Control assembly for a high-voltage battery and method for operating a control assembly

Abstract

The invention relates to a control assembly for a high-voltage battery and to a method for operating a control assembly, in particular to a control assembly for a high-voltage battery in a motor vehicle, comprising at least a high-voltage battery and a control device for the high-voltage battery; wherein the high-voltage battery is connected via a switchable first electrical connection to an electrical intermediate circuit of the motor vehicle and via a switchable second electrical connection to the control device; wherein the control assembly has a switching assembly, by which the first connection and the second connection are switchable, so that in a first state of the switching assembly the high-voltage battery is connected to the intermediate circuit and the control device is connected to the high-voltage battery; wherein in a second state the high-voltage battery is separated from the intermediate circuit and in a third state the control device is separated from the high-voltage battery and connected to the intermediate circuit.

Description

Technical Field

[0001] This invention relates to a control assembly for a high-voltage battery and a method for operating the control assembly for the high-voltage battery. The control assembly and the high-voltage battery are particularly configured for use in motor vehicles and are preferably disposed therein. Background Technology

[0002] High-voltage batteries in motor vehicles with, for example, a 48-volt supply voltage are equipped with a control device (Battery Management System - BMS) that derives its voltage supply from the 48-volt supply voltage. This means that the BMS itself is powered by the battery cells of the high-voltage battery. The quiescent current absorption of the BMS is very low, so very long periods of rest are generally not a problem. However, if the specified duration is exceeded or a fault occurs in the 48-volt system, it can lead to discharge of the high-voltage battery.

[0003] If the high-voltage battery voltage falls below the defined limit, the battery cell suffers irreversible damage and the high-voltage battery breaks down. If the voltage drops further, the BMS can no longer be powered. In this case, communication with the vehicle is impossible via external service equipment (e.g., diagnostic testers) or via CAN (Controller Area Network, bus system).

[0004] This causes several problems. On the one hand, high-voltage batteries suffer irreversible damage, resulting in high repair costs. On the other hand, diagnosing internal faults in high-voltage batteries that may have already discharged is impractical. It is indistinguishable between deep discharge of a high-voltage battery and damage to control equipment (e.g., a damaged controller or CAN transceiver). This is because lithium-ion batteries, in particular, should be handled as hazardous materials, and specific regulations apply to the handling of these components. Furthermore, energy storage devices (batteries) are classified according to VDA guidelines for transportation and storage. A prerequisite for this is that the condition of the energy storage device must be determined, for which communication is necessary. If classification is not possible, then the energy storage device should be handled as damaged (critically), and special procedures should be implemented (transportation in standard packaging is no longer feasible, storage in sealed containers, etc.). This results in additional costs in some cases.

[0005] It is known that high-voltage batteries are implemented with isolation between the battery voltage and the voltage supply to the battery management system (BMS). This is necessary for safety reasons (the high voltage state of the high-voltage battery). This technique is particularly used in all known 48-volt batteries. The BMS is thus powered via a 12-volt voltage supply in the motor vehicle. The problem described at the beginning does not exist here.

[0006] The cost of isolation for different supply voltages increases the unit cost of the high-voltage battery. Furthermore, energy supply security is lower because high-voltage protection and the BMS are typically powered via a 12-volt supply, not the 48-volt supply from the high-voltage battery.

[0007] A multi-voltage battery device and onboard electrical grid for motor vehicles are known from DE 10 2017 222 544 A1.

[0008] DE 10 2014 201 059 A1 is intended to be a power supply circuit for redundant power supply of a battery controller. Summary of the Invention

[0009] The objective of this invention is to at least partially solve the problems listed in the prior art. In particular, a control assembly for high-voltage batteries should be provided, which on the one hand ensures high safety in energy supply for the control devices of the control assembly, and on the other hand reliably obtains the state of the high-voltage battery. Furthermore, a method for operating such a control assembly should be provided.

[0010] Features individually listed in the patent claims may be combined with each other in a technically meaningful manner and may be supplemented by facts set forth in the specification and / or details from the illustrations, which elucidate further embodiments of the invention.

[0011] A control assembly for a high-voltage battery in a motor vehicle is proposed. The high-voltage battery is particularly configured for use in a motor vehicle. The control assembly includes at least one high-voltage battery and a control device for the high-voltage battery. The high-voltage battery is connected to an intermediate electrical circuit of the motor vehicle via a switchable first electrical connection and to the control device via a switchable second electrical connection. The control assembly has a switching assembly that, through its switchable first and second connections, allows the high-voltage battery to be connected to the intermediate circuit and the control device to be connected to the high-voltage battery in a first state of the switching assembly. In a second state, the high-voltage battery is disconnected from the intermediate circuit (and the control device is further connected to the high-voltage battery), and in a third state, the control device is disconnected from the high-voltage battery and connected to the intermediate circuit.

[0012] The high-voltage battery is configured to provide a first supply voltage of at least 30 volts, particularly at least 40 volts, and preferably at least 45 volts. In particular, the first supply voltage is 48 volts.

[0013] When the high-voltage battery provides sufficient energy to power the control equipment, the control equipment is connected to the high-voltage battery in the control components to provide the electrical supply voltage. This specifically means that no additional battery is installed in the motor vehicle, and the control equipment is supplied with voltage via it.

[0014] On the one hand, high-voltage batteries are particularly connected to electrical ground. Such a conductor is called ground, which is associated with zero potential under normal circumstances, especially as a reference potential for all signals and operating / supply voltages of control components.

[0015] On the other hand, the high-voltage battery can be connected to an intermediate circuit or to a vehicle's consumables via a first connection, or, in the case where the control components are arranged in the vehicle, to the vehicle itself. The vehicle's consumables are thus electrically connected to the high-voltage battery via the first connection.

[0016] On one hand, the control device is specifically connected to ground. On the other hand, the control device is connected to the high-voltage battery via a second connection. The first connection can be disconnected by the control device or re-established if necessary. In this regard, the second switch, such as a bistable relay, is configured to be operable by the control device.

[0017] A bistable relay can occupy two different stable switching states in the absence of current.

[0018] In particular, the second switch can maintain the disconnection of the first connection even in the event of a supply voltage failure. This means that when the high-voltage battery cannot provide sufficient supply voltage, the second switch will disconnect the high-voltage battery from the intermediate circuit.

[0019] In particular, the first connection can be disconnected or re-established simply by means of a control device. In particular, the second switch is therefore operated solely by means of a control device.

[0020] The control component or switch component may be implemented such that it allows only exactly the three given states.

[0021] Specifically, the control device is connected to the high-voltage battery via a first transformer. A second supply voltage, lower than the first supply voltage, generated by the first transformer, is supplied to the first transformer and the intermediate circuit via the high-voltage battery. In the third state, the control device is connected to the intermediate circuit via the first transformer.

[0022] Specifically, in the first state of the switching assembly, the high-voltage battery is connected to the intermediate circuit and the control device is connected to the high-voltage battery. In the second state, the high-voltage battery is disconnected from the intermediate circuit and the control device is connected to the high-voltage battery. In the third state, the high-voltage battery is disconnected from both the intermediate circuit and the control device, and the control device is connected to the intermediate circuit.

[0023] The first transformer is specifically positioned between the high-voltage battery and the control equipment.

[0024] Specifically, the second supply voltage is up to 50% of the first supply voltage. Specifically, the second supply voltage is up to 20 volts, preferably up to 15 volts. Specifically, the second supply voltage is 12 volts.

[0025] Preferably, the second supply voltage is up to 10V, especially up to or exactly 5V or 3.3V.

[0026] Specifically, the switching assembly has a first switch, through which the control device can be connected either to the high-voltage battery or to the intermediate circuit. The second switch can, in particular, disconnect the intermediate circuit from the high-voltage battery, but does not disconnect the high-voltage battery from the control device.

[0027] Specifically, the first switch is a bistable relay, which can occupy two different stable switching states in the absence of current. Specifically, the first switch can disconnect the second connection via a high-voltage battery in the event of a supply voltage failure. Specifically, when the second connection is disconnected, the first switch connects the control device to the intermediate circuit.

[0028] In particular, the second connection can be re-established solely through the control device. In particular, the first switch is therefore operated solely through the control device.

[0029] The control device particularly includes a system-on-a-chip (SoC). Communication between the control components and the vehicle is particularly via the SoC, for example, via CAN. The SoC particularly features an LDO (low dropout) regulator. The LDO regulator can adjust the output voltage, especially when the output voltage is very similar to the input voltage. The microcontroller controlling the device via the LDO regulator can operate using a fourth supply voltage via a third connection.

[0030] Control devices include, in particular, microcontrollers. Microcontrollers can, in particular, operate using a fourth supply voltage. This fourth supply voltage is, in particular, up to 50% of the second supply voltage, for example, 3.3 volts or 5 volts.

[0031] Microcontrollers are core components of control devices, particularly controlling all processes within those devices. Specifically, the microcontroller connects to an analog front-end via a communication channel. The analog front-end obtains, in particular, the cell voltage, pack voltage, and pack current of the high-voltage battery.

[0032] The analog front-end, in particular, is a switching circuit that converts and processes analog signals into digital signals. Analog signals from a high-voltage battery are acquired via the analog front-end and transmitted as digital signals to the microcontroller.

[0033] The switching assembly is particularly operable via a microcontroller. In particular, the first connection and the second connection can be restored or controlled, or manipulated, by operating the second switch of the first connection and the first switch of the second connection, respectively, particularly independently of each other.

[0034] The current load state of a high-voltage battery can be obtained, particularly continuously, during operation via control devices or microcontrollers. This acquisition or retrieval can be performed using known methods, such as static voltage measurement and current integration, and / or via complex cell models.

[0035] The timing of when the load condition is below and / or above the limit value can be obtained, in particular, via a control device or microcontroller.

[0036] In particular, a warning can be transmitted to the vehicle, for example via CAN, when the vehicle leaves a load state region (SOC operating region; load state operating region) configured for normal operation of the high-voltage battery. Additionally or alternatively, fault logging can be performed, for example, in the control device, particularly in the non-volatile memory of the control device.

[0037] The control components ensure that the control device is connected to the high-voltage battery when there is sufficient energy supply. Here, the high-voltage battery can be disconnected from the intermediate circuit via the control device when its load condition falls below a first limit value.

[0038] Furthermore, the control components ensure that the control device is also disconnected from the high-voltage battery when the load condition is below the second limit value of the high-voltage battery. Here, the control device is connected to the intermediate circuit, so that the control device can be operated, for example, by a starter-generator, especially a belt-driven starter-generator, arranged in the intermediate circuit, using sufficient supply voltage.

[0039] Furthermore, a method for operating a control assembly for a high-voltage battery is proposed. The high-voltage battery is particularly configured for use in a motor vehicle. This method is particularly performed when the high-voltage battery is arranged in a motor vehicle. This method is specifically used to operate the described control assembly.

[0040] The control assembly includes at least one high-voltage battery and a control device for the high-voltage battery. The high-voltage battery is connected to an intermediate electrical circuit of the vehicle via a switchable first electrical connection and to the control device via a switchable second electrical connection. The control assembly has a switching component that, through its switchable first and second connections, allows the high-voltage battery to be connected to the intermediate circuit and the control device to be connected to the high-voltage battery in a first state of the switching component. In a second state, the high-voltage battery is disconnected from the intermediate circuit (and further connected to the control device), and in a third state, the control device is also disconnected from the high-voltage battery and connected to the intermediate circuit. The method, starting from the first state of the switching component, includes at least the following steps:

[0041] a) Obtain the current load state of the high-voltage battery through control equipment; and,

[0042] When the current load condition is below the limit value

[0043] b) Establish the third state.

[0044] The division of the above-described incomplete method steps into a) and b) should primarily serve only as distinction and does not mandate any order or relevance. The frequency of the method steps may also vary, for example, during system setup and / or operation. It is also possible to overlap the method steps at least partially in time with each other. Particularly preferably, method step a) occurs continuously. In particular, steps a) and b) are performed in the enumerated order.

[0045] Specifically, the following steps are performed before step b):

[0046] i. Perform step a) and,

[0047] When the current load condition is lower than the first limit value

[0048] ii. Establish the second state, and,

[0049] iii. Perform step a) and,

[0050] When the current load condition is below the second limit value

[0051] iv. Perform step b).

[0052] The first connection can be disconnected or re-established if necessary by a control device. A second switch, such as a bistable relay, is provided for this purpose, which can be operated by the control device.

[0053] In particular, the second switch can also maintain the disconnection of the first connection in the event of a supply voltage failure (fehlend, sometimes called loss). This means that when the high-voltage battery cannot provide sufficient supply voltage, the second switch will disconnect the high-voltage battery from the intermediate circuit.

[0054] In particular, the first connection can be disconnected or re-established simply by means of a control device. In particular, the second switch is therefore operated solely by means of a control device.

[0055] Specifically, the switching assembly has a first switch, through which the control device can be connected either to the high-voltage battery or to the intermediate circuit. Specifically, a second switch can disconnect the intermediate circuit from the high-voltage battery, but does not disconnect the high-voltage battery from the control device.

[0056] In particular, step a) is performed continuously at least until step b) is performed. In particular, steps i through iv are performed in the listed order.

[0057] In particular, the second limit value is lower than the first limit value. In particular, the method is carried out during the period of load state reduction of the high-voltage battery.

[0058] In particular, the high-voltage battery should be protected by this method.

[0059] In particular, step ii. disconnection of the first connection is carried out. This enables the first connection to be disconnected between the high-voltage battery and the intermediate circuit and, in particular, the consumables arranged in the motor vehicle, so that the high-voltage battery is no longer discharged via the motor vehicle.

[0060] The first limit value is particularly between 10% and 20% of the rated load condition (i.e., the rated load capacity of the high-voltage battery), preferably 15%. This applies to the common operating range of high-voltage batteries used in motor vehicles, particularly including load conditions between 30% and 100% of the rated load condition.

[0061] The second limit value is particularly less than 12% of the rated load condition, preferably 10%.

[0062] According to step ii, the high-voltage battery is only connected to the control device. The control device has significantly lower energy requirements compared to the vehicle. In particular, the vehicle is also connected to or can communicate with the control device, for example via CAN.

[0063] If the value falls below the second limit, the second connection is also disconnected, meaning the control device is also disconnected from the high-voltage battery. Therefore, according to step b), the consumer is no longer connected to the high-voltage battery.

[0064] Specifically, prior to step b), a status signal is set in the non-volatile memory of the control device. The status of the high-voltage battery is stored in the control device via the status signal, and this status can be read from the control device, for example, via a service plug or a service device external to the vehicle. Alternatively or additionally, the status signal can be transmitted to the central control unit via CAN. Even after a complete discharge and / or damage to the high-voltage battery, fault diagnosis of the high-voltage battery can be performed using the storage or transmission of the status signal.

[0065] According to step b), the control device is no longer supplied with voltage via the high-voltage battery, thus the high-voltage battery no longer discharges through the internal electronics of the control components. In particular, the high-voltage battery can therefore only self-discharge, with the self-discharge varying, for example, within a range of up to 2% per month under rated load conditions.

[0066] In particular, the control components ensure that the control device is disconnected from the high-voltage battery and connected to the intermediate circuit when the load condition is below the second limit value of the high-voltage battery. Specifically, the control device can therefore be operated, for example, by a starter-generator arranged in the intermediate circuit using sufficient supply voltage.

[0067] In particular, after step b) is performed and after the trial run of the vehicle, the intermediate circuit is loaded with a third supply voltage via the vehicle.

[0068] Test runs of a motor vehicle may include, for example, turning on the ignition system. In particular, this involves waking up the central control unit and confirming that the high-voltage battery is no longer communicating with the central control unit, for example, via CAN.

[0069] Specifically, the intermediate circuit is initialized by the central control unit to a pre-charged voltage value via a second transformer arranged in the intermediate circuit. The control device can then be loaded with a third supply voltage via a connection to the intermediate circuit. Specifically, the third supply voltage loads the first transformer, which then supplies the control device with a second supply voltage. The third supply voltage corresponds specifically to the first supply voltage in terms of voltage value.

[0070] Applying the supply voltage from the intermediate circuit to the control device enables communication between the control device and the central control unit to be restored. This allows information from the high-voltage battery to be transmitted to the central control unit.

[0071] A third supply voltage can be generated through the trial operation of a motor vehicle, such as running a starter-generator, especially a belt-driven starter-generator.

[0072] The second transformer, restored via communication between the control equipment and the central control unit, can be configured to regulate the third supply voltage, thereby adjusting the third supply voltage in the intermediate circuit to match the first supply voltage of the high-voltage battery. After compensation of the third and first supply voltages, the first connection can be closed again, thus connecting the high-voltage battery to the intermediate circuit.

[0073] Specifically, the switching assembly is operated by a control device, and the high-voltage battery and the intermediate circuit are connected via a first connection. Control commands for operating the switching assembly are therefore triggered, in particular, via the control device or a microcontroller.

[0074] In particular, the third supply voltage present in the intermediate circuit is adjusted to the first supply voltage of the high-voltage battery before the high-voltage battery is connected to the intermediate circuit.

[0075] In particular, after the first connection is established, the high-voltage battery is charged via an intermediate circuit.

[0076] In particular, the current load state can be deduced via the control device, for example, by means of the final stored state signal and taking into account the self-discharge of the high-voltage battery. When the control device determines that the load state is below the third limit value, the establishment of the first connection is prevented.

[0077] In particular, a value below the third limit indicates that the high-voltage battery is at least partially damaged, if necessary, irreversibly, thus preventing the establishment of the first connection. The status signals already stored in the control equipment enable the diagnosis of high-voltage battery faults.

[0078] The third limit value is, in particular, a maximum of 0.5% under rated load conditions, preferably 0%.

[0079] Specifically, according to step b), when the high-voltage battery reaches a load condition exceeding the fourth limit value, the control device and the high-voltage battery are reconnected via the second connection. When the high-voltage battery reaches a load condition sufficient to guarantee the supply of the first supply voltage to the control device, the second connection, i.e., the connection between the high-voltage battery and the control device, i.e., the first state, is thus re-established. The second connection is re-established, in particular, via the control device.

[0080] The first limit value is located between the third limit value and the second limit value, or between the second limit value and the first limit value.

[0081] On the one hand, this method or control component can protect the high-voltage battery from deep discharge because the high-voltage battery can be disconnected from all consumables, including the control equipment for the high-voltage battery, via the switching component. Furthermore, the high-voltage battery and control equipment can be automatically reactivated after this separation. This reactivation is performed via an intermediate circuit or during a trial run of the vehicle. Here, the control equipment is first reactivated, and the load state of the high-voltage battery is accessed or obtained. Only after this is the high-voltage battery connected to the intermediate circuit and charged if necessary. If a sufficient load state of the high-voltage battery is achieved, the control equipment can be reconnected to the high-voltage battery, thereby allowing the control equipment, in particular, to be loaded with a first supply voltage solely from the high-voltage battery.

[0082] In particular, the control equipment of the control components, and especially the central control unit, is designed, configured, or programmed to perform the described methods.

[0083] In addition, this method can also be implemented by a computer or using the processor of a control device.

[0084] Accordingly, a system for data processing is also proposed, which includes a processor that is matched / configured such that it performs the method or a part of the steps of the proposed method.

[0085] A computer-readable storage medium may be provided, comprising instructions that, when implemented, cause a computer / processor to perform at least a portion of the steps of the proposed method.

[0086] Implementations of this method are particularly transferable to control components or computer-implemented methods (i.e., computers or processors, systems for data processing, computer-readable storage media) and vice versa.

[0087] In particular, the high-voltage battery can also operate independently (i.e., in the absence of a motor vehicle or not installed in a motor vehicle), wherein the high-voltage battery or the proposed control components do not have an additional voltage supply or voltage source and / or do not have isolation between the supply voltage of the high-voltage battery and the supply voltage of the control equipment.

[0088] The use of indefinite articles ("a", "ein", "eine", "einer" and "eines"), especially in the patent claims and the descriptions that restate them, should be understood as such and not as numerals. Accordingly, the introduced terms or components should therefore be understood as existing at least once and, in particular, multiple times.

[0089] It should be noted, as a precaution, that the numerals used herein (“first,” “second,” ...) are primarily (only) used to distinguish multiple identical objects, sizes, or processes, and in particular, do not presuppose any relation or / or order between the objects, sizes, or processes. If such relation and / or order is necessary, it will be explicitly given herein or will become apparent to those skilled in the art when examining the specifically described design. A description of one of the parts may apply equally to all or a majority of those parts, provided that the part appears multiple times (“at least once”), but this is not mandatory. Attached Figure Description

[0090] The present invention and its technical field are further described below with the aid of the accompanying drawings. It should be noted that the invention should not be limited by the examples listed. In particular, unless otherwise clearly shown, it is also possible to extract certain aspects of the facts set forth in the drawings and combine them with other elements and knowledge derived from this specification. It should be particularly noted that the drawings and, in particular, the scale shown are merely illustrative. Herein:

[0091] Figure 1 Motor vehicles were displayed; and

[0092] Figure 2 The vehicle's control components are shown. Detailed Implementation

[0093] Figure 1 Motor vehicle 3 was displayed. Figure 2 The control component 1 of the motor vehicle 3 is shown. Figure 1 and Figure 2 They will be described together below.

[0094] Motor vehicle 3 includes a high-voltage battery 2 with control components 1, a belt-driven starter-generator 25, a second transformer 24, a 12-volt subgrid 27, and a central control unit 26. The high-voltage battery 2 and control components 1 are connected to the second transformer 24 and the belt-driven starter-generator 25 via an intermediate circuit 6. The high-voltage battery 2 can be charged via the belt-driven starter-generator 25 through the intermediate circuit. The high-voltage battery 2 is not connected to the 12-volt subgrid 27.

[0095] Control assembly 1 includes a high-voltage battery 2 and a control device 4 for the high-voltage battery 2. The high-voltage battery 2 is connected to an intermediate electrical circuit 6 of the vehicle 3 via a switchable first electrical connection 5 and to the control device 4 via a switchable second electrical connection 7. Control assembly 1 has a switch assembly 8, which is switchable via its first connection 5 and second connection 7, such that in a first state 9 of the switch assembly 8, the high-voltage battery 2 is connected to the intermediate circuit 6 and the control device 4 is connected to the high-voltage battery 2; in a second state 10, the high-voltage battery 2 is disconnected from the intermediate circuit 6; and in a third state 11, the control device 4 is disconnected from the high-voltage battery 2 and connected to the intermediate circuit 6.

[0096] The control device 4 is connected to the high-voltage battery 2 in the control assembly 1 to provide a first supply voltage 13 when the high-voltage battery 2 can provide sufficient energy to drive the control device 4. This means that no additional battery is provided in the vehicle 3, and the supply voltage is supplied via its control device 4.

[0097] On one hand, the high-voltage battery 2 is connected to ground 30. On the other hand, the high-voltage battery 2 can be connected to the intermediate circuit 6 or to the consumables of the vehicle 3 via the first connection 5. The consumables of the vehicle 3 are therefore electrically connected to the high-voltage battery 2 via the first connection 5.

[0098] On one hand, control device 4 is connected to ground 30. On the other hand, control device 4 is connected to high-voltage battery 2 via second connection 7. First connection 5 can be disconnected by control device 4 or re-established if necessary. The second switch 36, such as a bistable relay, is configured to be operable via control command 23 from control device 4.

[0099] The second switch 36 can also maintain the disconnection of the first connection 5 in the event of a failure of the first supply voltage 13. This means that when the high-voltage battery 2 cannot provide sufficient first supply voltage 13, the second switch 36 will disconnect the high-voltage battery 2 from the intermediate circuit 6.

[0100] The first connection 5 can be disconnected or re-established simply by control device 4. The second switch 36 is therefore operated solely by control device 4.

[0101] Control device 4 is connected to high-voltage battery 2 via first transformer 12. The second supply voltage 14 generated by first transformer 12 is lower than the first supply voltage 13, which is supplied to first transformer 12 and intermediate circuit 6 via high-voltage battery 2. In third state 11, control device 4 is connected to intermediate circuit 6 via first transformer 12.

[0102] The first transformer 12 is arranged between the high-voltage battery 2 and the control device 4.

[0103] The switching assembly 8 has a first switch 15, which, through its control device 4, can be connected to either the high-voltage battery 2 or the intermediate circuit 6. A second switch 36 can disconnect the intermediate circuit 6 from the high-voltage battery 2, but not the high-voltage battery 2 from the control device 4.

[0104] The first switch 15 can disconnect the second connection 7 via the high-voltage battery 2 in the event of a failure of the first supply voltage 13. Therefore, when the second connection 7 is disconnected, the first switch 15 connects the control device 4 to the intermediate circuit 6.

[0105] The second connection 7 can be re-established solely through the control device 4. The first switch 15 is therefore operated solely through the control device 4 via control command 23.

[0106] Control device 4 includes a system-on-chip 29. Communication between control component 1 and vehicle 3 is via CAN 34 through system-on-chip 29. System-on-chip 29 has an LDO (low dropout) regulator. The LDO regulator adjusts the output voltage when the output voltage is very similar to the input voltage. The microcontroller 32 controlling device 4 via the LDO regulator can operate using a fourth supply voltage 35 via a third connection 33.

[0107] The microcontroller 32 is the core component of the control device 4 and controls all processes within the control device 4. The microcontroller 32 is connected to the analog front-end 31 via a communication channel. The analog front-end 31 obtains the cell voltage, pack voltage, and pack current of the high-voltage battery 2.

[0108] The switch assembly 8 can be operated via the microcontroller 32. Thus, the first connection 5 and the second connection 7 can be restored, in particular, independently of each other, by operating the second switch 36 or the first switch 15, thereby allowing the operation or manipulation of the second switch 36 that switches the first connection 5 and the first switch 15 that switches the second connection 7.

[0109] The current load state 16 of the high-voltage battery 2 can be continuously obtained during operation via control device 4 or microcontroller 32. This acquisition or retrieval can be performed by known methods, such as static voltage measurement and current integration and / or via a complex cell model.

[0110] In particular, it can be obtained via control device 4 or microcontroller 32 when the load condition 16 is below and / or above the limit values ​​17, 18, 22, 28.

[0111] The control device 4 can transmit a warning to the vehicle 3, for example via CAN 34, when leaving the load state region (SOC operating region; load state operating region) set up for normal operation of the high-voltage battery 2. Additional or alternative fault logging can be performed, for example, in the control device 4, such as in the non-volatile memory 19 of the control device 4.

[0112] Control component 1 ensures that control device 4 is connected to high-voltage battery 2 when there is sufficient energy supply. Here, high-voltage battery 2 can be disconnected from intermediate circuit 6 via control device 4 when the load state 16 of high-voltage battery 2 is below the first limit value 17.

[0113] Furthermore, control component 1 ensures that control device 4 is also disconnected from high-voltage battery 2 when the load state 16 is below the second limit value 18 of high-voltage battery 2. Here, control device 4 is connected to intermediate circuit 6, so that control device 4 can be operated, for example, by starter-generator 25 arranged in intermediate circuit 6 using sufficient third supply voltage 21.

[0114] According to step a), starting from the first state 9 of the switch assembly 8, the current load state 16 of the high-voltage battery 2 is obtained through the control device 4; and according to step b), when the current load state 16 is lower than the second limit value 18, the third state 11 is established.

[0115] Here, the following steps are performed: before step b) and according to step i. step a) is executed, and according to step ii. when the current load state 16 is lower than the first limit value 17, the second state 10 is established, and according to step iii. step a) is executed, and according to step iv. when the current load state 16 is lower than the second limit value 18, step b) is executed.

[0116] The second limit value 18 is lower than the first limit value 17. The method is performed during the decrease in load state 16 of the high-voltage battery 2. By this method, the high-voltage battery 2 should be protected from deep discharge.

[0117] According to step ii., the separation of the first connection 5 is carried out. This achieves the disconnection of the first connection 5 between the high-voltage battery 2 and the intermediate circuit 6 and the consumable arranged in the vehicle 3, so that the high-voltage battery 2 is no longer discharged via the vehicle 3.

[0118] According to step ii, the high-voltage battery 2 is only connected to the control device 4. The control device 4 has significantly lower energy requirements than the vehicle 3. The vehicle 3 is also connected to or can communicate with the control device 4, for example, via CAN 34.

[0119] If the value falls below the second limit of 18, then the second connection 7 is also disconnected, meaning the control device 4 is also disconnected from the high-voltage battery 2. Therefore, according to step b), the consumer is no longer connected to the high-voltage battery 2.

[0120] Prior to step b), a status signal 20 is set in the non-volatile memory 19 of the control device 4. The status of the high-voltage battery 2 is stored in the control device 4 via the status signal 20, and this status can be read from the control device 4, for example, via a service plug or a service device external to the vehicle. Alternatively or additionally, the status signal 20 can be transmitted to the central control unit 26 via CAN 34. Even after the high-voltage battery 2 has been completely discharged and / or damaged, fault diagnosis of the high-voltage battery 2 can be performed using the storage or transmission of the status signal 20.

[0121] According to step b), the control device 4 is no longer supplied with voltage via the high-voltage battery 2, so the high-voltage battery 2 no longer discharges through the internal electronics of the control component 1. The high-voltage battery 2 can therefore only self-discharge, wherein the self-discharge varies, for example, within a range of up to 2% of the rated load per month.

[0122] Control component 1 ensures that control device 4 is disconnected from high-voltage battery 2 and connected to intermediate circuit 6 when the load condition 16 is below the second limit value 18 of high-voltage battery 2. Control device 4 can therefore be operated by starter-generator 25 arranged in intermediate circuit 6 using sufficient third supply voltage 21.

[0123] After step b) is performed and after the trial run of vehicle 3, intermediate circuit 6 is loaded via vehicle 3 with third supply voltage 21.

[0124] The trial run of vehicle 3 includes turning on the ignition. Here, the central control unit 26 is activated and it is confirmed that the high-voltage battery 2 no longer communicates with the central control unit 26, for example, via CAN 34.

[0125] If the control unit 26 ensures that communication is not in progress, then the intermediate circuit 6 can be pre-charged to a defined voltage value via the second transformer 24 arranged in the intermediate circuit 6. The control device 4, connected to the intermediate circuit 6 control assembly 1, can then be loaded with a third supply voltage 21. The third supply voltage 21 loads the first transformer 12, which in turn loads the control device 4 with a second supply voltage 14. The third supply voltage 21 corresponds to the first supply voltage 13 in terms of voltage value.

[0126] Applying a third supply voltage 21 from the intermediate circuit 6 to the control device 4 enables communication between the control device 4 and the central control unit 26 to be restored. Thus, information from the high-voltage battery 2 can be transmitted to the central control unit 26.

[0127] The second transformer 24, which restores communication with the central control unit 26 via the control device 4, can be configured to regulate the third supply voltage 21, thereby adjusting the third supply voltage 21 to the first supply voltage 13 of the high-voltage battery 2 in the intermediate circuit 6. After compensation of the third supply voltage 21 and the first supply voltage 13, the first connection 5 can be closed again, thereby connecting the high-voltage battery 2 to the intermediate circuit 6.

[0128] The switch assembly 8 is operated by the control device 4, and the high-voltage battery 2 is connected to the intermediate circuit 6 via the first connection 5. The control command 23 for operating the switch assembly 8 is therefore triggered via the control device 4 or the microcontroller 32.

[0129] The third supply voltage 21 present in the intermediate circuit 6 is adjusted to the first supply voltage 13 of the high-voltage battery 2 before the high-voltage battery 2 is connected to the intermediate circuit 6. After the first connection 5 is established, the charging of the high-voltage battery 2 is carried out via the intermediate circuit 6.

[0130] The current load state 16 can be derived via control device 4, for example, by means of the final stored state signal 20 and taking into account the self-discharge of the high-voltage battery 2. When control device 4 determines that the load state 16 is below the third limit value 22, the establishment of the first connection 5 is prevented.

[0131] A value below the third limit 22 indicates that the high-voltage battery 2 is at least partially damaged, and if necessary, irreversibly, thus preventing the establishment of the first connection 5. The status signal 20, specifically stored in the control device 4, enables the diagnosis of faults in the high-voltage battery 2.

[0132] According to step b), when the high-voltage battery 2 reaches a load state 16 exceeding the fourth limit value 28, the control device 4 and the high-voltage battery 2 are reconnected via the second connection 4. When the high-voltage battery 2 reaches a load state 16 sufficient to guarantee the supply of the first supply voltage 13 to the control device 4, the second connection 7, i.e., the connection between the high-voltage battery 2 and the control device 4, i.e., the first state 9, is thus re-established. The second connection 7 is re-established through the control device 4.

[0133] Reference Symbol List

[0134] 1 Control Components

[0135] 2. High-voltage battery

[0136] 3 Motor vehicles

[0137] 4. Control equipment

[0138] 5 First Connection

[0139] 6. Intermediate circuit

[0140] 7 Second Connection

[0141] 8 Switching components

[0142] 9 First State

[0143] 10 Second State

[0144] 11 Third State

[0145] 12 First Transformer

[0146] 13 First Supply Voltage

[0147] 14 Second Supply Voltage

[0148] 15 First Switch

[0149] 16 Load Condition

[0150] 17 First Limit Value

[0151] 18 Second limit value

[0152] 19. Memory

[0153] 20 Status Signals

[0154] 21 Third supply voltage

[0155] 22 Third Limit Value

[0156] 23 Control Commands

[0157] 24 Second Transformer

[0158] 25 Belt-Starter-Generator

[0159] 26 Control Unit

[0160] 27 Sub-grids

[0161] 28 Fourth Limit Value

[0162] 29 System-Fundamentals-Chip

[0163] 30 Grounding

[0164] 31 Simulation - Front End

[0165] 32 microcontrollers

[0166] 33 Third Connection

[0167] 34 CAN

[0168] 35 Fourth supply voltage

[0169] 36 Second Switch

Claims

1. A control assembly (1) for a high-voltage battery (2) in a motor vehicle (3), comprising at least a high-voltage battery (2) and a control device (4) for the high-voltage battery (2); wherein no other battery is provided in the motor vehicle (3), and the control device (4) can supply voltage; wherein the high-voltage battery (2) is connected to an intermediate electrical circuit (6) of the motor vehicle (3) via a switchable first electrical connection (5) and to the control device (4) via a switchable second electrical connection (7); wherein the control assembly (1) has a switch assembly (8) that can switch the first connection (5) and the second connection (7) to a first state of the switch assembly (8). In state (9), the high-voltage battery (2) is connected to the intermediate circuit (6) and the control device (4) is connected to the high-voltage battery (2); in state (10), the high-voltage battery (2) is separated from the intermediate circuit (6) and the control device (4) is connected to the high-voltage battery (2) and separated from the intermediate circuit (6); and in state (11), the high-voltage battery (2) is separated from the intermediate circuit (6) and the control device (4) and the control device (4) is connected to the intermediate circuit (6), wherein the switching assembly (8) has a first switch (15) through which the control device (4) can be connected either to the high-voltage battery (2) or to the intermediate circuit (6), wherein, After the establishment of the third state (11) and after the trial run of the motor vehicle (3), the intermediate circuit (6) is loaded with a third supply voltage (21) via the motor vehicle (3) to supply power to the control device (4).

2. The control component (1) according to claim 1, characterized in that, The control device (4) is connected to the high-voltage battery (2) via the first transformer (12), wherein the second supply voltage (14) generated by the first transformer (12) is lower than the first supply voltage (13), which is provided by the high-voltage battery (2) to the first transformer (12) and the intermediate circuit (6); wherein in the third state (11), the control device (4) is connected to the intermediate circuit (6) via the first transformer (12).

3. A method for operating a control assembly (1) for a high-voltage battery (2) in a motor vehicle (3), wherein, The control component (1) includes at least a high-voltage battery (2) and a control device (4) for the high-voltage battery (2); wherein no other battery is provided in the vehicle (3), and the control device (4) can supply voltage; wherein the high-voltage battery (2) is connected to the intermediate electrical circuit (6) of the vehicle (3) via a switchable first electrical connection (5) and to the control device (4) via a switchable second electrical connection (7); wherein the control component (1) has a switch assembly (8) that can switch the first connection (5) and the second connection (7), such that in a first state (9) of the switch assembly (8), the high-voltage battery (2) is connected to the intermediate circuit (6) and the control device (4) is connected to the control device (4). The control device (4) is connected to the high-voltage battery (2); wherein in the second state (10), the high-voltage battery (2) is separated from the intermediate circuit (6) and the control device (4) is connected to the high-voltage battery (2) and separated from the intermediate circuit (6), and in the third state (11), the high-voltage battery (2) is separated from the intermediate circuit (6) and the control device (4) and the control device (4) is connected to the intermediate circuit (6); wherein the switching assembly (8) has a first switch (15) through which the control device (4) can be connected either to the high-voltage battery (2) or to the intermediate circuit (6), wherein the method, starting from the first state (9) of the switching assembly (8), includes at least the following steps: a) Obtain the current load state (16) of the high-voltage battery (2) through the control device (4); When the current load state (16) is lower than the limit values ​​(17, 18) b) Establish the third state (11); and c) After step b) is performed and after the trial run of the motor vehicle (3), the intermediate circuit (6) is loaded with a third supply voltage (21) via the motor vehicle (3) to supply power to the control device (4).

4. The method according to claim 3, characterized in that, Perform the following steps before step b): i. Perform step a) and, When the current load state (16) is lower than the first limit value (17) ii. Establish the second state (10), and iii. Perform step a) and, When the current load state (16) is lower than the second limit value (18) iv. Perform step b).

5. The method according to any one of claims 3 and 4, characterized in that, Before step b), a status signal (20) is set in the non-volatile memory (19) of the control device (4).

6. The method according to claim 3, characterized in that, The switching assembly (8) is operated via the control device (4) and the high-voltage battery (2) is connected to the intermediate circuit (6) via the first connection (5).

7. The method according to claim 6, characterized in that, The third supply voltage (21) present in the intermediate circuit (6) is adjusted to the first supply voltage (13) of the high voltage battery (2) before the high voltage battery (2) is connected to the intermediate circuit (6).

8. The method according to any one of claims 6 and 7, characterized in that, According to step b), when the high-voltage battery (2) reaches a load state (16) exceeding the third limit value (22), the control device (4) and the high-voltage battery (2) are reconnected via the second connection (7).

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