Onboard energy network for vehicle having filter device
By using a multi-stage frequency filter device in the onboard energy network of a vehicle, the transfer function is continuously measured and calculated to switch the filter stage, the voltage oscillation problem caused by impedance changes in the onboard energy network is solved, and the stability of safety-related components and the efficiency of the filter is improved.
Patent Information
- Application Number
- CN202380085826.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2022-12-21
- Filing Date
- 2023-12-20
- Publication Date
- 2025-07-22
AI Technical Summary
In the prior art, voltage oscillations caused by impedance changes in the airborne energy network of a vehicle are difficult to effectively suppress, especially when high dynamic power electronic devices are widely used, affecting the stability of safety-related components.
The multi-stage frequency filter device is used to continuously measure the parameters of the interference source and interference sink through the current and voltage measurement devices, calculate the transfer function, and switch the filter stage according to the transfer function to match the impedance of the onboard energy network and reduce resonance and voltage oscillation.
Dynamic matching of the onboard energy network during continuous operation is achieved, effectively suppressing resonance, improving the stability of safety-related components, and reducing filter losses and costs.
Smart Images
Figure CN120359677A_ABST
Abstract
Description
Field of the Invention
[0001] The present invention relates to an on-board energy network of a vehicle, the on-board energy network having at least one interference source and at least one interference sink, and a frequency filter having a plurality of filter stages with filter parameters respectively fixedly parameterized. The present invention also relates to a method for operating such an on-board energy network. Background Art
[0002] The on-board energy network of a vehicle consists of locally extended cable bundles and connected electrical components. The resulting RLC network is vibratable due to the existing resonances. Excitation of the system causes voltage oscillations at the terminals of the connected components. A feasible solution for suppressing critical voltage oscillations is to integrate passive band-pass filters. However, due to the increasing introduction of electronic fuses and common switch groups, the on-board network impedance will change more strongly in the future. The design of passive band-pass filters based on the current on-board network impedance is therefore only conditionally effective.
[0003] To reduce the impact of high-dynamic power fluctuations, a multi-stage bandpass filter can be used. Thus, Martin Baumann, Ali Shoar Abouzari, Christoph Weissinger, Bjørn Gustavsen, Hans-Georg Herzog: "Passive Filter Design Algorithm for Transient Stabilization of Automotive Power Systems", 93rd IEEE Vehicular Technology Conference (VTC2021-Spring), April 25 - 28, 2021, Helsinki, Finland, describes that automotive on-board networks are increasingly expanding with high-dynamic power electronics. These components can cause failures or malfunctions in safety-related low-voltage components. Susceptibility is often reduced by using oversized passive input electronics. An alternative way to suppress interference is proposed in the publication by introducing a system-integrated adaptive passive filter. A methodological proposal for investigating the suitability of potential access points within a complex network is presented. An algorithmic method for parameterizing multiple switchable bandpass filter stages is elaborated. Measurements in vehicles demonstrate the effectiveness of the sized filter, which can reduce interference at 70 kHz by more than 75%. Here, the impedance of the on-board network is assumed to be time-invariant in the publication. However, the high correlation of individual component impedances with temperature, for example, or whether these component impedances are connected to the on-board energy network leads to non-negligible time variations in practice, especially in the case of a large number of components. The above publication by Baumann et al. is fully incorporated into this disclosure. Summary of the Invention
[0004] The object of the present invention is to at least partially overcome the disadvantages of the prior art and in particular to provide an improved solution for reducing voltage oscillations at the terminals of safety-related components connected to the on-board energy network of a vehicle.
[0005] The object is solved by the features of the independent claims. Preferred embodiments can be inferred in particular from the dependent claims.
[0006] The object is solved by an on-board energy network of a vehicle, which has at least one interference source and at least one interference sink, wherein
[0007] - there is a corresponding current measuring device, which is set up to measure the value of the current output by the interference source,
[0008] - There is a corresponding voltage measuring device, which is arranged to measure the value of the terminal voltage at the input of the corresponding interference sink,
[0009] - A multi-stage frequency filter and a control device are integrated in the filter device. The multi-stage frequency filter has a plurality of filter stages that can be selectively switched, and each of the plurality of filter stages has fixedly parameterized filter parameters. The control device is used to switch the filter stages,
[0010] - The control device is communicatively coupled with the at least one current measuring device and the at least one voltage measuring device for receiving measurement values,
[0011] - The control device is arranged to continuously calculate the respective transfer function from the time curves of the correspondingly paired measurement values of the current measuring device and the voltage measuring device, and
[0012] - The control device is arranged to switch the filter stages according to the at least one calculated transfer function.
[0013] Such an on-board energy network has the following advantages: The filter device can independently and continuously (constantly / permanently) adapt to the impedance in the on-board energy network. For this purpose, there is no need for direct interference excitation by means of high-dynamic current pulses, but rather multiple measurement values of current and voltage are continuously recorded during continuous (normal) operation. In addition, the transfer function can be continuously calculated, and the confidence level of the transfer function advantageously reaches a comparable level to that obtained by a single excitation with a distinct interference current over time. Thereby, resonances existing in the on-board energy network can be filtered out particularly effectively, especially with respect to safety-related components, and thereby the stabilization of its terminal voltage can be achieved during current / power transients. If there is such a multi-stage frequency filter, it is also possible to advantageously make other frequency filters connected upstream of certain, especially safety-related components smaller, especially lower-loss and / or cheaper.
[0014] The vehicle can be, for example, a vehicle with an internal combustion engine, a hybrid vehicle, or a fully electric vehicle. The vehicle can be, for example, a land vehicle (such as a car, motorcycle, bus, truck, etc.), an air vehicle (such as an airplane, helicopter, etc.) or a water vehicle (such as a ship, etc.).
[0015] The frequency filter is used to reduce voltage interference outside the allowed frequency band that occurs in the distributor, such as voltage oscillations, such as transient processes. For this purpose, the frequency filter or its filter stages can be configured as or configured to be in principle any suitable frequency filter, such as a band-pass, band-stop, low-pass, and / or high-pass.
[0016] The interference source, interference sink, and frequency filter are connected to different access points of the on-board network. The "interference source" is particularly understood as a component of the on-board energy network that can introduce or apply high load fluctuations ("interference current") into the on-board energy network and thereby cause the occurrence of transient processes that propagate in the on-board energy network. The interference source can be, for example, an energy source such as a DC voltage converter, a battery with a disconnection switch, etc. The interference source can also be an electrical appliance or load, for example, if it causes a short-time reverse current into the on-board energy network. The electrical appliance can be, for example, a comfort ("QM") component or a highly dynamic safety-related ("ASIL") component. The safety-related component can be, for example, a highly sensitive and / or safety-related electrical appliance such as an integrated braking system, an electrically driven servo steering system, a windshield wiper motor, a sensor, or a computing device. The interference source can also be a component that works partly as an energy source and partly as an electrical appliance, such as a recuperating brake. The "interference sink" is particularly understood as a component of the on-board energy network where voltage fluctuations perceptible at its terminal voltage are caused by the propagation of transient processes. The interference sink can include components of the same type as the interference source. A component can be both an interference source and an interference sink at the same time.
[0017] "Continuously measuring the measured value" particularly includes: the measured value is measured not or not only triggered by an event, but at a determined - uniform or non-uniform - time interval.
[0018] The measured value can, for example, be obtained by amplifying the measured signal (such as a voltage signal) in the interference source or interference sink in the relevant frequency range with a high-pass filter and an operational amplifier circuit and scaling it to the corresponding vertical quantization of an analog-to-digital converter (such as having 12 bits).
[0019] "The filter stage is selectively switchable" particularly includes: the filter stage can be selectively or individually switched on and off, i.e., it can selectively contribute or not contribute to the filter function. "The filter stage has filter parameters with fixed parameterization" or "the filter is fixed-parameterized" particularly includes: the filter characteristics determined by the filter parameters are in principle arbitrary but are fixedly selected, i.e., they cannot be variably adjusted for a given filter stage. A further improvement is that the filter stage includes a band-pass filter. In particular, each filter stage in the filter stage respectively includes at least one band-pass filter. In particular, each filter stage in the filter stage includes exactly one band-pass filter, particularly only exactly one band-pass filter. Thus, interference frequencies can be filtered out particularly simply and effectively. A further improvement is that the filter stage is protected by (particularly bidirectional) suppression diodes. This has the advantage that the filter stage is protected against short-term voltage pulses. A further improvement is that the multi-stage frequency filter having the plurality of selectively switchable filter stages is protected by an electronic fuse device. This achieves the advantage that the filter can be separated from the on-board energy network in case of interference or failure and its influence does not spread to the on-board energy network.
[0020] A further improvement is that each filter stage in the filter stage is provided with a switch, and the switch is arranged to switch on or off the associated filter stage. A further improvement is that the filter stage is switchable (i.e., can be switched on or off) by a low-impedance electronic switch, which is advantageous for keeping the energy loss small. Using a low-impedance MOSFET as the switch has proven to be particularly advantageous. The control device for switching the filter stage can be configured as the control device for the switch for switching the filter stage. "The control device is arranged to switch the filter stage" can be achieved in such a way that the control device directly outputs a switching signal to the switch belonging to the corresponding filter stage. Alternatively, the control device can transmit instructions, etc. to a switching device, such as a gate driver, and the switching device then controls the switch accordingly.
[0021] The communication coupling with the at least one current measuring device and the at least one voltage measuring device can be respectively carried out via corresponding signal lines, particularly data lines. The communication coupling is, for example, carried out via a data bus, such as a CAN bus, "Automotive Ethernet", etc. Alternatively, dedicated signal lines can be used for the communication coupling.
[0022] The transfer function is calculated from the time-varying curves of the respective pairings of the measured values of a current measuring device and a voltage measuring device arranged at a different access point thereto, that is to say, a specific transfer function is calculated from the interference current curve at the associated interference source and the terminal voltage at the associated interference source. If m interference sources and n interference sinks are considered, a maximum of (m·n) transfer functions can be calculated. However, it is not necessary to consider all possible transfer functions. Generally speaking, it is not necessary to consider all possible interference sources and / or interference sinks of the on-board energy network, and / or it is not necessary to provide measuring devices for all possible interference sources and / or interference sinks, but it is also possible to only consider the selected components, for example, only consider safety-critical components as interference sinks, etc. The transfer function can be calculated, for example, analogously to the publication by Martin Baumann et al., for example, analogously to A) “System Identification” in Chapter III.
[0023] Switching the filter stage according to the at least one calculated transfer function can in particular include calculating the following impedance of the frequency filter from the transfer function, which impedance particularly effectively reduces or attenuates the voltage interference, in particular voltage oscillations, at the terminals of the observed interference sink. The impedance of the frequency filter can be calculated, for example, analogously to the publication by Martin Baumann et al., for example, analogously to C, D, and E in Chapter IV. The control device can then switch the individual filter stages on or off accordingly, such that the calculated impedance is approximated as well as possible or even precisely achieved.
[0024] One design option is that a safety-related (ASIL) component is connected to at least one current branch of the current branch. The safety-related component can be, for example, an integrated braking system, an electrically driven servo steering system, a windshield wiper motor, etc. A further improvement option is that a comfort (QM) component, such as an electric fan, a rear axle steering system, etc., is connected to at least one current branch of the current branch. A further improvement option is that the safety-related component is arranged to be connected to a common current branch (the individual current branches for the safety-related components branch off from this current branch), and the comfort component is arranged to be connected to a common current branch (the individual current branches for the comfort components branch off from this current branch).
[0025] One design option is that the on-board energy network is a low-voltage on-board energy network, in particular a low-voltage sub-on-board energy network. The low-voltage on-board energy network can, for example, have a nominal voltage between 12 V and 60 V. If the on-board energy network is a low-voltage sub-on-board energy network, it can be part of a total on-board energy network that also has a high-voltage sub-on-board energy network, which, for example, has a nominal voltage higher than the nominal voltage of the low-voltage sub-on-board energy network, for example between 48 V and 800 V or even higher nominal voltage.
[0026] One design option is that the corresponding filter device is integrated into the distributor, which is used to connect a plurality of components that can be supplied with electrical energy via corresponding output terminals. The filter device being specifically arranged in the distributor can advantageously achieve effective frequency filtering for all components connected to the distributor and also for components connected to other distributors, because the distributors of the on-board energy network are generally interconnected with low impedance. Therefore, only some distributors, or even just one distributor if necessary, can be equipped with a multi-stage frequency filter, and still provide effective frequency filtering for all components connected to the distributor. In addition, the arrangement in the distributor has the advantage that the filter can be arranged particularly simply structurally. The connectable components are in principle arbitrary and can include safety-related (ASIL) components and / or non-safety-related comfort (QM) components. This design option includes that the corresponding filter device can be integrated into one or more, in particular all, distributors of the on-board energy network.
[0027] One design option is that the distributor has an input terminal and a plurality of (individual) current branches leading from the input terminal to the respective output terminals, and the multi-stage frequency filter is arranged in parallel with each of the current branches. The following advantage is thus obtained: its filtering function can act on all current branches of the distributor in a case where it can be simply implemented. A further improvement is that the individual current branches leading to the respective terminals are each protected by a safety device (electronic fuse or fuse) in order to be able to quickly and selectively isolate faults in a highly available on-board energy network.
[0028] A further improvement is that the current measuring device and / or the voltage measuring device are arranged at the respectively observed interference source or interference sink, for example integrated therein. This enables particularly precise measurement of the interference current and the terminal voltage.
[0029] One design is that at least one interference source and / or at least one interference sink is connected to the corresponding output terminals of the distributor, and the voltage or current is measured at the output terminals of the distributor. Thus, the current measuring device and / or the voltage measuring device are in particular components of the distributor, rather than components of the interference source and / or the interference sink. This can be advantageously implemented particularly simply and inexpensively. It is assumed here that the current path between the output terminal and the interference source or interference sink has only a negligibly small influence on the current flow and / or voltage interference. Therefore, the current measurement or voltage measurement at the output terminal can be equivalent to the measurement at the connected component with sufficient accuracy.
[0030] One design is that the corresponding filter device is integrated into at least one DC voltage converter, in particular into the DC voltage converter arranged between sub-airborne energy networks with different airborne network voltages. If there are multiple DC voltage converters, then one or more, in particular all, DC voltage converters can be equipped with filter devices, more precisely, this is also the case when the filter device is additionally present in at least one other component, for example in at least one distributor.
[0031] In one design, the current measuring device and / or the voltage measuring device is an electronic fuse or includes an electronic fuse (also known as an "electronic fuse"). The use of an electronic fuse has the following advantages: thereby not only the current path belonging thereto is protected, but also voltage measurement and / or current measurement can be implemented, which saves components. A particular advantage is that if the electronic fuse is used or designed accordingly, not only the current but also the voltage can be measured and thus the transfer function for the observed components as interference sources and interference sinks can be obtained particularly simply.
[0032] One design is that the transfer function is calculated as the quotient of the Laplace-transformed voltage curve and the Laplace-transformed current curve. The use of the general Laplace transform has the following advantages: voltage interferences with a relatively high non-periodic component are also transformed from the time domain to the frequency domain with a small error.
[0033] One design is that the transfer function is calculated as the quotient of the Fourier-transformed voltage curve and the Fourier-transformed current curve. This can be advantageously implemented particularly quickly. The Fourier transform involved is advantageously the discrete Fourier transform DFT.
[0034] The task is also solved by a vehicle, in particular an electric vehicle, wherein the vehicle has an airborne energy network as described above. The vehicle can be constructed similarly to the airborne energy network, and vice versa, and has the same advantages.
[0035] One design solution is that the vehicle is a partially automated or fully automated or fully autonomous vehicle. For such a vehicle, it is particularly advantageous to attenuate voltage interference in the on-board energy network.
[0036] The task is also solved by a method for operating an on-board energy network of a vehicle having at least one interference source and at least one interference sink, in which:
[0037] - Continuously measure the value of the current output by the interference source,
[0038] - Continuously measure the value of the terminal voltage of the corresponding interference sink,
[0039] - A filter device in which a multi-stage frequency filter and a control device are integrated, the multi-stage frequency filter having a plurality of filter stages that can be selectively switched, each of the plurality of filter stages having fixedly parameterized filter parameters, the control device being used to switch the filter stages, the control device obtaining the measurement values output by the at least one current measurement device and the at least one voltage measurement device,
[0040] - The control device continuously calculates the respective transfer function from the time curves of the corresponding paired measurement values of the current measurement device and the voltage measurement device, and
[0041] - The control device switches the filter stages according to the calculated at least one transfer function.
[0042] The method can be similarly constructed to the on-board energy network and the vehicle, and vice versa, and has the same advantages.
[0043] Therefore, one design solution is to measure the measurement values at regular intervals (measurement intervals) and preferably also transmit them to the control device at regular intervals. This enables particularly simple use of the curves of the measurement values, especially in the case of using Fourier transform.
[0044] A further improvement is to measure the measurement values every 10 seconds to 1 minute by order of magnitude. It is taken into account that for the measurement, a bandwidth of approximately 500 kHz and a sampling rate of at least 3 MS / s are advantageous, the on-board network state does not change so frequently and the thermal time constant is generally very large.
[0045] One design option is that the measurement value change curve used to calculate the transfer function belongs to a moving window, that is, the following time change curve is used. In this time change curve, when a new measurement value is received, the oldest measurement value falls outside the observed change curve. This has the following advantages: In a sufficiently long time period determined by the window width, the high occurrence of the measurement values / data points belonging to it significantly improves the confidence interval for the calculation of the transfer function even under small current fluctuations.
[0046] A further improvement is that as new current / voltage value pairs are received, the transfer function belonging to it is recalculated. Alternatively, the transfer function belonging to it is only recalculated after receiving n > 1 value pairs. BRIEF DESCRIPTION OF THE DRAWINGS
[0047] The above characteristics, features, and advantages of the present invention and the implementation methods thereof will become clearer and easier to understand in conjunction with the following schematic description of the embodiments, which are described in more detail in conjunction with the drawings.
[0048] Figure 1 Showing a partial equivalent circuit diagram of a feasible on-board energy network with multiple distributors in a vehicle;
[0049] Figure 2 Showing Figure 1 a more detailed part in
[0050] Figure 3 Showing Figure 1 an abstract equivalent circuit diagram of a multi-stage filter of a distributor of the on-board energy network in DETAILED DESCRIPTION OF THE EMBODIMENTS
[0051] Figure 1 Showing a partial equivalent circuit diagram of the on-board energy network EBN of the vehicle F. The on-board energy network EBN has a low voltage (NV) sub-on-board network, which can be powered from a high voltage (HV) sub-on-board network with HV network voltage V HV via a plurality of current-isolated DC voltage converters GSW1, GSW2, GSW3 here. The DC voltage converters GSW1, GSW2, GSW3 convert the higher HV network voltage V HV of the HV sub-on-board network into the corresponding lower NV voltages V cm , V cs1 or V cs2. The DC voltage converters GSW1, GSW2, GSW3 are connected to the communication channel of the vehicle F, here for example the CAN bus CAN, and can communicate with each other via said communication channel. In particular, the DC voltage converters GSW1, GSW2, GSW3 can be in a master-slave arrangement, where, for example, the DC voltage converter GSW1 serves as the master and the DC voltage converters GSW2, GSW3 serve as slaves.
[0052] Here, the NV voltages V cm , V cs1 and V cs2 are applied to the cable harness KB of the local extension of the NV sub-vehicle network via the respective nodes A, B or C, and more precisely via lines with the respective line impedances Z l,cm , Z l,cs1 and Z l,cs 2. The adjacent nodes A and B, B and C, etc. of the extended cable harness KB are generally separated from each other by line sections with line impedances Z l,ab , Z l,bc etc.
[0053] A battery Bat is also connected to the cable harness KB, and the battery is here connected at node A via a line with a line impedance Z l,bat .
[0054] Furthermore, a plurality of electrical components are connected to the cable harness KB of the NV sub-vehicle network, and more precisely via at least one (here two) distribution units PD1, PD2. In the current case, the distribution units PD1 and PD2 are connected to nodes B or C via line impedances Z l,pd1 and Z l,pd2 respectively. Both safety-related (ASIL) components (such as the integrated brake system IB, the electrically driven servo steering system EPB, the windshield wiper motor WIP, etc.) and comfort (QM) components (such as the electric fan ELF and the rear axle steering system RAS) can be connected to the distribution units PD1, PD2 via separate current branches. The impedances present in the respective current branches are here shown as the line impedance Z mnh,p and as the impedance Z mn,p of the connected components, where "m" is the number of the distribution units PD1, PD2, "n" is the name for the current branch, where "a" is for ASIL components, "q" is for comfort components, and "p" is the number of the ASIL component or comfort component in the respective distribution unit PD1, PD2.
[0055] To avoid interference, especially from safety-related components IB, EPB, WIP, in each of the distributors PD1, PD2, a multi-stage band-pass filter BP1 or BP2 (which has respective impedances Z f,pd1 and Z f,pd 2) is provided in parallel with the electrically connected electrical components respectively. The multi-stage band-pass filters each have a plurality of stages FS j that can be selectively switched on and off. Filters BP1 and BP2 can be constructed to be identical in structure or, for example, different in terms of the number of filter stages FS j and / or filtering characteristics. Band-pass filters BP1 and BP2 are respectively part of corresponding filter devices FE1 and FE2, as described in more detail in Figure 2 .
[0056] The multi-stage band-pass filters BP1, BP2 and the electrical components IB, EPB, WIP, ELF, RAS connected to the distributors PD1, PD2 are protected via respective electronic fuses or "electronic fuses" EF i (see Figure 3 ).
[0057] In principle, one or more distributors PDi (i ≥ 1), i.e., more than two distributors PD1, PD2, can be present in the NV sub-airborne network. In particular, at least one safety-related component IB, EPB, WIP and / or at least one comfort component ELF, RAS can be connected to each of the distributors PDi.
[0058] To further reduce interference, especially from components IB, EPB, WIP, ELF, RAS, etc. (especially also safety-related), additional frequency filters and / or electronic fuses (not shown) can be present in the respective individual current branches, which are provided for specifically protecting the respective components IB, EPB, WIP, ELF, RAS, etc. In the presence of filters BP1 and BP2, such additional frequency filters can advantageously be smaller than when there are no filters BP1 and BP2.
[0059] Figure 2 Shows Figure 1 a more detailed partial view with the distributor PD1 and the components IB, EPS, ELF connected thereto. The distributor PD1 has an input terminal IN1 and a plurality of current branches starting from this input terminal IN1 to respective output terminals OUT, wherein the multi-stage frequency filter BP1 of the filter device FE1 is arranged in parallel with the current branches.
[0060] On the connection terminals of at least some of the connected components (exemplarily components IB and ELF here), a voltage measuring device MV1 and / or a current measuring device MI1 (on component IB) or a voltage measuring device MV2 and / or a current measuring device MI2 (on component ELF) are connected. If, for example, component ELF is regarded as a source of interference, the existing current measuring device MI2 is used to continuously or persistently measure the current value there. If component IB is regarded as a sink of interference, then the existing voltage measuring device MV1 is used to continuously measure the voltage value there. If component IB is regarded as both a source of interference and a sink of interference, the current value and the voltage value can also be continuously measured. This similarly applies to component ELF. The measuring devices MV1, MI1, MV2, MI2 can transmit their measured values via the CAN bus CAN.
[0061] In a variant, the current measuring devices MI1, MI2 and / or the voltage measuring devices MV1, MV2 can be or include (for example, integrated into the respective components IB, ELF) electronic fuse devices.
[0062] In a variant, the current measuring devices MI1, MI2 and / or the voltage measuring devices MV1, MV2 can be or include electronic fuse devices that are present at the output terminal OUT of the distributor PD1 and integrated into the distributor PD1.
[0063] Figure 3 Shows a multi-stage passive band-pass filter BP i integrated together in one of the distributors PDi of the on-board energy network EBN i and an abstract equivalent circuit diagram thereof. The filter BP i is optionally protected via a low-impedance electronic fuse device EF fuse which can be selectively switched to conducting or blocking by a switch Q. The electronic fuse device EF i is located in the same separate current branch as the band-pass filter BP i and is advantageously connected upstream of the band-pass filter, and if necessary, is installed in a common module with the band-pass filter BP. i
[0064] The multi-stage filter BP i includes j = 1,..., k (where k > 2) parallel band-pass filter stages FS j which have their respective fixedly parameterized combinations consisting of a resistor R j j an inductor L j and a capacitor C j and the values of the resistor, inductor and capacitor can be regarded as filter parameters. The band-pass filter stages FS jcan be selectively connected to or disconnected from the power grid via a corresponding electronic switch Q j The electronic switch Q j is configured here as a low-impedance MOSFET.
[0065] Filter stage FS j is protected against short-time voltage pulses by a bidirectional suppression diode D1 inside the multi-stage filter BP i The electronic switch Q
[0066] is controlled by a gate driver GT of the power distributor PDi, and the gate driver is in turn adjusted by a control device ECU (e.g., in the form of a microcontroller) of the power distributor PDi. j The control device ECU is communicatively coupled via a CAN bus CAN to measuring devices MV1, Ml1, MV2, MI2, thereby receiving corresponding measured values and storing them together with the old measured values as a variation curve in a data memory. Next, the current variation curve i(t) on the component IB and the voltage variation curve u(t) on the component ELF are observed purely by way of example, which corresponds to the interference on the component ELF starting from the component IB. The control device ECU is set to continuously calculate the associated transfer function from the variation curves u(t) and i(t), in particular as the quotient of the Fourier-transformed voltage variation curve and the Fourier-transformed current variation curve.
[0067] The control device ECU is also set to switch the filter stage FS according to the at least one calculated transfer function
[0068] such that voltage oscillations at the terminals of the desired component (here: at least the component ELF) are suppressed or attenuated as effectively as possible. The switching of the filter stage FS j in particular includes a specific combination of the switching states (on / off-switching) of the electronic switch Q j The switching state of the filter BP j calculated by the control device ECU or the switching state of the filter stage FS i is transmitted to the gate driver GT, which switches the electronic switch Q j accordingly. j
[0069] The system voltage V s corresponds to the voltage detected on the power distributor PDi between the nodes B, C, etc. of the power distributor and the local reference potential (ground).
[0070] Of course, the present invention is not limited to the illustrated embodiments.
[0071] Thus, generally at least one of the components IB, EPB, WIP, ELF, RAS connected to the distributor PDi can additionally be equipped with its own, fixedly parameterized band-pass filter. At least one of the components IB, EPB, WIP, ELF, RAS connected to the distributor PDi can also be additionally protected by its own fuse device, in particular an electronic fuse device.
[0072] Generally, words such as "a", "an", etc. can be understood as singular or plural, especially in the sense of "at least one" or "one or more", as long as this is not explicitly excluded, for example, by expressions such as "exactly one".
[0073] As long as it is not explicitly excluded, the given numbers can also include exactly the given numbers and include the general tolerance range.
[0074] List of reference numerals
[0075] Node A
[0076] ASIL safety-related component
[0077] Node B
[0078] BP i The i-th multi-stage band-pass filter
[0079] Node C
[0080] C j The capacitance of the j-th filter stage
[0081] D1 suppression diode
[0082] EBN On-board energy network
[0083] ECU Control device
[0084] EF i The electronic fuse device of the i-th distributor
[0085] ELF Electric fan
[0086] EPB Electrically actuated servo steering system
[0087] F Vehicle
[0088] FEi Filter unit of the i-th distributor
[0089] FS j The j-th filter stage
[0090] GSWi The i-th DC voltage converter
[0091] GT Gate driver
[0092] Input interface of the distributor PD1 of IN1
[0093] IB Integrated braking system
[0094] L j Inductance of the j-th filter stage
[0095] MI1 Current measuring device
[0096] MI2 Current measuring device
[0097] MV1 Voltage measuring device
[0098] MV2 Voltage measuring device
[0099] PDi The i-th distributor
[0100] QM Comfort component
[0101] Q fuse Switch of the electronic fuse device
[0102] Q j Switch of the j-th filter stage
[0103] R j Resistance of the j-th filter stage
[0104] RAS Rear axle steering system
[0105] V HV High voltage network voltage
[0106] WIP Windshield wiper motor
[0107] Z Impedance
[0108] Z l Line impedance
Claims
1. An on-board energy network (EBN) of a vehicle (F), the on-board energy network having at least one interference source (ELF) and at least one interference sink (IB), wherein, - there are respective current measuring devices (MI1, MI2) which are arranged to continuously measure the value of the current output by the interference source (ELF), - there are respective voltage measuring devices (MV1, MV2) which are arranged to continuously measure the value of the terminal voltage of the respective interference sink (IB), - A multi-stage frequency filter (BP1) and a control device (ECU) are integrated in a filter device (FE1, FEi), the multi-stage frequency filter having a plurality of filter stages (FS) that can be selectively switched j ), each of the plurality of filter stages having fixedly parameterized filter parameters, the control device being for switching the filter stages (FS j ). - the control device (ECU) is communicatively coupled to the at least one current measuring device (MI1, MI2) and the at least one voltage measuring device (MV1, MV2) for receiving measurement values, - the control device (ECU) is arranged to continuously calculate the associated transfer function from the time profiles of the respective paired measurement values of the current measuring device (MI1, MI2) and the voltage measuring device (MV1, MV2), and - The control device (ECU) is configured to switch the filter stage (FS) according to the calculated at least one transfer function j ) 2. The airborne energy network (EBN) according to claim 1, wherein, respective filter devices (FE1, FEi) are integrated into a distributor (PD1, PD2, PDi) which is used to connect a plurality of components (IB, EPB, WIP, ELF, RAS) that can be supplied with electrical energy via respective output terminals.
3. The airborne energy network (EBN) according to claim 2, wherein, The distributor (PD1, PD2, PDi) has an input terminal (IN1) and a plurality of current branches starting from the input terminal to respective output terminals, and the multi-stage frequency filter (BP1) is arranged in parallel with the current branches.
4. The airborne energy network (EBN) according to any one of claims 2 to 3, wherein, At least one interference source (ELF) and / or at least one interference sink (IB) is connected to the respective output terminal of the distributor (PD1, PD2, PDi) and the voltage or current is measured at this output terminal of the distributor (PD1, PD2, PDi).
5. The airborne energy network (EBN) according to any one of the preceding claims, wherein, Respective filter devices (FE1, FEi) are integrated into at least one DC voltage converter (GSW1, GSW2, GSW3), in particular into the DC voltage converter (GSW1, GSW2, GSW3) arranged between sub-on-board energy networks with different on-board network voltages.
6. The airborne energy network (EBN) according to any one of the preceding claims, wherein, The current measuring device (MI1, MI2) and / or the voltage measuring device (MV1, MV2) is an electronic fuse device or includes an electronic fuse device.
7. The airborne energy network (EBN) according to any one of the preceding claims, wherein, The transfer function is calculated as the quotient of the Laplace-transformed voltage profile and the Laplace-transformed current profile.
8. The airborne energy network (EBN) according to claim 7, wherein, The transfer function is calculated as the quotient of the Fourier-transformed voltage profile and the Fourier-transformed current profile.
9. The airborne energy network (EBN) according to any one of the preceding claims, wherein, The voltage measuring device (MV1, MV2) is communicatively coupled to the control device (ECU) via a data bus (CAN).
10. A vehicle, in particular an electric vehicle, wherein, The vehicle (F) has an on-board energy network (EBN) according to any one of the preceding claims.
11. The vehicle according to claim 10, wherein, The vehicle (F) is a semi-automatic or fully automatic or fully autonomous vehicle (F).
12. Method for operating an on-board energy network (EBN) of a vehicle (F) having at least one interference source (ELF) and at least one interference sink (IB), in which method: - continuously measure the value of the current output by the interference source (ELF), - continuously measure the value of the terminal voltage of the respective interference sink (IB), - Filter device (FE1, FEi), in which a multi-stage frequency filter (BP1) and a control device (ECU) are integrated, the multi-stage frequency filter having a plurality of filter stages (FS) that can be selectively switched j ), each of the plurality of filter stages having fixedly parameterized filter parameters, the control device being used to switch the filter stages (FS j ), the control device obtaining measurement values output by the at least one current measurement device (MI1, MV2) and the at least one voltage measurement device (MV1, MV2) - the control device (ECU) continuously calculates the associated transfer function from the time profiles of the respective paired measured values of the current measuring devices (MI1, MI2) and the voltage measuring devices (MV1, MV2), and - The control device (ECU) switches the filter stage (FS) according to the at least one transfer function calculated j ) 13. The method according to claim 12, wherein, measure the measured values at regular intervals and transmit the measured values to the control device (ECU).
14. The method according to any one of the preceding claims, wherein, The profile of the measured values for calculating the associated transfer function is a following window.