Battery system for electric vehicles with electronic energy transfer device

Abstract

The invention relates to a battery system for an electrically driven vehicle, comprising a first battery connectable to a first electric drive, a redundant second battery connectable to a redundant second electric drive, and an electronic energy transfer device with a first input connection, a second input connection and an output connection, wherein the first input connection is electrically connected to the first battery, wherein the second input connection is electrically connected to the second battery, and wherein the output connection is electrically connectable to an electric auxiliary aggregate, wherein the electronic energy transfer device is configured to electrically connect the output connection to the first input connection or to the second input connection, respectively, in order to supply the electric auxiliary aggregate with electrical energy from the first battery or from the second battery, respectively.

Description

Technical Field

[0001] The present invention relates to a redundant battery system for an electric vehicle with an electronic energy conversion device, and a method for redundantly supplying electric energy from the battery system of the electric vehicle to an electric auxiliary unit of the electric vehicle for driving the electric auxiliary unit. In particular, the present invention relates to an electronic high-voltage contactor for use with the electronic energy conversion device. Background Art

[0002] Starting with Level 3 of automated driving, traction is crucial for both availability and safety. The safety concept is based on splitting the traction battery into two 400V batteries and providing two redundant electric drive motors (one at the front and one at the rear). This presents two problems: 1. When fuses are used for the auxiliary train circuit, in the event of a fault, the inertia of the fuses can cause a negative impact on the availability-relevant onboard traction system, which could result in a battery overcurrent trip. 2. If the auxiliary train is supplied via one of the 400V batteries, this results in asymmetrical battery loading. This asymmetrical discharge limits the redundancy concept and, therefore, the range. Summary of the Invention

[0003] The object of the present invention is to achieve an improved safety concept for automated driving, in particular also satisfying safety concepts of levels 3 and 4 in automated driving.

[0004] This technical problem is solved by an object having the features according to the independent claim. Advantageous embodiments are the subject matter of the dependent claims, the description and the drawings.

[0005] The present invention is based on the idea of ​​replacing fuses and contactors for auxiliary units of electric vehicles, in particular comfort auxiliary units such as air conditioning compressors, with electronic high-voltage contactors based on HV (high voltage) MOSFETs or IGBTs. In the event of a fault, this enables a fast, reaction-free disconnection. In addition, the auxiliary units are connected to two batteries (e.g., 400V batteries) using two electronic high-voltage switches connected as energy switching devices. This energy switching device allows uninterrupted switching from one battery to the other (while driving). Active symmetry of the batteries is thus achieved through load switching.

[0006] Furthermore, two batteries (e.g., implemented as 400V batteries) can be connected in series to form a single battery (e.g., an 800V battery) by switching the battery packs for high-power charging. High-current charging (e.g., at 400V) is also inherently possible at existing charging stations. Furthermore, existing auxiliary components (e.g., 400V auxiliary components) such as power steering, air conditioning compressors, and heating systems can still be used.

[0007] Compared to mechanical contactors—which have long and unpredictable opening dead time control and are therefore unsuitable for the safety concept required here—the electronic energy switching device disclosed here allows for almost instantaneous disconnection, i.e., without significant dead time. Furthermore, the high number of switching cycles of mechanical contactors is not feasible. Wear sets in after a short time, requiring maintenance and thus making autonomous driving inefficient.

[0008] According to a first aspect of the present invention, this technical problem is achieved by a battery system for an electric vehicle, wherein the battery system comprises: a first battery connectable to a first electric drive so as to supply electrical energy to the first electric drive to drive the electric vehicle; a redundant second battery connectable to a redundant second electric drive so as to supply electrical energy to the second electric drive to drive the electric vehicle; and an electronic energy transfer device having a first input connection terminal, a second input connection terminal, and an output connection terminal, wherein the first input connection terminal is electrically connected to the first battery, wherein the second input connection terminal is electrically connected to the second battery, and wherein the output connection terminal is electrically connectable to an electric auxiliary unit of the electric vehicle so as to supply electrical energy to the electric auxiliary unit to drive the electric auxiliary unit, wherein the electronic energy transfer device is configured to electrically connect the output connection terminal to the first input connection terminal or the second input connection terminal according to selection so as to supply electrical energy to the electric auxiliary unit from the first battery or the second battery accordingly.

[0009] The resulting technical advantage is that the electronic energy switching device allows uninterrupted switching from one battery to the other during driving. This allows for active battery balancing by switching the loads. This enables rapid, reaction-free disconnection in the event of a fault.

[0010] According to an exemplary embodiment of the battery system, the battery system is designed with redundancy corresponding to safety level C or D of the ASIL (Automotive Safety Integrity Level) standard.

[0011] The technical advantage achieved thereby is that an improved safety concept for automated driving can be ensured with this battery system, which also satisfies levels 3 and 4 of automated driving.

[0012] According to an exemplary embodiment of the battery system, the electronic energy transfer device includes: a first pair of electronic switches connected between a first input connection and an output connection; and a second pair of electronic switches connected between a second input connection and an output connection.

[0013] By implementing the energy switching device as an electronic energy switching device—that is, one based on electronic components such as semiconductor switches—rapid, reaction-free disconnection can be ensured, preventing adverse effects on other systems within the vehicle in the event of a fault. Conventional solutions, on the other hand, use fuses to provide protection against short circuits or overcurrents. However, these are very slow and require high triggering currents. This current can cause significant voltage drops in the battery and wiring paths, which can negatively impact other, often safety-related, functions.

[0014] According to an exemplary embodiment of the battery system, the first pair of electronic switches includes two bidirectional high-voltage MOSFETs or IGBTs connected in series, which are cut off in opposite directions respectively; and the second pair of electronic switches includes two bidirectional high-voltage MOSFETs or IGBTs connected in series, which are cut off in opposite directions respectively.

[0015] The bidirectional design offers the following advantages: the independence of the two memories maintains the same ASIL rating. In a bidirectional design, the two MOSFETs (IGBTs) can be turned off independently, thus reducing ASIL requirements. Furthermore, compensating currents when both branches are turned on simultaneously are avoided.

[0016] According to an exemplary embodiment of the battery system, the first electronic switch in the first pair of electronic switches is designed to cut off the flow of current in a direction from the first battery to the electric auxiliary unit in response to a first switching signal; wherein the second electronic switch in the first pair of electronic switches is designed to cut off the flow of current in a direction from the electric auxiliary unit to the first battery in response to a second switching signal; wherein the first electronic switch in the second pair of electronic switches is designed to cut off the flow of current in a direction from the second battery to the electric auxiliary unit in response to a third switching signal; and wherein the second electronic switch in the second pair of electronic switches is designed to cut off the flow of current in a direction from the electric auxiliary unit to the second battery in response to a fourth switching signal.

[0017] The advantage achieved by this is that both electronic switches can be turned off and on, respectively. This allows ASIL Level 3 and 4 requirements to be met. Furthermore, compensating currents are avoided when both branches are turned on simultaneously.

[0018] According to an exemplary embodiment of the battery system, the electronic energy transfer device further includes: a second output connection terminal, which can be electrically connected to a second electric auxiliary unit of the electric vehicle to supply electric energy to the second electric auxiliary unit to drive the second electric auxiliary unit.

[0019] This results in the advantage that two (or more auxiliary units) can be supplied with electrical energy according to the safety concept proposed here.

[0020] According to an exemplary embodiment of the battery system, the electronic energy transfer device further comprises: a further first pair of electronic switches connected between the first input connection and the second output connection; and a further second pair of electronic switches connected between the second input connection and the second output connection.

[0021] Even when using multiple auxiliary units, faulty modules are disconnected quickly and without adverse reactions.

[0022] According to an exemplary embodiment of the battery system, the battery system also includes: a first high-voltage contactor connected between the first input connection terminal of the electronic energy transfer device and the drive side connection terminal of the first battery, wherein the first high-voltage contactor is designed to separate the first input connection terminal of the electronic energy transfer device from the drive side connection terminal of the first battery in response to a first disconnection signal; and a second high-voltage contactor connected between the second input connection terminal of the electronic energy transfer device and the drive side connection terminal of the second battery, wherein the second high-voltage contactor is designed to separate the second input connection terminal of the electronic energy transfer device from the drive side connection terminal of the second battery in response to a second disconnection signal.

[0023] According to an exemplary embodiment of the battery system, the first input terminal of the electronic energy conversion device is electrically connected to a first driver-side electrode, in particular a positive driver-side electrode, of the first battery and a first driver-side electrode, in particular a positive driver-side electrode, of the second battery.

[0024] According to an exemplary embodiment of the battery system, the output terminal of the electronic energy conversion device can be electrically connected to a second electrode of the first battery or the second battery, in particular a drive-side or grid-side negative electrode, via an electrical auxiliary unit.

[0025] According to an exemplary embodiment of the battery system, the battery system further includes: a third high-voltage contactor connected between the first grid-side electrode of the first battery and the charging socket, wherein the third high-voltage contactor is designed to disconnect the first grid-side electrode of the first battery from the charging socket in response to a third disconnection signal; and a fourth high-voltage contactor connected between the second grid-side electrode of the second battery and the charging socket, wherein the fourth high-voltage contactor is designed to disconnect the second grid-side electrode of the second battery from the charging socket in response to a fourth disconnection signal.

[0026] According to an exemplary embodiment of the battery system, the battery system further includes: a fifth high-voltage contactor connected between the first grid-side electrode of the first battery and the first grid-side electrode of the second battery, wherein the fifth high-voltage contactor is designed to separate the first grid-side electrode of the first battery from the first grid-side electrode of the second battery in response to a fifth disconnection signal.

[0027] According to an exemplary embodiment of the battery system, the second grid-side electrode of the first battery is electrically connected to the second grid-side electrode of the second battery.

[0028] According to an exemplary embodiment of the battery system, the electronic energy switching device is designed to switch the electric auxiliary unit from the first battery to the second battery without interruption.

[0029] According to a second aspect, the present invention relates to a method for supplying electric energy to an electric auxiliary unit of an electric vehicle from a battery system of an electric vehicle for driving the electric auxiliary unit, wherein the battery system comprises the following components: a first battery (Bat1) connectable to a first electric drive (M1) for supplying electric energy to the first electric drive (M1) for driving the electric vehicle; a redundant second battery (Bat2) connectable to a redundant second electric drive (M2) for supplying electric energy to the second electric drive (M2) for driving the electric vehicle; and a configurable electronic energy conversion device having a first input connection end, a second input connection end, and a second input connection end. An input connection terminal and an output connection terminal, wherein the first input connection terminal is electrically connected to a first battery (Bat1), wherein the second input connection terminal is electrically connected to a second battery (Bat2), and wherein the output connection terminal is electrically connected to an electric auxiliary unit of an electric vehicle so as to supply electric energy to the electric auxiliary unit to drive the electric auxiliary unit, wherein the method comprises: configuring an electronic energy transfer device to electrically connect the output connection terminal to the first input connection terminal so as to supply electric energy to the electric auxiliary unit from the first battery; and reconfiguring the electronic energy transfer device according to selection to electrically connect the output connection terminal to the second input connection terminal so as to supply electric energy to the electric auxiliary unit from the second battery.

[0030] The technical advantage of this approach is that the electronic energy switching device allows uninterrupted switching from one battery to the other during driving. This actively balances the batteries by switching the loads. This allows for rapid, reaction-free disconnection in the event of a fault.

[0031] The method may be executed, for example, on a control unit, such as a vehicle control unit or a battery control unit.

[0032] According to a third aspect of the present invention, the technical problem of the present invention is achieved by a computer program with a program code for executing the method according to the second aspect when the program program is run on a computer or a processor.

[0033] The computer program may be implemented, for example, on a controller, such as a vehicle controller or a battery controller. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The present invention will be described in detail below based on the embodiments and the accompanying drawings.

[0035] Figure 1 In the simplified illustration, a schematic representation of a conventional high-voltage traction onboard electrical system is shown;

[0036] Figure 2 A schematic diagram showing the implementation of a safety concept for automated driving with redundancy of power supplies and drives;

[0037] Figure 3 A schematic diagram showing an arrangement according to the invention with a high-voltage energy conversion device;

[0038] Figure 4 A schematic diagram showing an arrangement according to the invention with a high-voltage energy switching device for alternately supplying power to a compressor via two batteries; and

[0039] Figure 5 A schematic diagram 500 shows a method according to the present invention for supplying power to an electrical auxiliary unit.

[0040] In the detailed description that follows, reference is made to the accompanying drawings that form a part of the description, and in which specific embodiments in which the present invention may be implemented are shown by way of illustration. It goes without saying that other embodiments may also be used and structural or logical changes may be made without departing from the concept of the present invention. Therefore, the following detailed description should not be regarded as limiting. Furthermore, it goes without saying that, unless otherwise specifically stated, the features of the various exemplary embodiments described herein may be combined with each other.

[0041] Aspects and embodiments have been described with reference to the accompanying drawings, in which identical reference numerals generally refer to identical elements. In the following description, for the purpose of explanation, a large amount of specific details are set forth to provide a thorough understanding of one or more aspects of the present invention. However, it will be apparent to those skilled in the art that one or more aspects or embodiments can be put into practice with the specific details to a lesser extent. In other cases, known structures and elements are shown in the form of schematic diagrams for the ease of describing one or more aspects or embodiments. It goes without saying that other embodiments may be used without departing from the concept of the present invention, and structural or logical changes may be made. DETAILED DESCRIPTION

[0042] Figure 1 In the simplified illustration, a schematic representation of a conventional high-voltage traction onboard electrical system 100 is shown.

[0043] Battery 110, for example a 400V battery, can be connected to drive motor 101 via switches 111 and 112 and power electronics 113 to drive the electric vehicle. A connection to auxiliary units 140 branches off from the positive terminal of battery 110 to supply them with power from battery 110. Battery 110 can be connected to a DC charging socket 130 via further switches 114 and 124 for charging.

[0044] This configuration is not suitable for automated driving because redundancy is not possible. In particular, it cannot achieve ASIL C or D safety levels for traction unit availability, as many single points of failure could lead to traction unit failure.

[0045] Automotive Safety Integrity Level (ASIL) is a risk classification scheme defined in the ISO 26262 standard – Functional safety of road vehicles. It is an adaptation of the Safety Integrity Level (SIL) used in the automotive industry in IEC 61508. This classification helps define the safety requirements required for compliance with ISO 26262. ASILs are created through a risk analysis of potential hazards, taking into account the severity, exposure, and controllability of vehicle operational scenarios. Safety goals for these hazards are then assigned an ASIL requirement.

[0046] Four ASIL levels are defined by the standard: ASIL A, ASIL B, ASIL C, and ASIL D. ASIL D specifies the highest integrity requirements for products, while ASIL A specifies the lowest integrity requirements.

[0047] Figure 2 A schematic illustration of the implementation of a safety concept for automated driving with redundancy of the power supply and drives is shown.

[0048] Two drive motors 101 , 102 and two batteries 110 , 120 are provided in the onboard electrical system or battery system in order to implement a safety concept with redundant power supplies 110 , 120 and drives 101 , 102 .

[0049] First battery 110, embodied as a 400V battery, for example, can be connected to first drive motor 101 via switches 111 and 112 and power electronics 113 to drive the electric vehicle. A connection to auxiliary unit 140 branches off from the positive pole of first battery 110 to supply auxiliary unit 140 with electrical energy from first battery 110. First battery 110 can be connected to DC charging socket 130 via further switches 114, 124, and 125 for charging.

[0050] A second battery 120, for example, implemented as a 400V battery, is provided as a redundant battery. Second battery 120 can be connected to second drive motor 102 via switches 121 and 122 and power electronics 123 to drive the electric vehicle. Second battery 120 can be connected to DC charging socket 130 via switches 124, 125, and 114 for charging.

[0051] The auxiliary unit 140 can be, for example, a compressor for the air conditioner of the battery. For a short-term transition into a safe state, this is not a matter of safety (thermal inertia of the battery). However, for this function, it makes sense to maintain the power supply of this device even if the battery must be disconnected or discharged. In addition, in this design, the auxiliary unit 140 is a load on the battery (an asymmetric load). For the reasons mentioned, it is desirable to be able to switch the power supply of the auxiliary unit 140 between the power sources, i.e. the batteries 101, 102. Such a solution is Figure 1 Given in.

[0052] According to the prior art, two battery solutions for redundant traction power supply are known, which have two compressors for the first battery and the second battery respectively. The dual design of the compressor is necessary here because it is not possible to switch from one battery to the other.

[0053] Figure 3 A schematic diagram of an arrangement 300 according to the invention is shown with a high-voltage energy switching device 310. The energy switching device can consist of a pair of bidirectional high-voltage MOSFETs or IGBTs.

[0054] exist Figure 3 The battery system 300 for an electric vehicle shown in the figure includes the following components: a first battery 110 that can be connected to a first electric drive 101 to supply electrical energy to the first electric drive 101 for driving the electric vehicle; a redundant second battery 120 that can be connected to a redundant second electric drive 102 to supply electrical energy to the second electric drive 102 for driving the electric vehicle; and an electronic energy transfer device 310.

[0055] In the context of this disclosure, an energy transfer device is a switch, similar to a mechanical switch, that can transfer energy through two different paths. The energy can come from a first power source or battery or a second power source or battery. The energy transfer device can change the source path from which an electrical consumer, such as an auxiliary unit, draws its energy. An electronic energy transfer device can switch paths using electronic switches, such as MOSFETs or IGBTs.

[0056] A MOSFET is a metal-oxide-semiconductor field-effect transistor, a type of transistor structure that is a field-effect transistor with an insulated gate. This type of transistor is typically based on a layer stack consisting of a metal gate electrode, a semiconductor, and an intermediate oxide dielectric. This designates a metal-insulator-semiconductor structure.

[0057] A bipolar transistor with an insulated gate electrode, an "insulated gate bipolar transistor", IGBT, is a semiconductor component used in power electronics because it combines the advantages of a bipolar transistor, such as good conduction behavior, high off-state voltage, and robustness, with the advantages of a field-effect transistor, such as virtually power-free control.

[0058] The electronic energy transfer device 310 includes a first input connection terminal 321, a second input connection terminal 322, and an output connection terminal 331. The first input connection terminal 321 is electrically connected to the first battery 110 (via the switch 111). The second input connection terminal 322 is electrically connected to the second battery 120 (via the switch 121).

[0059] The output connection end 331 can be electrically connected to the electric auxiliary unit 140 of the electric vehicle, so as to supply electric energy to the electric auxiliary unit 140 to drive the electric auxiliary unit 140 .

[0060] The electronic energy transfer device 310 is configured to electrically connect the output connection 331 to the first input connection 321 or the second input connection 322 as appropriate, so as to supply the electric auxiliary unit 140 with electrical energy from the first battery 110 or the second battery 120 .

[0061] The battery system 300 may be designed based on redundancy, corresponding to safety level C or D of the ASIL (Automotive Safety Integrity Level) standard.

[0062] The electronic energy transfer device 310 may further include: a first pair of electronic switches 311 connected between the first input connection terminal 321 and the output connection terminal 331 ; and a second pair of electronic switches 312 connected between the second input connection terminal 322 and the output connection terminal 331 .

[0063] The first pair of electronic switches 311 may include two bidirectional high-voltage MOSFETs or IGBTs (Q1 and Q2) connected in series, which are turned off in opposite directions. The second pair of electronic switches 312 may include two bidirectional high-voltage MOSFETs or IGBTs (Q3 and Q4) connected in series, which are turned off in opposite directions.

[0064] The first electronic switch Q1 in the first pair of electronic switches 311 can be designed to cut off the current flow from the first battery 110 to the electric auxiliary unit 140 in response to a first switching signal. The second electronic switch Q2 in the first pair of electronic switches 311 can be designed to cut off the current flow from the electric auxiliary unit 140 to the first battery 110 in response to a second switching signal.

[0065] The first electronic switch Q3 in the second pair of electronic switches 312 can be designed to cut off the current flow from the second battery 120 to the electric auxiliary unit 140 in response to the third switching signal. The second electronic switch Q4 in the second pair of electronic switches 312 can be designed to cut off the current flow from the electric auxiliary unit 140 to the second battery 120 in response to the fourth switching signal.

[0066] The electronic energy transfer device 310 may further include a second output connection terminal 332 electrically connectable to the second electric auxiliary unit 140 of the electric vehicle, so as to supply electric energy to the second electric auxiliary unit 140 to drive the second electric auxiliary unit 140 .

[0067] For each auxiliary unit 140 , a corresponding output connection may be present in order to connect the corresponding auxiliary unit 140 to the first battery or the second battery, depending on the selection.

[0068] In the present disclosure, the auxiliary unit is a high-voltage auxiliary unit powered by the drive batteries 110 and 120 rather than a simple 12V battery. The auxiliary unit may be a compressor of an air conditioning system, a power steering device, or a heating device that requires a high voltage of, for example, 400V to operate.

[0069] The electronic energy transfer device 310 may further include: another first pair of electronic switches 313 connected between the first input connection terminal 321 and the second output connection terminal 332 ; and another second pair of electronic switches 314 connected between the second input connection terminal 322 and the second output connection terminal 332 .

[0070] The battery system 300 may further include a first high-voltage contactor 111 connected between the first input connection terminal 321 of the electronic energy transfer device 310 and the drive-side connection terminal 116 of the first battery 110. The first high-voltage contactor 111 is configured to disconnect the first input connection terminal 321 of the electronic energy transfer device 310 from the drive-side connection terminal 116 of the first battery 110 in response to a first disconnection signal.

[0071] The battery system 300 may further include a second high-voltage contactor 121 connected between the second input connection terminal 322 of the electronic energy transfer device 310 and the drive-side connection terminal 126 of the second battery 120. The second high-voltage contactor 121 is configured to disconnect the second input connection terminal 322 of the electronic energy transfer device 310 from the drive-side connection terminal 126 of the second battery 120 in response to a second disconnection signal.

[0072] The first input connection terminal 321 of the electronic energy conversion device 310 can be electrically connected to the first driving side electrode 116 of the first battery 110, in particular the driving side positive electrode, and the first driving side electrode 126 of the second battery 120, in particular the driving side positive electrode.

[0073] The output terminal 331 of the electronic energy conversion device 310 can be electrically connected to the second electrode 117 , 127 of the first battery 110 or the second battery 120 , in particular the negative electrode of the drive side 117 , 127 or the grid side 128 , via the electric auxiliary unit 140 .

[0074] The battery system 300 may further include: a third high-voltage contactor 114 connected between the first grid-side electrode 119 of the first battery 110 and the charging socket 130, wherein the third high-voltage contactor 114 is designed to disconnect the first grid-side electrode 119 of the first battery 110 from the charging socket 130 in response to a third disconnection signal.

[0075] The battery system 300 may further include: a fourth high-voltage contactor 124 connected between the second grid-side electrode 128 of the second battery 120 and the charging socket 130, wherein the fourth high-voltage contactor 124 is designed to disconnect the second grid-side electrode 128 of the second battery 120 from the charging socket 130 in response to a fourth disconnection signal.

[0076] The battery system 300 may further include: a fifth high-voltage contactor 125 connected between the first grid-side electrode 119 of the first battery 110 and the first grid-side electrode 129 of the second battery 120, wherein the fifth high-voltage contactor 125 is designed to separate the first grid-side electrode 119 of the first battery 110 from the first grid-side electrode 129 of the second battery 120 in response to a fifth disconnection signal.

[0077] The disconnect signal described here may be provided by a control device, such as a vehicle control device or controller or a battery control device or controller, according to a control logic.

[0078] The second grid-side electrode 128 of the first battery 110 is electrically connected to the second grid-side electrode 128 of the second battery 120 .

[0079] The electronic energy switching device 310 can switch the electric auxiliary unit 140 from the first battery 110 to the second battery 120 without interruption.

[0080] Figure 4 A schematic illustration of an arrangement according to the invention with a high-voltage energy conversion device 310 is shown for alternately supplying power to a compressor 141 via two batteries 110 , 120 .

[0081] This configuration is the same as the one above Figure 3 The configuration described is the same. Figure 4 , compressor 141 of the cooling system is shown as an exemplary auxiliary unit 140. In this example, input connection 142 of compressor 141 is connected to second output connection 332 of the electronic energy conversion device, and output connection 143 of compressor 141 is connected (via switch 122) to the negative drive-side electrode 127 of second battery 120. Alternatively, output connection 143 of compressor 141 can also be connected (via switch 112) to the negative drive-side electrode 117 of first battery 110 or to the grid-side negative electrode 128 of both first battery 110 and second battery 120.

[0082] therefore, Figure 4 By way of example, it is shown how the compressor 141 can be supplied alternately by the two batteries 110, 120. This design is particularly advantageous because battery-powered air conditioning must be active for extended periods even when stationary, and only such an energy switching device 310 can achieve symmetrical loading of the two batteries 110, 120.

[0083] Figure 5 A schematic illustration 500 of a method according to the present invention for supplying power to an electrical auxiliary unit is shown.

[0084] The method 500 is used to redundantly supply an electric auxiliary unit 140 of an electric vehicle with electric energy from the battery system 300, 400 of the electric vehicle, as described above for Figure 3 and 4 The battery system 300, 400 comprises the following components: a first battery 110 which can be connected to the first electric drive 101 to supply electric energy to the first electric drive 101 to drive the electric vehicle, as described above. Figure 3 and Figure 4 Said; can be connected to the redundant second electric drive 102 on the redundant second battery 120, so as to supply electrical energy to the second electric drive 102 to drive the electric vehicle, as described above for Figure 3 and Figure 4and a configurable electronic energy transfer device 310 having a first input connection terminal 321, a second input connection terminal 322 and an output connection terminal 331, wherein the first input connection terminal 321 is electrically connected to the first battery 110, as described above for Figure 3 and Figure 4 The second input connection terminal 322 is electrically connected to the second battery 120, and the output connection terminal 331 is electrically connected to the electric auxiliary unit 140 of the electric vehicle, so as to supply electric energy to the electric auxiliary unit to drive the electric auxiliary unit, as described above. Figure 3 and Figure 4 As stated.

[0085] Method 500 includes the following steps: configuring 501 the electronic energy transfer device 310 to electrically connect the output connection terminal 331 to the first input connection terminal 321 so as to supply the electric auxiliary unit 140 with electrical energy from the first battery 110; and reconfiguring 502 the electronic energy transfer device 310 according to the selection to electrically connect the output connection terminal 331 to the second input connection terminal 322 so as to supply the electric auxiliary unit 140 with electrical energy from the second battery 120.

[0086] Reference Signs List

[0087] 100 Conventional high-voltage traction vehicle power grid

[0088] 101 (first) drive motor

[0089] 110 (first) battery, such as a 400V battery

[0090] 111 Switches, such as high-voltage contactors

[0091] 112 Switches, such as high-voltage contactors

[0092] 113 Power Electronics

[0093] 114 Another switch, such as a high-voltage contactor

[0094] 124 Another switch, such as a high-voltage contactor

[0095] 130 DC charging socket

[0096] 140 auxiliary units (multiple auxiliary units)

[0097] 200 High-voltage traction onboard power grid with safety concept implementation

[0098] 102 Redundant second drive motor

[0099] 120 Redundant second battery, such as a 400V battery

[0100] 121 Switches, such as high-voltage contactors

[0101] 122 Switches, such as high-voltage contactors

[0102] 123 Power Electronics

[0103] 125 Another switch, such as a high-voltage contactor

[0104] 300 Battery system according to the configuration of the invention with a high-voltage energy conversion device

[0105] 310 Electronic energy transfer equipment

[0106] 311 The first pair of electronic switches

[0107] 312 Second pair of electronic switches

[0108] 313 Another first pair of electronic switches

[0109] 314 Another second pair of electronic switches

[0110] Q1 The first electronic switch in the first pair, such as a Mosfet or IGBT

[0111] Q2 The second electronic switch in the first pair, such as a Mosfet or IGBT

[0112] Q3 The first electronic switch in the second pair, such as a Mosfet or IGBT

[0113] Q4 Second electronic switch in the second pair, such as a Mosfet or IGBT

[0114] 321 First input connection terminal of electronic energy transfer device

[0115] 322 Second input connection terminal of electronic energy transfer device

[0116] 331 (first) output connection of the electronic energy conversion device

[0117] 332 Second output connection terminal of electronic energy transfer device

[0118] 400 Battery system according to the configuration of the invention with a high-voltage energy converter and a compressor 114 as an auxiliary unit

[0119] 141 As cooling system or compressor of auxiliary unit

[0120] 142 Cooling system input connection

[0121] 143 Cooling system output connection

[0122] 500 Method for redundantly supplying power to an electrical auxiliary unit

[0123] 501 Method Step 1: Configure Energy Transfer Equipment

[0124] 502 Method Step 2: Reconfigure the energy transfer device according to the selection

Claims

1. A battery system (300, 400) for an electric vehicle, comprising: a first battery (110) connectable to the first electric drive (101) to supply electric energy to the first electric drive (101) to drive the electric vehicle; a redundant second battery (120) connectable to the redundant second electric drive (102) to supply electric energy to the second electric drive (102) to drive the electric vehicle; and An electronic energy switching device (310) having a first input connection (321), a second input connection (322) and an output connection (331), Wherein, the first input connection terminal (321) is electrically connected to the first battery (110), The second input connection terminal (322) is electrically connected to the second battery (120). The output connection end (331) can be electrically connected to an electric auxiliary unit (140, 141) of the electric vehicle so as to supply electric energy to the electric auxiliary unit (140, 141) to drive the electric auxiliary unit (140, 141). The electronic energy transfer device (310) is configured to electrically connect the output connection terminal (331) to the first input connection terminal (321) or the second input connection terminal (322) according to selection, so as to supply electric energy to the electric auxiliary unit (140, 141) from the first battery (110) or the second battery (120) respectively. Wherein, the electronic energy transfer device (310) comprises: a first pair of electronic switches (311) connected between the first input connection terminal (321) and the output connection terminal (331), the first pair of electronic switches (311) comprising two bidirectional high-voltage MOSFETs or IGBTs connected in series and cut off in opposite directions; and A second pair of electronic switches (312) is connected between the second input connection terminal (322) and the output connection terminal (331), wherein the second pair of electronic switches (312) comprises two bidirectional high-voltage MOSFETs or IGBTs connected in series and cut off in opposite directions.

2. The battery system (300, 400) according to claim 1, wherein: The battery system is designed according to redundancy corresponding to safety level C or D of the Automotive Safety Integrity Level standard.

3. The battery system (300, 400) according to claim 1 or 2, in, The first electronic switch (Q1) in the first pair of electronic switches (311) is designed to cut off the flow of current from the first battery (110) to the electric auxiliary unit (140, 141) in response to a first switching signal; The second electronic switch (Q2) in the first pair of electronic switches (311) is designed to cut off the flow of current from the electric auxiliary unit (140, 141) to the first battery (110) in response to a second switching signal; wherein the first electronic switch (Q3) in the second pair of electronic switches (312) is designed to cut off the flow of current in the direction from the second battery (120) to the electric auxiliary unit (140, 141) in response to a third switching signal; and The second electronic switch (Q4) in the second pair of electronic switches (312) is designed to cut off the flow of current from the electric auxiliary unit (140, 141) to the second battery (120) in response to a fourth switching signal.

4. The battery system (300, 400) according to claim 1 or 2, wherein: The electronic energy transfer device (310) further includes: A second output connection end (332) capable of being electrically connected to a second electric auxiliary unit (140) of the electric vehicle so as to supply the second electric auxiliary unit (140) with electric energy for driving the second electric auxiliary unit (140).

5. The battery system (300, 400) according to claim 4, wherein: The electronic energy transfer device (310) further includes: a further first pair of electronic switches (313) connected between the first input connection (321) and the second output connection (332); and A further second pair of electronic switches (314) is connected between the second input connection (322) and the second output connection (332).

6. The battery system (300, 400) according to claim 1 or 2, further comprising: a first high-voltage contactor (111) connected between the first input connection terminal (321) of the electronic energy transfer device (310) and the drive-side connection terminal (116) of the first battery (110), wherein the first high-voltage contactor (111) is designed to disconnect the first input connection terminal (321) of the electronic energy transfer device from the drive-side connection terminal (116) of the first battery (110) in response to a first disconnection signal; and A second high-voltage contactor (121) is connected between the second input connection terminal (322) of the electronic energy transfer device (310) and the drive-side connection terminal (126) of the second battery (120), wherein the second high-voltage contactor (121) is designed to disconnect the second input connection terminal (322) of the electronic energy transfer device (310) from the drive-side connection terminal (126) of the second battery (120) in response to a second disconnection signal.

7. The battery system (300, 400) according to claim 1 or 2, wherein: The first input connection terminal (321) of the electronic energy transfer device (310) is electrically connected to the drive side connection terminal (116) of the first battery (110) and the drive side connection terminal (126) of the second battery (120).

8. The battery system (300, 400) according to claim 7, wherein: The driving side connection terminal (116) of the first battery (110) and / or the driving side connection terminal (126) of the second battery (120) is a driving side positive electrode.

9. The battery system (300, 400) according to claim 1 or 2, wherein: The output connection terminal (331) of the electronic energy transfer device (310) can be electrically connected to the second electrode (117, 127) of the first battery (110) or the second battery (120) through the electric auxiliary unit (140, 141).

10. The battery system (300, 400) according to claim 9, wherein: The second electrode (117, 127) of the first battery (110) or the second battery (120) is a negative electrode on the drive side or the grid side.

11. The battery system (300, 400) according to claim 1 or 2, further comprising: a third high-voltage contactor (114) connected between the first grid-side electrode (119) of the first battery (110) and the charging socket (130), wherein the third high-voltage contactor (114) is designed to disconnect the first grid-side electrode (119) of the first battery (110) from the charging socket (130) in response to a third disconnection signal; and A fourth high-voltage contactor (124) is connected between the second grid-side electrode (128) of the second battery (120) and the charging socket (130), wherein the fourth high-voltage contactor (124) is designed to disconnect the second grid-side electrode (128) of the second battery (120) from the charging socket (130) in response to a fourth disconnection signal.

12. The battery system (300, 400) according to claim 11, further comprising: A fifth high-voltage contactor (125) is connected between the first grid-side electrode (119) of the first battery (110) and the first grid-side electrode (129) of the second battery (120), wherein the fifth high-voltage contactor (125) is designed to separate the first grid-side electrode (119) of the first battery (110) from the first grid-side electrode (129) of the second battery (120) in response to a fifth disconnection signal.

13. The battery system (300, 400) according to claim 11, wherein: The second grid-side electrode (128) of the first battery (110) is electrically connected to the second grid-side electrode (128) of the second battery (120).

14. The battery system (300, 400) according to claim 1 or 2, wherein: The electronic energy switching device (310) is designed to switch the electric auxiliary unit (140, 141) from the first battery (110) to the second battery (120) without interruption.

15. A method (500) for redundantly supplying electric energy from a battery system of an electric vehicle to an electric auxiliary unit (140) of the electric vehicle to drive the electric auxiliary unit, wherein: The battery system comprises: a first battery (110) connectable to the first electric drive (101) to supply the first electric drive (101) with electrical energy for driving the electric vehicle; a redundant second battery (120) connectable to the redundant second electric drive (102) to supply the second electric drive (102) with electrical energy for driving the electric vehicle; and a configurable electronic energy switching device (310) having a first input connection (321), a second input connection (322) and an output connection (331), Wherein, the first input connection terminal (321) is electrically connected to the first battery (110), The second input connection terminal (322) is electrically connected to the second battery (120). The output connection end (331) is electrically connected to the electric auxiliary unit (140) of the electric vehicle so as to supply electric energy to the electric auxiliary unit to drive the electric auxiliary unit. Wherein, the electronic energy transfer device (310) comprises: a first pair of electronic switches (311) connected between the first input connection terminal (321) and the output connection terminal (331), the first pair of electronic switches (311) comprising two bidirectional high-voltage MOSFETs or IGBTs connected in series and cut off in opposite directions; and a second pair of electronic switches (312) connected between the second input connection terminal (322) and the output connection terminal (331), the second pair of electronic switches (312) comprising two bidirectional high-voltage MOSFETs or IGBTs connected in series and cut off in opposite directions; The method (500) includes: Configuring (501) the electronic energy transfer device (310) to electrically connect the output connection terminal (331) to the first input connection terminal (321) so as to supply electrical energy from the first battery (110) to the electric auxiliary unit (140); and The electronic energy transfer device (310) is selectively reconfigured (502) to electrically connect the output connection terminal (331) to the second input connection terminal (322) so as to supply electrical energy to the electric auxiliary unit (140) from the second battery (120).

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