Method of operating on-board electrical sub-system, on-board electrical sub-system and vehicle

Abstract

The present disclosure generally relates to an in-vehicle electrical subsystem having a general power supply circuit having at least a first actuator, a load, a first voltage source, a second voltage source, and at least one switching device. A total power demand for the first actuator is determined. If the total power demand exceeds a first power threshold, a first power supply branch and a second power supply branch are formed. The first power supply branch includes a first actuator and a first voltage source that provides a high voltage amplitude for the first actuator. The first power supply branch and the second power supply branch are electrically separated from each other. The second power supply branch supplies a standard voltage amplitude to the load. Separating the first voltage source from the second voltage source and the load avoids corresponding power losses.

Description

Technical Field

[0001] The present disclosure generally relates to a method for operating an onboard electrical subsystem of a vehicle, an onboard electrical subsystem of a vehicle, and a vehicle. Background Art

[0002] Vehicles with at least partially electrically driven components have actuators by means of which these components can be moved. For example, an electronic steering system has an actuator by means of which the desired steering movement is achieved. Depending on the desired steering movement (e.g. the steering torque to be achieved or the steering speed to be achieved), the relevant actuator has an electrical power requirement to be met in order to actually also be able to ensure the corresponding actuation movement. This means that the actuator must be supplied with a specified electrical power in order to be able to achieve the desired actuation movement in any case.

[0003] The corresponding on-board electrical subsystem of the vehicle must be configured to be able to meet this power demand of the actuator. For this purpose, the on-board electrical subsystem has at least one correspondingly designed variable voltage source. However, in addition to the variable voltage source, the on-board electrical subsystem usually also has a passive voltage source, such as an energy storage device.

[0004] However, the vehicle operates in different driving states, for example, by means of a corresponding drive control system. These driving states differ in the expected actuation movements, which will be ensured by the following actuators. The vast majority of driving states are designed so that the actuator has at most one standard power demand obtained by the voltage source of the on-board electrical subsystem. In this case, the variable voltage source is configured to be able to provide a current with a predetermined current amplitude and a predetermined voltage amplitude in order to meet the standard power demand. However, in contrast to this, a relatively small number of driving states are usually provided, which can only be achieved by increasing the power demand of the actuator, for example in specific driving situations, such as activating a specific driving function. In this case, in these driving states, the increased power demand of the actuator is greater than the standard power demand originally required by the actuator. In order to be able to meet the standard power demand and the increased power demand, at least the variable voltage sources of the on-board electrical subsystem were previously designed so that their rated power was the increased power demand. This means that they were too large relative to the standard power demand. As a result, the previous methods were both expensive and complicated.

[0005] In addition to this, the actuators usually have a limited current carrying capacity. This means that the available current amplitude is limited to meet the corresponding power demand. The variable voltage source of the underlying on-board electrical subsystem is also controlled so that it provides an increased voltage amplitude (greater than the standard voltage amplitude) in order to be able to meet the increased power demand. However, in this case, the passive voltage source of the on-board electrical subsystem designed for the standard voltage amplitude can act as a power sink, with the result that the power losses of the on-board electrical subsystem are increased.

[0006] In the alternative, an additional variable voltage source is required in order to be able to meet the overall power demand of the on-board electrical subsystems in certain driving situations where the power demand of the actuators increases, however, this approach is complicated.

[0007] US patent application US 2022 / 0063414 A1 discloses a power supply circuit for a vehicle having two voltage sources and a plurality of loads, wherein redundancy of the voltage supply is provided by a plurality of control devices in the event of a fault.

[0008] US patent application US2022 / 0021223A1 discloses a power supply system for an aircraft, in which a plurality of independent current supply units with independent passive energy storage can be combined or separated independently of each other by means of a control device by means of a switching device in order to adjust the power supplied to match the load without providing a variable voltage source and ensuring that the voltage amplitude is increased above the standard voltage amplitude.

[0009] It is desirable to provide a method for operating an on-board electrical (sub) system of a vehicle, by which the power loss of the on-board electrical (sub) system of the vehicle can be reduced. Summary of the invention

[0010] This object is achieved by the subject matter of the independent patent claims. Advantageous configurations are specified in the dependent patent claims and in the following description, each of which, alone or in a (sub)combination, can constitute various aspects of the disclosure. Some features are described for methods, others for devices. However, the corresponding aspects can be transferred to each other accordingly.

[0011] According to one aspect, some embodiments relate to a method for operating an onboard electrical subsystem of a vehicle. The onboard electrical subsystem has a main power supply circuit, which has at least a first actuator, a load, a first voltage source, a second voltage source, and at least one switching device. At least the first voltage source is a variable voltage source. In a normal state of the onboard electrical subsystem, the first voltage source and the second voltage source output voltages of standard voltage amplitudes. The method includes at least the following steps: determining a total power demand of at least a first actuator; If the total power demand exceeds the first power threshold, then: A first power supply branch is formed by at least one switching device. The first power supply branch comprises at least a first actuator and a first voltage source; and A second power supply branch is formed by at least one switch device. The second power supply branch includes at least a load and a second voltage source. The second power supply branch is separated from the first power supply branch by at least one switch device; The first voltage source provides a voltage having a high voltage amplitude greater than a standard voltage amplitude to the first power supply branch.

[0012] This means that the total power demand of the actuator is greater than the standard power demand required by the actuator in the normal state. Since the actuator has a limited current carrying capacity, the total power demand can only be covered in this case when the voltage amplitude of the voltage provided by the variable voltage source increases relative to the standard voltage amplitude. However, since the passive voltage source cannot provide a voltage with an increased voltage amplitude, they act as power dissipators in the on-board electrical subsystem in this case. This actually leads to power losses. This effect can be avoided by separating and splitting into two independent power supply branches. In particular, only the relevant components, that is to say the actuator here, which has an increased power demand and a limited current carrying capacity, have a voltage amplitude increased relative to the standard voltage amplitude. Undesirable power dissipation is thereby prevented from occurring in the corresponding power supply branch. Therefore, power losses can be reduced. In other words, the efficiency of the entire power supply system is improved. In this case, no additional variable voltage source is required to achieve these advantages. Therefore, the method described herein is compact and has low complexity. In this case, the on-board electrical subsystem of the vehicle can be understood as a part of the power supply system of the vehicle including the above-mentioned components. The on-board electrical subsystem can also form the entire on-board electrical system of the vehicle. Optionally, the on-board electrical subsystem may include further loads, voltage sources, actuators or switching devices.The on-board electrical subsystem may be separated from the rest of the on-board electrical system of the vehicle, for example, by corresponding switching devices.

[0013] In this case, the total power supply circuit should be understood to refer only to the circuit of the on-board electrical subsystem. The total power supply circuit is not limited to reflecting the entire power supply system of the vehicle.

[0014] In an alternative, another load than the actuator may also be relevant. In the present case, however, the load has a predetermined limited current-carrying capacity. This means that it is a load that can only be supplied with power above a predetermined limit by increasing the voltage amplitude provided. Increasing the current amplitude is excluded from the predetermined limited current-carrying capacity, in the sense that the predetermined limited current-carrying capacity constitutes a current threshold.

[0015] In the present case, the variable voltage source can be understood as a voltage source that can variably adjust the provided current amplitude and the provided voltage amplitude at least within a predetermined parameter range.

[0016] In the present case, the normal state may be understood as a state in which the total power demand of the onboard electrical subsystem of the vehicle does not exceed the first power threshold.

[0017] In the present case, the standard voltage amplitude can be understood as a voltage amplitude that is sufficient to meet all power requirements of all loads in the normal state of the on-board electrical subsystem. For example, the standard voltage amplitude can also correspond to a voltage amplitude that can be achieved by an otherwise non-variable voltage source (for example, a passive voltage source such as an energy storage device). In this sense, the standard voltage amplitude constitutes the nominal voltage amplitude used by the on-board electrical subsystem in the normal state.

[0018] In the present case, the high voltage amplitude can be understood as the voltage amplitude required to meet the total power demand of at least one actuator exceeding the first power threshold. As a result, the variable voltage source can provide electrical power greater than the electrical power provided in the normal state of the on-board electrical subsystem.

[0019] Alternatively, the second voltage source may comprise a non-variable voltage source, for example an energy storage device such as a capacitor.

[0020] Preferably, whenever the total power demand of at least one actuator exceeds a first power threshold, the second voltage source provides a voltage with a low voltage amplitude for the second power supply branch. The low voltage amplitude is less than the standard voltage amplitude provided by the voltage source in the normal state of the on-board electrical subsystem. Whenever the first power threshold is exceeded, the actuator is separated from the remaining loads by being divided into two different power supply branches. Therefore, the second power supply branch has a reduced power demand as a whole. Therefore, it is sufficient for the second voltage source to provide a voltage with a reduced voltage amplitude. Therefore, each power supply branch can be provided with a voltage that meets its needs in an optimized manner. The total power loss, which is the sum of the power losses of each power supply branch, can thereby be further reduced.

[0021] In some embodiments, the on-board electrical subsystem has at least a second actuator. The total power demand also includes the combined total power demand of the first actuator and the second actuator. The first power supply branch also has at least a second actuator. This means that all these components of the on-board electrical subsystem with mutually corresponding limited current-carrying capacities can be combined in the first power supply branch. In the present case, the combined total power demand is the sum of the total power demands of these components. For example, the on-board electrical subsystem can also have more actuators whose current-carrying capacities correspond to the current-carrying capacities of the other actuators. The actuator group is also considered together. The combined total power demand is also derived based on the actuator group. In the case of separation into different power supply branches, the entire actuator group is combined in the first power supply branch.

[0022] In an alternative solution, different power supply branches can also be selectively formed, each power supply branch including one or more actuators (or loads) having corresponding current carrying capacities. The formation of the corresponding power supply branch depends largely on the electrical power that can be provided by the first voltage source.

[0023] Whenever a plurality of different supply branches are formed, each comprising one or more actuators, each of these supply branches has at least one variable voltage source. For each supply branch or for each associated group of actuators, the situation of exceeding a first power threshold is additionally considered separately.

[0024] Preferably, whenever the total power demand drops below the second power threshold, the total power supply circuit is generated again by the first power supply branch and the second power supply branch through at least one switching device. Once the total power supply circuit is formed, the first voltage source and the second voltage source output a voltage of a standard voltage amplitude. This means that the separation into different power supply branches can particularly reflect the temporary state of the vehicle's onboard electrical subsystem. Such high power requirements of one or more actuators are usually only required in special circumstances, for example due to special driving situations. Therefore, it is advantageous that the separated power supply branches can be combined again. In particular, since the formation of the separated power supply branches usually only takes a short time, the method of the present invention is advantageous because no overcapacitor or additional variable voltage source is required to meet short-term power peaks. Therefore, the overall efficiency of the vehicle's onboard electrical subsystem is improved.

[0025] Optionally, the first power threshold value and the second power threshold value are identical. This constitutes a particularly compact control variant.

[0026] In an alternative, the first power threshold and the second power threshold are different. In this case, hysteresis can be ensured, thereby preventing fluctuations between the two structures of the on-board electrical subsystem.

[0027] Preferably, each time a predetermined time period has elapsed, the overall supply circuit can also be generated again from the first supply branch and the second supply branch by means of at least one switching device. This prevents the first voltage source from being overloaded disproportionately.

[0028] In some embodiments, the total power requirement is determined based on at least one measured vehicle parameter. In this case, the measured vehicle parameters may in particular include at least one of the vehicle speed, the steering wheel speed, the ambient temperature, the temperature of at least one voltage source and the state of charge of at least one energy storage device. As already explained, the total power requirement of at least one actuator depends substantially on the expected actuation movement of the actuator. This can be determined, for example, by the drive control device based on individual driving conditions. In this case, the above-mentioned measured vehicle parameters can be used to determine the expected actuation movement. Therefore, the total power requirement of an actuator or the combined total power requirement of multiple actuators can be determined based on the expected actuation movement of one or more actuators. Therefore, the total power requirement of the actuator depends to a large extent on the mentioned measured vehicle parameters. Optionally, further vehicle parameters can also be used to determine the total power requirement of the actuator.

[0029] Although vehicle parameters have been mentioned here, the total power requirement can in principle be determined based on any type of device parameters, as long as the respective device parameters are such that they define the intended actuation movement of the actuator. The term "vehicle" is therefore to be interpreted broadly.

[0030] The method for operating the on-board electrical subsystem and the on-board electrical subsystem described herein are not limited to being a part of a vehicle. In general, they can also be components of other devices (eg, industrial robots, etc.).

[0031] According to another aspect, some embodiments relate to an onboard electrical subsystem for a vehicle. The onboard electrical subsystem has a main power supply circuit, which has at least a first actuator, a load, a first voltage source, a second voltage source, and at least one switching device. At least the first voltage source is a variable voltage source. The first voltage source and the second voltage source are configured to output a voltage of a standard voltage amplitude in a normal state of the onboard electrical subsystem. The control device is connected to at least the at least one switching device and the first voltage source. The control device is configured at least to: determining a total power demand of the first actuator, and if the total power demand exceeds a first power threshold, then: selectively forming a first power supply branch by at least one switching device, wherein the first power supply branch includes at least a first actuator and a first voltage source; and selectively forming a second supply branch by at least one switching device, wherein the second supply branch comprises at least a load and a second voltage source, and wherein the second supply branch is separated from the first supply branch by the at least one switching device; The first voltage source is configured to provide a voltage with a high voltage amplitude to the first power supply branch, and the high voltage amplitude is greater than the standard voltage amplitude.

[0032] This means that the relevant control functions and the separation into different power supply branches are activated and monitored by the control device. Therefore, the control device is connected to at least one switching device. In addition, the control device is connected to a first voltage source in order to ensure an increased voltage amplitude, i.e. a high voltage amplitude. The advantages achieved by the method described herein are also achieved by the on-board electrical subsystem described herein.

[0033] Preferably, the onboard electrical subsystem has at least a plurality of switching devices. The plurality of switching devices are connected to the control device and are arranged in such a way that an electrical bypass independent of the second voltage source can be ensured for each actuator. Thus, each actuator can advantageously be separated from other loads of the onboard electrical subsystem as required, and this can be taken into account in the first power supply branch, provided that this is justified by the power requirement of the respective actuator.

[0034] Optionally, each actuator is assigned at least two switching devices connected to the control device. This ensures that at least one electrical bypass can be implemented in a particularly compact manner for each actuator. The electrical bypass can ensure the formation of a separate supply branch, i.e. a necessary or possible separation with respect to this actuator and independently of other actuators.

[0035] In some embodiments, the control device is configured to selectively adjust the high voltage amplitude of the first voltage source to match the determined total power demand. This means that the control device can control the first voltage amplitude, in particular can increase it above the standard voltage amplitude, so that the total power demand can be met. As a result, the high voltage amplitude is matched to the total power demand as required. Overload can thereby be avoided.

[0036] Optionally, the control device is connected to at least one sensor. The sensor is configured to measure at least one vehicle parameter and transmit it to the control device. The control device is further configured to obtain information about at least one measured vehicle parameter. In particular, the vehicle parameter is at least one of the vehicle speed, the steering wheel speed, the ambient temperature, the temperature of at least one voltage source and the state of charge of at least one energy storage device. Based on the vehicle parameters received by the control device, the control device can further determine the total power requirement of at least one actuator. A decision basis can be established as to whether it is necessary to separate the on-board electrical subsystem into separate supply branches. In addition, a decision basis can also be established as to whether a reorganization of the supply branches is possible. This can be the case, for example, when the total power requirement falls below a second power threshold.

[0037] Preferably, the on-board electrical subsystem is in the form of a so-called 12 V on-board electrical subsystem. In this case, the first voltage source is configured to output a signal with a standard voltage amplitude of 12 V. In addition, another voltage source (e.g. a passive and / or non-variable voltage source) may also be configured to provide a signal with a nominal voltage amplitude of 12 V.

[0038] In an alternative, the on-board electrical subsystem may also be configured for other nominal voltage amplitudes, for example a so-called 48V on-board electrical subsystem having a first voltage source configured to output a signal with a standard voltage amplitude of 48V.

[0039] As another alternative, the on-board electrical subsystem may also be configured for other nominal voltage amplitudes, such as a so-called high-voltage on-board electrical subsystem, such as a 400V or 800V on-board electrical subsystem, having a first voltage source configured to output a signal with a standard voltage amplitude of 400V or 800V.

[0040] Other nominal voltage amplitudes are likewise conceivable.

[0041] According to another aspect, some embodiments also relate to a vehicle having an on-board electrical subsystem operable according to the method described herein, or having an on-board electrical subsystem as described herein.

[0042] The advantages already described for the onboard electrical subsystem or the method are correspondingly also achieved by the described vehicle.

[0043] Vehicles in the sense of the present disclosure may include in particular land vehicles, i.e. off-road and road vehicles, such as passenger cars, buses, trucks and other commercial vehicles. Vehicles may be manned or unmanned. In addition to pure electric vehicles (BEV), hybrid electric vehicles (HEV) and plug-in hybrid vehicles (PHEV) may also be included.

[0044] All features described for each aspect can be combined with other aspects alone or in (sub)combinations. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The present disclosure and its further advantageous embodiments and extensions are explained and described in more detail below with reference to the examples shown in the accompanying drawings. In the drawings: Figure 1 A simplified schematic diagram of an onboard electrical subsystem of a vehicle according to one embodiment of the present disclosure is shown; Figure 2 A simplified schematic diagram showing a method for operating an onboard electrical subsystem of a vehicle according to one embodiment of the present disclosure; Figure 3Another simplified schematic diagram showing an onboard electrical subsystem of a vehicle according to one embodiment of the present disclosure; and Figure 4 A simplified schematic diagram of a vehicle is shown in accordance with one embodiment of the present disclosure. DETAILED DESCRIPTION

[0046] The following detailed description in conjunction with the accompanying drawings is intended to be a description of different embodiments of the disclosed subject matter, but is not intended to constitute a unique embodiment, and the same reference numerals in the accompanying drawings refer to the same elements. Each embodiment described in this disclosure is used only as an example or illustration and should not be interpreted as being preferred or advantageous relative to other embodiments. The illustrative examples contained herein are not complete and do not limit the claimed subject matter to the exact form disclosed. Various modifications to the described embodiments are obvious to those skilled in the art, and the general principles defined herein can be applied to other embodiments and applications without departing from the spirit and scope of the described embodiments. Therefore, the described embodiments are not limited to the embodiments shown, but have the maximum possible scope of application compatible with the features and principles disclosed herein.

[0047] All features disclosed below with respect to the exemplary embodiments and / or drawings may be combined with features of various aspects of the present disclosure (including features of the preferred embodiments) alone or in any subcombination, provided that the resulting feature combination makes sense to a person skilled in the art.

[0048] For purposes of the present disclosure, when three or more elements are listed, the phrase "at least one of A, B, and C" means, for example, (A), (B), (C), (A and B), (A and C), (B and C), or (A, B, and C), including all further possible combinations. In other words, the term "at least one of A and B" generally means "A and / or B", i.e., "A" alone, "B" alone, or "A and B".

[0049] Figure 1 A simplified schematic diagram of an onboard electrical subsystem 10 of a vehicle according to one embodiment of the present disclosure is shown. The onboard electrical subsystem 10 includes a variable first voltage source 12. For example, the first voltage source 12 may constitute the main voltage source of the onboard electrical subsystem 10. This means that the current amplitude and the voltage amplitude of the signal output from the first voltage source 12 can be adjusted at least within a predetermined parameter interval.

[0050] In addition, according to this embodiment, the onboard electrical subsystem 10 includes a second voltage source 14A and a third voltage source 14B. The second voltage source 14A and the third voltage source 14B are passive, that is, they are immutable. For example, the second voltage source 14A and the third voltage source 14B can be formed by an energy storage device.

[0051] In the present case, the on-board electrical subsystem 10 is in the form of a so-called 12V on-board electrical subsystem. This means that the first voltage source 12 outputs a signal with a standard voltage amplitude of 12V.

[0052] Herein, the vehicle electrical subsystem 10 is in the form of a DC voltage supply system. In an alternative solution, the vehicle electrical subsystem 10 can also be in the form of an AC voltage supply system. Therefore, the second voltage source 14A and the third voltage source 14B also provide signals with a nominal 12V voltage amplitude.

[0053] In this case, the on-board electrical subsystem 10 further includes a first actuator 16A and a second actuator 16B. In particular, the actuators 16A, 16B have a maximum current carrying capacity. This means that the actuators 16A, 16B can only be supplied with a current having a predetermined maximum current amplitude at most. The maximum current carrying capacity of the actuators 16A, 16B and the 12V standard voltage amplitude define the standard power consumption range of the actuators 16A, 16B.

[0054] In the alternative, only a single actuator 16 is required in order to apply the method shown below.

[0055] According to this embodiment, the onboard electrical subsystem 10 further includes a plurality of loads 18 .

[0056] Furthermore, the onboard electrical subsystem 10 includes a plurality of switch devices 20 , which are denoted here by S1.1 to S1.5 and S2.1 to S2.4 .

[0057] In principle, according to this embodiment, a switching device 20 is assigned to each component of the on-board electrical subsystem 10. As a result, each component can be separated from the on-board electrical subsystem 10 independently of the other components. Specifically, switch S1.2 is assigned to the load. Switch S1.3 is assigned to the second voltage source 14A. In the present case, switches S1.1, S1.4 and S1.5 are assigned to the first actuator 16A. Switch S2.2 is also assigned to another load 18. Switch S2.3 is assigned to the third voltage source 14B. Switches S2.1 and S2.4 are assigned to the second actuator 16B.

[0058] The specific arrangement of the switch device 20 is as follows: Figure 1 However, it is also possible to envisage onboard electrical subsystems 10 having different topologies.

[0059] In each case, according to this embodiment, the first actuator 16A is connected to the first voltage source 12 via closed switches S1.1 and S1.4. According to this embodiment, the second actuator 16B is connected to the third voltage source 14B via closed switch S2.1. According to this embodiment, the connection to the first voltage source 12 is prevented by opening switch S2.4.

[0060] The switching positions of the switching device 20 are purely exemplary.

[0061] In contrast thereto, according to this exemplary embodiment, two switching devices are respectively assigned to each actuator 16A, 16B, thereby creating the possibility of bypassing the first voltage source 12 and other components of the onboard electrical subsystem 10 .

[0062] For example, the first actuator 16A is assigned switches S1.1 and S1.5. In contrast, the second actuator 16B is assigned switches S2.1 and S2.4.

[0063] In addition, the onboard electrical subsystem 10 includes a control device 22 connected to the switch device 20. For ease of viewing, individual connectors are not shown in the figure.

[0064] In the present case, the switch device 20 is arranged to form a first switch distribution 24A from switches S1.1 to S1.5 and a second switch distribution 24B from switches S2.1 to S2.4. With regard to the different switch distributions 24A, 24B, according to this embodiment, the control device 22 therefore has two independent sub-control devices 26A, 26B. In the present case, the sub-control device 26A controls the switch positions of the switches S1.1 to S1.5 of the switch distribution 24A. In contrast, the sub-control device 26B controls the switch positions of the switches S2.1 to S2.4 of the switch distribution 24B.

[0065] For example, a passive voltage source such as second voltage source 14A may be connected or disconnected as desired.

[0066] The configuration of the control device 22 with two sub-control devices 26A, 26B is merely optional. In an alternative, the control device 22 can also ensure the control of all switching devices 20 .

[0067] Furthermore, according to this embodiment, the onboard electrical subsystem 10 comprises a sensor 27, which is connected to the control device 22. The sensor 27 is configured to measure at least one vehicle parameter, such as the vehicle speed, and transmit it to the control device 22.

[0068] In an alternative, the sensor 27 can also be formed outside the on-board electrical subsystem 10 . The control device 22 otherwise only receives the corresponding vehicle parameters from the external sensor 27 .

[0069] Figure 2 A simplified schematic diagram of a method 28 for operating an onboard electrical subsystem 10 of a vehicle is shown according to one embodiment of the present disclosure. Optional steps are indicated by dashed lines.

[0070] In step 30 , the total power requirement of at least the first actuator 16A is determined.

[0071] In step 32 , the determined total power demand of the first actuator 16A is compared to a first power threshold.

[0072] If the total power demand of the first actuator 16A exceeds the first power threshold, a first supply branch 42A is formed in step 34 by means of the at least one switching device 20. The first supply branch 42A comprises at least the first actuator 16A and the first voltage source 12.

[0073] Furthermore, a second supply branch 42B is formed by at least one switching device 20. The second supply branch 42B comprises at least a load 18 and a second voltage source 14A. The second supply branch 42B is separated from the first supply branch 42A by at least one switching device 20.

[0074] In this case, the first voltage source 12 provides the first power supply branch 42A with a voltage of a high voltage amplitude which is greater than the standard voltage amplitude. Since the onboard electrical subsystem 10 is in the form of a 12V onboard electrical subsystem in this case, this means that the high voltage amplitude is greater than 12V.

[0075] The structure of the power supply branches 42A and 42B is still Figure 3 It is shown in Figure 3 Another simplified schematic diagram of an onboard electrical subsystem 10 of a vehicle according to one embodiment of the present disclosure is shown. Figure 3 The embodiment of the invention comprises two actuators 16A, 16B, so according to this embodiment, the combined total power demand of the two actuators 16A, 16B is evaluated relative to the first power threshold. However, this is entirely optional. The method 28 can in principle also be applied to a single actuator 16A.

[0076] It can be seen that in particular the switching device 20 assigned to the actuator 16A, 16B serves to form the respective supply branch 42A, 42B.

[0077] exist Figure 1 In the normal state of the vehicle electrical subsystem 10 shown, switches S1.5 and S2.4 are open, switches S1.1, S1.4 and S2.1 are closed, and Figure 3 4, the so-called bypass switches S1.5, S2.4 are closed. In contrast, the switches S1.1, S1.4 and S2.1 are then open, so that according to this embodiment, the first voltage source 12 is only connected to the first actuator 16A and the second actuator 16B. The remaining components of the on-board electrical subsystem 10 are disconnected from the first voltage source 12 and are supplied by the second voltage source 14A and the third voltage source 14B within the supply branch 42B.

[0078] This opens up the possibility of controlling the variable first voltage source 12 so that the voltage amplitude outputted therefrom is raised above the standard voltage amplitude. The power requirements of the actuators 16A, 16B can thereby be met without other non-variable voltage sources such as the second voltage source 14A acting as power dissipators and causing power losses. Thus, the method 28 allows the on-board electrical subsystem 10 to operate with reduced power losses. Furthermore, according to the method 28, there is no need to provide an additional variable voltage source.

[0079] The method 28 may include an optional step 36 whereby, once the supply branches 42A, 42B are formed, the determined total power requirement of the at least one actuator 16A is compared to a second power threshold.

[0080] If it is determined that the total power requirement of at least one actuator 16A is below a second power threshold, a reverse split into supply branches 42A, 42B is thereby effected.

[0081] Thus, in step 38, a combined overall supply circuit of the onboard electrical subsystem 10 is formed. This corresponds by way of example to Figure 1 The example reproduced in .

[0082] If it is determined in step 32 that the total power requirement is less than the first power threshold, then Figure 1 The embodiment reproduced in the figure corresponds to the overall power supply circuit of the on-board electrical subsystem 10 .

[0083] Optionally, the method 28 may also comprise a step 40 whereby at least one vehicle parameter is measured. The sensor 27 may be used for this purpose, for example. The vehicle parameter may then be transmitted to the control device 22, which uses the vehicle parameter as a basis for determining the total power requirement of the at least one actuator 16A.

[0084] Figure 4 A simplified schematic diagram of a vehicle 44 is shown according to one embodiment of the present disclosure.

[0085] According to this embodiment, a vehicle 44 has steerable wheels 46 and an on-board electrical subsystem 10. Actuators 16A, 16B are part of the steering system of the vehicle 44 and ensure the rotation of the steerable wheels 46. Depending on various vehicle parameters, such as the vehicle speed, in order to ensure the intended actuation movement achieved by the actuators 16A, 16B, it is necessary that the on-board electrical subsystem 10 must meet the total power demand so that the actuators 16A, 16B can also perform the intended actuation movement. The method 28 and the on-board electrical subsystem 10 described herein are advantageous in this respect, because short-term increased power demands can be met without causing increased power losses. In addition, no additional variable voltage source is required.

[0086] Certain embodiments disclosed herein, particularly the first voltage source 12 and the control device 22, use circuits (e.g., one or more circuits) to implement the standards, protocols, methods, or techniques disclosed herein, functionally connect two or more components, generate information, process information, analyze information, generate signals, encode / decode signals, convert signals, send and / or receive signals, control other devices, etc. Any type of circuit may be used.

[0087] In one embodiment, the circuit, such as a control device, includes, among other things, one or more data processing devices, such as a processor (e.g., a microprocessor), a central processing unit (CPU), a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a system on a chip (SoC), etc., or any combination thereof, and may include discrete digital or analog circuit elements or electronic devices, or a combination thereof. In one embodiment, the circuit includes a hardware circuit implementation (e.g., an analog circuit implementation, a digital circuit implementation, etc., and a combination thereof).

[0088] In one embodiment, the circuit includes a combination of a circuit and a computer program product having software or firmware instructions that are stored on one or more computer-readable memories and interact to cause the device to perform one or more of the protocols, methods, or techniques described herein. In one embodiment, the circuit technology includes circuits, such as microprocessors or components of microprocessors, the operation of which requires software, firmware, etc. In one embodiment, the circuit includes one or more processors or components thereof and associated software, firmware, hardware, etc.

[0089] In this application, quantities and numbers are mentioned. Unless otherwise expressly stated, these quantities and numbers should not be considered restrictive, but as examples of possible quantities or numbers in the context of this application. In this context, the term "plurality" can also be used to refer to quantities or numbers in this application. In this context, the term "plurality" refers to any number greater than one, such as two, three, four, five, etc. The terms "approximately", "about", "close to", etc. refer to plus or minus 5% of the value.

[0090] Although the disclosure has been described and illustrated with reference to one or more embodiments, equivalent changes and modifications will occur to others skilled in the art upon reading and understanding this specification and the annexed drawings.

Claims

1. A method for operating an onboard electrical subsystem in a vehicle, wherein the onboard electrical subsystem comprises a first actuator, a load, a first voltage source, a second voltage source, and a switching device, wherein the first voltage source is a variable voltage source configured to selectively provide a standard voltage amplitude and an increased voltage amplitude greater than the standard voltage amplitude, wherein the second voltage source passively provides the standard voltage amplitude, and wherein the first actuator has a corresponding variable power demand, the method comprising the steps of: determining a total power demand including the first actuator; When the total power demand is less than a first power threshold, configuring the first voltage source, the second voltage source and the switch device to supply the standard voltage amplitude to the first actuator and the load in a normal state of the onboard electrical subsystem; and When the total power demand exceeds the first power threshold, configuring the switch device to form a first supply branch including the first actuator and the first voltage source; as well as The switching device is configured to form a second power supply branch including the load and the second voltage source, wherein the second power supply branch is separated from the first power supply branch by the switching device, and wherein the first voltage source provides the increased voltage amplitude to the first power supply branch, while (A) the load is separated from the first voltage source and (B) the second voltage source provides the standard voltage amplitude to the load.

2. The method according to claim 1, wherein: The on-board electrical subsystem also includes a second actuator having a corresponding variable power demand, wherein the total power demand includes the combined total power demand of the first actuator and the second actuator, and wherein the first power supply branch also includes the second actuator to provide the increased voltage amplitude to the second actuator.

3. The method according to claim 1, further comprising the steps of: comparing the total power demand to a second power threshold; as well as When the total power demand drops below the second power threshold, the switching device, the first voltage source and the second voltage source are reconfigured to supply the standard voltage amplitude to the first actuator and the load in the normal state of the on-board electrical subsystem.

4. The method according to claim 3, characterized in that The first power threshold and the second power threshold are the same.

5. The method according to claim 1, further comprising the steps of: determining measured vehicle parameters; and The total power demand is determined based on the measured vehicle parameters, wherein the measured vehicle parameters include vehicle speed, steering wheel speed, ambient temperature, a temperature of one of the voltage sources, or a state of charge of one of the voltage sources.

6. An onboard electrical subsystem for a vehicle, comprising: a first voltage source, the first voltage source being a variable voltage source configured to selectively provide a standard voltage amplitude and an increased voltage amplitude greater than the standard voltage amplitude; a second voltage source, the second voltage source passively providing the standard voltage amplitude; a first actuator having a corresponding variable power requirement, wherein the corresponding variable power requirement includes the standard voltage amplitude when in a normal state of the onboard electrical subsystem; a load, the load requiring the standard voltage amplitude; at least one switching device selectively interconnecting the first actuator, the load, the first voltage source, and the second voltage source; as well as A control device, the control device is connected to the switch device, and the control device is configured to: determining a total power demand including the first actuator; When the total power demand is less than a first power threshold, configuring the first voltage source, the second voltage source and the switch device to supply the standard voltage amplitude to the first actuator and the load in a normal state of the onboard electrical subsystem; and When the total power demand exceeds the first power threshold, the switching device is configured to form a first power supply branch including the first actuator and the first voltage source, and the switching device is configured to form a second power supply branch including the load and the second voltage source, wherein the second power supply branch is separated from the first power supply branch by the switching device, and wherein the first voltage source provides the increased voltage amplitude to the first power supply branch, thereby separating the load from the first voltage source and thereby the second voltage source provides the load with the standard voltage amplitude.

7. The vehicle-mounted electrical subsystem according to claim 6, further comprising: a second actuator; as well as A plurality of switch devices are connected to the control device and are configured to selectively provide an electrical bypass for the first actuator and the second actuator independent of the second voltage source.

8. The vehicle-mounted electrical subsystem according to claim 6, wherein: The control device is configured to adjust the increased voltage amplitude of the first voltage source to match the determined total power demand.

9. The vehicle-mounted electrical subsystem according to claim 6, further comprising: A sensor is connected to the control device, and the sensor is configured to measure at least one vehicle parameter, wherein the at least one vehicle parameter includes at least one of vehicle speed, steering wheel speed, ambient temperature, temperature of at least one voltage source, and charge state of at least one voltage source.

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