, the first switch (19), the other controllable first switch (40) and the second switch (30) are all closed, and wherein in a second control state, the first switch (19) and the other controllable first switch (40) are open and the second switch (30) is closed, wherein the switch control unit (36) is also configured and set to determine the control state according to the functional requirements of the electric vehicle (50); The first circuit segment (12) is configured and set to power the engine controller (42), which is the main consumer of the electric vehicle (50), and the second circuit segment (20) is configured and set to power at least one auxiliary consumer of the electric vehicle (50).

2. The control circuit (10) according to claim 1 further includes a third circuit section, the third circuit section comprising: At least one electrolytic capacitor (14); A third power supply wire, the third power supply wire being configured to supply power to the third circuit segment; A controllable third switch, wherein the third switch, in the open state, interrupts the third energy supply wire to prevent power supply to the at least one electrolytic capacitor (14) in the third circuit segment, wherein The switch control unit (36) is configured and set to control the switching state of the third switch, wherein the third switch is closed in the first control state and open in the second control state.

3. The control circuit (10) according to claim 2, wherein the third circuit segment is configured and set to supply power to the parking brake control device (46) of the electric vehicle.

4. The control circuit (10) according to claim 1, wherein the additional switch (38) connects the first energy supply wire (16) to the second energy supply wire (26) in the closed state, and wherein the additional switch (38) is connected to the first energy supply wire (16) or the second energy supply wire (26) on the side of the first switch (19) or the second switch (30) facing the first circuit segment (12) or the second circuit segment (20).

5. The control circuit (10) according to claim 1, wherein the first energy supply wire (16) and the second energy supply wire (26) are configured and set to be powered by the same battery (18, 18a, 28).

6. The control circuit (10) according to claim 5, wherein the first energy supply wire (16) and the second energy supply wire (26) extend at least partially as a single wire on the side of the first switch (19) or the second switch (30) away from the first circuit segment (12) or the second circuit segment (20).

7. The control circuit (10) according to any one of claims 1 to 4, wherein the first energy supply wire (16) is configured and set to be applied with a first supply voltage, and the second energy supply wire (26) is configured and set to be applied with a second supply voltage.

8. The control circuit (10) according to claim 1, wherein the first circuit segment (12) and the second circuit segment (20) each comprise a ceramic capacitor (22).

9. The control circuit (10) according to claim 1, wherein the first control state is configured and set to represent the driving state of the electric vehicle (50), and wherein the second control state is configured and set to represent the charging state of the electric vehicle (50).

10. The control circuit (10) according to claim 1 or 2, wherein the other controllable first switch is arranged on the side of at least one electrolytic capacitor (14) included in the first circuit segment (12) away from the first switch (19).

11. The control circuit (10) according to claim 2, wherein the first energy supply wire and / or the second energy supply wire and / or the third energy supply wire are configured to be powered by an energy supply device (18, 28), wherein the respective energy supply wire is configured to be powered by the associated first energy supply device and / or second energy supply device and / or third energy supply device or current source.

12. A control method used in an electric vehicle (50), wherein the control method is implemented by means of a control circuit (10) according to any one of the preceding claims, and wherein the control method comprises at least the following steps: The control state is determined by the functional requirements of the electric vehicle (50). - Corresponding to the control state, the first switch (19) and the second switch (30) are operated by the switch control unit (36).

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