Distributor device for high-voltage system of electric vehicle

Abstract

A distributor device (100) for a high-voltage system of an electric vehicle has a first supply line with a first line section (L1), a second line section (L2) and a controllable second switching unit (102). The distributor device (100) further comprises a second supply line having a third line section (L3), a fourth line section (L4) and a fifth controllable switching unit (105). Furthermore, the distributor device (100) has a third supply line (V3) having a third controllable switching unit (103), the third switching unit (103) connecting the second line section (L2) of the first supply line and the third line section (L3) of the second supply line. The different line sections are designed to be connected to different high-voltage components.

Description

Technical field

[0001] The present invention relates to a distributor device for a high-voltage system of an electric vehicle. Furthermore, the present invention relates to a method and a control unit for operating a high-voltage system, as well as a computer program and a computer-readable medium. Background art

[0002] The high-voltage systems used in battery-electric vehicles (BEVs) are usually simply implemented, that is, all high-voltage components are only simply or once present in the system. Higher-level vehicles often additionally have two or more high-voltage drive units, usually to increase the system drive power and to enable all-wheel drive. The voltage level of the high-voltage system is usually in the range of around 400 V, where newer systems are increasingly also implemented at the 800 V level, thereby enabling an increase in the charging power and furthermore improving the system efficiency. In order to be able to achieve "Legacy Charging" at such systems (charging an 800 V system at a 400 V DC charging station), switchable 400 V / 800 V battery systems have also been discussed in the meantime, which consist of two 400 V battery stacks that can be switched from series connection (corresponding to 800 V) to parallel operation (corresponding to 400 V) for charging.

[0003] Highly automated driving vehicles are technically divided into five levels or classes L1 to L5, where in particular for the highest autonomous levels L4 and L5, maximum safety and redundancy must be ensured. According to the current discussions in the industry, it is also necessary here to split the high-voltage battery into two independent single-cell stacks in order to ensure sufficient operation of the voltage vehicle, in particular the transformer (DCDC), even in case of a fault. Special attention is paid here to the high-voltage-low-voltage (HV / LV) DCDC implemented redundantly, that is, at least doubly, in highly automated vehicles, since they must ensure sufficient supply to the LV vehicle electrical network. The latter, as the supply network for in particular the braking system and the control system as well as the associated control and regulation units, usually has the highest safety objectives (ASIL D).

[0004] Traction redundancy requires at least one energy source for each drive, which in a battery-electric vehicle is the high-voltage battery and the drive unit supplied by it. In order to be able to take into account the corresponding fault situations as well as component faults and system faults, which means in order to achieve redundancy, two batteries or two independent battery single-cell stacks within the battery and two drive units are required.

[0005] Despite the existing component redundancy, currently available or discussed battery electric vehicles (BEVs) with an 800 V battery system that is switchable for conventional charging (which typically also has two electric motors for increased power and efficiency) cannot provide the required traction redundancy. This is because the drive, which is usually implemented as an 800 V component, cannot switch from the 800 V main battery to one of the individual 400 V battery stacks in the event of a fault. As a result, vehicle traction can no longer be ensured in the event of a fault.

[0006] Therefore, currently, on-board electrical network redundancy and traction redundancy are achieved through expensive component redundancy (also known as symmetric redundancy), without any particular functional added value. Summary of the Invention

[0007] Therefore, the object to be achieved by the present invention is to provide, at low cost, a distributor device for a high-voltage system of an electric vehicle that can meet the safety requirements and redundancy requirements for the highest autonomous levels L4 and L5.

[0008] This object is achieved by the features of the independent claims. Advantageous refinements of the present invention are shown in the dependent claims.

[0009] According to a first aspect of the present invention, the above-mentioned object is achieved by a distributor device for a high-voltage system of an electric vehicle, wherein the high-voltage system includes a first high-voltage electrical network and a second high-voltage electrical network. The distributor device has a first supply line, which has a first line section, a second line section, and a controllable second switching unit. The second switching unit connects the first line section and the second line section in the closed state and decouples the first line section and the second line section in the open state.

[0010] The distributor device further has a second supply line, which has a third line section, a fourth line section, and a controllable fifth switching unit. The fifth switching unit connects the third line section and the fourth line section in the closed state and decouples the third line section and the fourth line section in the open state.

[0011] In addition, the distributor device has a third supply line, which has a controllable third switching unit, wherein the third switching unit connects the second line section of the first supply line and the third line section of the second supply line.

[0012] The first line section of the first supply line is configured to be connected to the first terminal of the first energy source, to the first terminal of the first electric motor, to the first terminal of the charging unit, to the first terminal of the first DC / DC converter, and to the first terminal of at least one additional high-voltage load.

[0013] The second line section of the first supply line is configured to be connected to the first connector of the second energy source and to the first connector of the second DC / DC converter.

[0014] The third line section of the second supply line is configured to be connected to the second connector of the first energy source and to the second connector of the first DC / DC converter.

[0015] The fourth line section of the second supply line is configured to be connected to the second connector of the second energy source, to the second connector of the second electric machine, to the second connector of the second DC / DC converter, and to the second connector of the charging unit.

[0016] The first high-voltage power grid preferably has at least a first energy source. In particular, the first high-voltage power grid additionally has a first DC / DC converter and / or a first electric machine and / or at least one further high-voltage load. The second high-voltage power grid preferably has at least a second energy source. In particular, the second high-voltage power grid additionally has a second DC / DC converter and / or a second electric machine and / or a charging unit.

[0017] The first energy source and / or the second energy source preferably each comprise a battery or a battery stack. As an alternative or in addition, the first energy source and / or the second energy source can have a fuel cell.

[0018] The distributor device enables traction redundancy. Traction redundancy requires at least one energy source for each drive, i.e., a high-voltage battery in a battery-electric vehicle, and a drive unit supplied therewith. In order to be able to take into account corresponding fault situations as well as component faults and system faults together, the distributor device is configured to suitably provide two batteries and two drive units.

[0019] The distributor device can effect the separation of the power grid in the event of a load. When switching the energy source, the drive is currentless.

[0020] The principle of energy source switching can be applied to different on-vehicle power grid topologies (parallel, series, …), and is extended in order to split the high-voltage power grid (series topology) as well as to separate the high-voltage power grid (parallel topology) in the event of a fault.

[0021] The solution thus combines the advantages of different supply network topologies in the system, and in addition to the feasible solutions often required for conventional charging, can also achieve maximum drive train efficiency while providing independent redundant supply to safety-critical components.

[0022] In at least one advantageous design according to the first aspect, the second line section of the first supply line is configured to be connected to the first connector of the second electric machine. The third line section of the second supply line is configured to be connected to the second connector of the first electric machine and to the second connector of at least one further high-voltage load.

[0023] In at least one advantageous design of the first aspect, the first supply line has a switchable first switching unit, which is arranged in the first line section and divides the first line section into a fifth line section and a sixth line section. Here, the fifth line section of the first supply line is configured to be connected to the first terminal of the first energy source, to the first terminal of the first electric motor, to the first terminal of the first DC / DC converter, and to the first terminal of at least one further high-voltage load. Here, the sixth line section of the first supply line is configured to be connected to the first terminal of the charging unit and to the first terminal of the second electric motor. The fourth line section of the second supply line is configured to be connected to the second terminal of at least one high-voltage load and to the second terminal of the first electric motor.

[0024] In at least one advantageous design of the first aspect, the third switching unit is configured to automatically control the opening of the third switching unit, and / or the second switching unit is configured to automatically control the opening of the second switching unit.

[0025] In at least one advantageous design of the first aspect, the third switching unit has a controllable disconnect switch and a monitoring unit, where the monitoring unit is arranged in the third switching unit and is configured to detect the current flowing in the third switching unit and / or the voltage applied to the third switching unit, and if the magnitude of the current or voltage exceeds a predefined first value or is lower than a predefined second value, the controllable disconnect switch is transferred to the open state. As an alternative or in addition, the second switching unit has a controllable disconnect switch and a monitoring unit, where the monitoring unit is arranged in the second switching unit and is configured to detect the current flowing in the second switching unit and / or the voltage applied to the second switching unit, and if the magnitude of the current or voltage exceeds a predefined first value or is lower than a second predefined value, the controllable disconnect switch is transferred to the open state.

[0026] In at least one advantageous design of the first aspect, the controllable disconnect switch of the third switching unit or the second switching unit can additionally be actuated by means of a control unit.

[0027] For applications not only in series topologies but also in parallel topologies, a plurality of switching devices or shutdown devices, i.e., a plurality of switching units, are used in the distributor device. Here, the requirements for these devices are significantly different compared to conventional charging, which is determined by the current to be considered (switching in the case of a load) and the required shutdown time. A sharp drop in voltage in a fault-free subnetwork to be separated is avoided.

[0028] The first switching unit and the fifth switching unit preferably also have controllable disconnect switches. The disconnect switches can be configured the same as or differently from the controllable disconnect switches of the third switching unit and the second switching unit. However, the controllable disconnect switches of the first switching unit and the fifth switching unit are controlled only by the control unit in particular.

[0029] The controllable disconnect switch is configured, for example, as a semiconductor disconnect switch. The controllable disconnect switch particularly has one or more semiconductor transistors. The controllable disconnect switch has, for example, at least two power metal-oxide-semiconductor field-effect transistors connected in reverse series (back-to-back arrangement). As an alternative or in addition, at least the second switching unit and the third switching unit can have a pyrotechnic fuse or a relay or a contactor.

[0030] According to the second and third aspects of the invention, the above-mentioned object is achieved by a method for operating a high-voltage system of an electric vehicle and a corresponding control unit, wherein the high-voltage system has a first high-voltage grid and a second high-voltage grid and a distributor device according to the first aspect. The first high-voltage grid preferably has at least a first energy source. In particular, the first high-voltage grid additionally has a first DC / DC converter and / or a first electric motor and / or at least one further high-voltage load. The second high-voltage grid preferably has at least a second energy source. In particular, the second high-voltage grid additionally has a second DC / DC converter and / or a second electric motor and / or a charging unit.

[0031] Here, the control unit receives monitoring data or a monitoring signal from the monitoring unit of the third switching unit, wherein the monitoring data or the monitoring signal is configured to signal to the control unit that the disconnection of the third switching unit has been triggered and a short circuit has been detected. In response to receiving the monitoring signal, the control unit generates and sends a first control signal to the first switching unit, wherein the first control signal is configured to cause the disconnect switch of the first switching unit to assume an open state.

[0032] In a further step, the control unit sends diagnostic data to the central computing unit to determine what type of fault exists. Here, the diagnostic data indicates at least that the third switching unit has switched to the open state or a short circuit has been detected. In response to sending the diagnostic data to the central computing unit, the control unit receives a control instruction from the central computing unit.

[0033] If the central computing unit determines that a short circuit exists in the first high-voltage grid and the second high-voltage grid, the control instruction does not include an instruction to prompt the control unit to reconnect one of the high-voltage grids.

[0034] Conversely, if the central computing unit determines that a short circuit exists only in the first high-voltage power grid, the control instruction includes an instruction to send a second control signal to the second switching unit, wherein the second control signal is configured to cause the disconnector of the second switching unit to transfer to the closed state.

[0035] If the central computing unit determines that a short circuit exists only in the second high-voltage power grid, the control instruction includes an instruction to send a third control signal to the fifth switching unit, wherein the third control signal is configured to cause the corresponding disconnector of the fifth switching unit to transfer to the closed state.

[0036] If the central computing unit determines that no short circuit exists, the control instruction includes an instruction to send a fourth control signal to the first switching unit and the third switching unit, wherein the fourth control signal is configured to cause the corresponding disconnectors of the first switching unit and the third switching unit to transfer to the closed state.

[0037] The control unit executes the control instruction. The control unit particularly includes a computing unit having a processor and a program memory, wherein a program is stored in the program memory, and when the program is executed by the processor, the program causes the computing unit and thus the control unit to execute the method according to the second aspect.

[0038] In at least one advantageous design of the second and third aspects, if a short circuit exists only in one of the high-voltage power grids, the control unit receives current measurement data from the monitoring unit of the third switching unit and transfers the measurement data to the central computing unit, wherein the measurement data represents one or more voltages detected after the first switching unit is opened. In response to the transferred measurement data, the control unit receives additional control instructions from the central computing unit. The additional control instructions include an instruction to send a fifth control signal to the second switching unit or the fifth switching unit, wherein the fifth control signal is configured to cause the disconnector of the second switching unit or the fifth switching unit to transfer to the open state. Additionally, the additional control instructions include an instruction to send a sixth control signal to the first switching unit and the third switching unit, wherein the sixth control signal is configured to cause the corresponding disconnectors of the first switching unit and the third switching unit to transfer to the closed state.

[0039] The advantageous design of the first aspect is also applicable to the second and third aspects.

[0040] In the case of a series topology, there is a feasible solution to switch the high-voltage motor from 800 V to 400 V centrally. In normal conditions, two battery stacks coupled in series can be separated from each other in case of a fault, where two electrically insulated and independent high-voltage power grids are generated. A faulty power grid caused, for example, by a load short circuit, battery stack failure, insulation fault, etc. can be completely deactivated, and the vehicle can continue to operate at an operating voltage of 400 V in a reduced-power mode (Limp Home). For this purpose, the motor (the second motor that is only still available in case of a functional fault of one of the motors) is connected to the functional 400 V sub-network, and thus the continuation of traction operation is ensured.

[0041] Here, the focus of the switching / off function lies in the redundant supply of safety-critical loads, especially high-voltage drives and low-voltage - DCDC - converters, in case of a fault. Conventional charging of the 800 V main battery can be achieved at 400 V DC charging stations and 800 V DC charging stations. The 800 V voltage can be used efficiently for traction during normal operation, and the vehicle can travel at 400 V in case of a fault.

[0042] In case of a temporary shutdown / disconnection, for example, for thermal protection of the energy source, the disconnected high-voltage power grid can be reconnected after the recovery (referred to as "Healing" in English) of the faulty function / component, and the vehicle can return to normal operation.

[0043] Thereby, in the case of using a distributor device, battery-powered vehicles can ensure autonomy levels L4 and L5 in terms of traction redundancy and independent and redundant supply of the 12 V on-board power grid. The autonomy levels L4 and L5 can be further ensured by further integrating fuse devices for high-voltage loads into the distributor device.

[0044] According to a fourth aspect of the present invention, the above-mentioned object is achieved by a high-voltage system for an electric vehicle, wherein the high-voltage system has a first high-voltage power grid and a second high-voltage power grid, a distributor device according to the first aspect or an advantageous design thereof, and a control unit according to the third aspect.

[0045] Here, the advantageous design of the third aspect also applies to the fourth aspect.

[0046] According to a fifth aspect of the present invention, the above-mentioned object is achieved by a computer program having instructions that, when the computer program is executed by a computing unit of a high-voltage system of an electric vehicle, cause the computing unit to execute the steps of the method according to the second aspect or an advantageous design thereof.

[0047] According to a sixth aspect of the present invention, the above-mentioned object is achieved by a computer-readable medium having instructions which, when implemented by a computing unit of a high-voltage system of an electric vehicle, cause the computing unit to implement the method according to the second aspect or a preferred embodiment thereof.

[0048] In the context of the present text, the naming of such a computer program is equivalent to the concept of a program element and / or a computer program product which includes instructions for controlling a computing unit in order to coordinate in a suitable manner the mode of operation of a system or a method so as to achieve an effect associated with the method according to the present invention.

[0049] The computing unit preferably has a processor and a memory. The processor can include a central processing unit (CPU), and the processor can moreover be another general-purpose processor, a microcontroller, a digital signal processor (DSP). The general-purpose processor can be a microprocessor, or the processor can be any conventional processor or a similar processor.

[0050] The computer program can be implemented as computer-readable instruction code in any suitable programming language, such as for example JAVA, C++, etc. The computer program can be stored on a computer-readable storage medium (CD-Rom, DVD, Blu-ray disk, replaceable drive, volatile or non-volatile memory, built-in memory / processor, etc.). The instruction code can program a computer, a computing unit or other programmable device, such as in particular a controller for a drive of a motor vehicle, such that the desired function is implemented. In addition, the computer program can be provided in a network, such as for example the Internet, from which the user can download the computer program when needed. Description of the Drawings

[0051] Further preferred embodiments are disclosed in the appended claims and in the following description of the embodiments with reference to the drawings. The description of the subject matter defined herein is not limited to the individual specific embodiments. As long as it is technically meaningful, the features of different embodiments can be combined with one another in order to form further embodiments. Variant or modified embodiments described with respect to one of the embodiments can also be applied to other embodiments, for example, unless otherwise stated.

[0052] Wherein: Figure 1 shows an exemplary block diagram of an embodiment of a first high-voltage system for an electrically driven vehicle, Figure 2 shows an exemplary block diagram of an embodiment of a second high-voltage system for an electrically driven vehicle, Figure 3 shows an exemplary flowchart of a program for operating a high-voltage power grid according to Figure 1 . Figure 4 shows an exemplary flowchart of a further program for operating a high-voltage power grid according to Figure 2 . DETAILED DESCRIPTION

[0053] In the figures, the same reference signs are used for elements having substantially the same function, however these elements do not have to be identical in all specific details.

[0054] It should be noted that if an element is shown as "connected" or "coupled" to another element, the element can be directly connected or coupled to the other element, or there can be intermediate elements. In contrast, if an element is shown as "directly" "connected" or "coupled" to another element, there are no intermediate elements. Other expressions used to describe the relationship between elements should be interpreted in a similar way (e.g., "between" versus "directly between", "adjacent" versus "directly adjacent", etc.).

[0055] For the embodiments described herein or shown in the figures, any direct electrical connection or coupling, that is, any connection or coupling without any additional elements located therebetween, can also be achieved by an indirect connection or coupling, that is, a connection or coupling having one or more elements located therebetween, or vice versa, as long as the general purpose of the connection or coupling is substantially retained, such as transmitting a specific type of signal or transmitting a specific type of information.

[0056] Figure 1 shows an exemplary block diagram of an embodiment of a first high-voltage system for an electric drive vehicle.

[0057] The high-voltage system includes a first high-voltage power grid NET1, a second high-voltage power grid NET2, and a distributor system.

[0058] The first high-voltage power grid NET1 includes a first energy source BAT1, a first electric motor M1, a first DC / DC converter DCDC1, and one or more high-voltage loads HVL.

[0059] The second high-voltage power grid NET2 includes a second energy source BAT2, a second electric motor M2, a second DC / DC converter DCDC2, and a charging unit CHAR.

[0060] The first energy source BAT1 and the second energy source BAT2 are preferably high-voltage batteries.

[0061] The distributor system includes a distributor device and a control unit (not shown in Figure 1 ). In addition, the distributor system is assigned a central computing unit (inFigure 1 (not shown in the figure), wherein the control unit is configured to provide data for transmission to or reception from the computing unit. The data connection between the control unit and the computing unit can be made in a wired or wireless manner.

[0062] The distributor device includes a first supply line having a first line section L1, a second line section L2, and a controllable second switch unit 102, wherein the second switch unit 102 connects the first line section L1 and the second line section L2 in the closed state and decouples the first line section L1 and the second line section L2 in the open state. In addition, the first supply line has a first switch unit 101 arranged in the first line section L1 and dividing the first line section into a fifth line section L5 and a sixth line section L6.

[0063] In addition, the distributor device has a second supply line having a third line section L3, a fourth line section L4, and a controllable fifth switch unit 105, wherein the fifth switch unit 105 connects the third line section L3 and the fourth line section L4 in the closed state and decouples the third line section L3 and the fourth line section L4 in the open state.

[0064] In addition, the distributor device has a third supply line V3 having a third switch unit 103, wherein if the third switch unit 103 is in the closed state, the third supply line V3 connects the second line section L2 of the first supply line and the third line section L3 of the second supply line.

[0065] The fifth line section L5 of the first supply line is or is configured to be connected to the first terminal of the first energy source BAT1, the first terminal of the first DC / DC converter DCDC1, the first terminal of at least one high-voltage load HVL, and the first terminal of the first motor M1.

[0066] The sixth line section L6 of the first supply line is or is configured to be connected to the first terminal of the second motor M2 and the first terminal of the charging unit CHARG.

[0067] The second line section L2 of the first supply line is or is configured to be connected to the first terminal of the second energy source BAT2 and the first terminal of the second DC / DC converter DCDC2.

[0068] The third line section L3 of the second supply line is or is configured to be connected to the second terminal of the first energy source BAT1 and the second terminal of the first DC / DC converter DCDC1.

[0069] The fourth line section L4 of the second supply line is connected to or configured to be connected to the second connector of the second energy source BAT2, the second connector of the second electric motor M2, the second connector of the second DC / DC converter DCDC2, the second connector of the charging unit CHAR, the second connector of the first electric motor M1, and the second connector of at least one further high-voltage load HVL.

[0070] Figure 1 The distributor device 100 shown in is thus configured for a series vehicle on-board electrical system topology, in which, during fault-free operation of the vehicle, the first energy source BAT1 and the second energy source BAT2 are connected in series. Thus, in the event of no fault, the high-voltage system and each of the electric motors M1, M2 operate at 800 V.

[0071] During fault-free operation, the third switch unit 103 and the first switch unit 101 are thus closed, and the second switch unit 102 and the fifth switch unit 105 are open.

[0072] The first energy source BAT1 and the second energy source BAT2 preferably each have a fuse device, in particular a pyrotechnic fuse device. In addition, the distributor device 100 can have a further fuse device 104, in particular a pyrotechnic fuse device, in order to be able to separate at least one high-voltage load HVL from the fifth line section L5. This is advantageous in order to prevent the reaction of a short circuit in at least one high-voltage load HVL on the first high-voltage network NET1 and the second high-voltage network NET2.

[0073] The switch units 101, 102, 103, 105 of the distributor device 100 preferably have controllable disconnect switches.

[0074] The control unit is preferably configured to control the switch positions of all switch units 101, 102, 103, 105 of the distributor device. The disconnect switches each have, for example, a gate driver, and the control unit is configured to control the gate driver, for example, by means of a digital signal.

[0075] At least the third switch unit 103 has, for example, an internal monitoring unit for internal current measurement and voltage measurement, by means of which an overload current and overvoltage events and undervoltage events can be detected. The third switch unit 103 is configured to automatically decide whether the third switch unit 103 has to be opened. If the vehicle switches to the sleep mode or the parking mode, the third switch unit 103 can be controlled to be opened, for example, by means of the control unit, since the load on the output side of the switch does not have to be supplied any further. That is to say, the third switch unit 103 can open autonomously, but preferably only in an emergency.

[0076] By authorizing the third switching unit 103 to disconnect autonomously, valuable time can be saved in the event of a fault, and it is possible to prevent, for example, the short-circuit current from becoming very high.

[0077] Figure 2 An exemplary block diagram showing an embodiment of a second high-voltage system for an electric drive vehicle is presented.

[0078] The high-voltage system includes a first high-voltage network NET1, a second high-voltage network NET2, and a distributor system.

[0079] The first high-voltage network NET1 includes a first energy source BAT1, a first electric motor M1, a first DC / DC converter DCDC1, and one or more high-voltage loads HVL.

[0080] The second high-voltage network NET2 includes a second energy source BAT2, a second electric motor M2, a second DC / DC converter DCDC2, and a charging unit CHARG.

[0081] The distributor system includes a distributor device 100 and a control unit (not shown in Figure 2 ). In addition, the distributor system is allocated a central computing unit connected to the control unit (not shown in Figure 2 ).

[0082] Unlike the Figure 1 distributor device 100 shown in Figure 2 , the distributor device 100 according to

[0083] does not have a first switching unit 101 in the first supply line. Therefore, the first supply line only includes a first line section L1 and a second line section L2.

[0084] The first line section L1 of the first supply line is configured to be connected to the first terminal of the first energy source BAT1, to the first terminal of the first DC / DC converter DCDC1, and to the first terminal of at least one high-voltage load HVL. In addition, the first line section L1 is configured to be connected to the first terminal of the charging unit CHAR.

[0085] Figure 2The distributor device 100 shown thus is configured for a parallel vehicle on-board electrical network topology, wherein, during faultless operation of the vehicle, the first energy source BAT1 and the second energy source BAT2 are connected in parallel. Thus, the high-voltage system operates at 400 V in the faultless case. The first energy source BAT1 and the second energy source BAT2 can be connected in series for charging, so that fast charging can be carried out at 800 V.

[0086] Thus, during faultless operation, the third switch unit 103 is open and the second switch unit 102 and the fifth switch unit 105 are closed.

[0087] The switch units 101, 102, 103, 105 of the distributor device 100 preferably have controllable disconnect switches.

[0088] The control unit is preferably configured to control the switch positions of all switch units 101, 102, 103, 105 of the distributor device. The disconnect switches each have, for example, a gate driver, and the control unit is configured to manipulate the gate driver, for example, by means of a digital signal.

[0089] At least the second switch unit 102 has, for example, an internal monitoring unit for internal current measurement and voltage measurement, by means of which an overload current as well as overvoltage events and undervoltage events can be detected. The second switch unit 102 is configured to automatically decide whether the second switch unit 102 has to be opened. If the vehicle is transferred into the sleep mode or the parking mode, the second switch unit 102 can be controlled to be opened, for example, by means of the control unit, because the load on the output side of the switch does not have to be supplied any further. That is to say, the second switch unit 102 can open autonomously, but preferably only does so in an emergency.

[0090] By authorizing the second switch unit 102 to open autonomously, valuable time can be saved in the event of a fault, and, for example, a short-circuit current can be prevented from becoming very high.

[0091] Figure 3 shows an exemplary flow chart of a program for operating a high-voltage electrical network according to Figure 1 The program is stored, for example, in a program memory and is implemented by a microcontroller or a microprocessor of the control unit. The program is started in step S01 and initialized if necessary.

[0092] In this case, the distributor device 100 or the high-voltage electrical network having the first high-voltage network NET1 and the second high-voltage network NET2 has a series topology. Thus, the high-voltage electrical network is an 800 V high-voltage network. During faultless operation, the third switch unit 103 and the first switch unit 101 are closed, and the second switch unit 102 and the fifth switch unit 105 are open.

[0093] If a short circuit occurs in one of the components of the 800 V high-voltage power grid or in the 800 V line network of the 800 V high-voltage power grid, this is recognized by the monitoring unit of the third switching unit 103. The third switching unit 103 is controlled in such a way that the disconnector of the third switching unit 103 has an open state and thus the third supply line V3 is interrupted. The short circuit can occur in particular in the first electric motor M1, in the second electric motor M2 or in at least one high-voltage load HVL and / or in the high-voltage line network. The transfer of the third switching unit 103 into the open state is controlled by the monitoring unit of the third switching unit 103 in order to enable a response time of less than 100 μs.

[0094] The monitoring unit of the third switching unit 103 sends monitoring data or monitoring signals to the control unit, wherein the monitoring data or monitoring signals are configured to signal to the control unit that the opening of the third switching unit 103 has been triggered and a short circuit has been detected.

[0095] Therefore, in step S03, the control unit receives the monitoring data or monitoring signals sent by the monitoring unit of the third switching unit 103. The monitoring data or monitoring signals can additionally include measurement data that represents one or more detected voltages in the first power grid and / or the second power grid.

[0096] In step S05, in response to receiving the monitoring data or monitoring signals, the control unit generates and sends a first control signal to the first switching unit 101, wherein the first control signal is configured to cause the disconnector of the first switching unit 101 to assume an open state and thus there is no conductive connection between the fifth line section L5 and the sixth line section L6. The opening of the disconnector of the switching unit 101 can be controlled by the control unit of the distributor device 100, since a response time of less than 100 ms is sufficient.

[0097] In step S07, the control unit sends diagnostic data to the central computing unit, wherein the diagnostic data at least indicates that the third switching unit 103 has transferred into the open state or a short circuit has been detected. The diagnostic data can additionally include the measurement data transmitted by the monitoring unit.

[0098] Depending on the diagnostic data of the control unit and on the vehicle system status data provided for the central computing unit, the central computing unit checks what type of short circuit has occurred or in which component the short circuit has occurred.

[0099] The vehicle system status data includes, for example, component diagnostic data and / or current measurement data and / or voltage measurement data of at least a part of all components connected to the high-voltage power grid.

[0100] The central computing unit depends on the diagnostic data of the control unit of the distributor device 100 and the vehicle system status data to obtain: a) whether there is a short circuit in the first high-voltage power grid NET1 and the second high-voltage power grid NET2; or b) whether there is a short circuit in the first high-voltage power grid NET1; or c) whether there is a short circuit in the second high-voltage power grid NET2; or d) whether there is no short circuit.

[0101] Depending on the detected faults a), b), c) or d), the control unit executes different step sequences. In response to sending the diagnostic data to the central computing unit, the control unit receives a control instruction from the central computing unit in step S09.

[0102] If the central computing unit obtains situation a), i.e., there is a short circuit in the first high-voltage power grid and the second high-voltage power grid, the control instruction does not have an instruction to prompt the control unit to reconnect one of the high-voltage power grids.

[0103] If the central computing unit obtains situation b), i.e., there is only a short circuit in the first high-voltage power grid, the control instruction includes an instruction to send a second control signal to the second switch unit 102, wherein the second control signal is configured to cause the disconnect switch of the second switch unit 102 to transfer to the closed state. The control unit implements the control instruction in step S11b.

[0104] Therefore, the central computing unit together with the control unit starts to resume traction operation in the second high-voltage power grid NET2 at 400 V.

[0105] In step S13b, the control unit sends additional current measurement data received by the monitoring unit of the third switch unit 103 to the central computing unit, wherein the measurement data represents one or more voltages detected in the first high-voltage power grid NET1 and / or the second high-voltage power grid NET2 after disconnecting the first switch unit 101.

[0106] Depending on the current measurement data detected after disconnecting the first switch unit 101 and the currently provided vehicle system status data, the central computing unit obtains or checks whether there is still a short circuit in the first high-voltage power grid NET1. If the central computing unit obtains that there is no short circuit in the first high-voltage power grid NET1, the central computing unit sends an additional control instruction to the control unit.

[0107] Thus, if the central computing unit determines that there is no short circuit in the first high-voltage power grid NET1, the control unit receives an additional control instruction from the central computing unit in step S15b. The additional control instruction causes the control unit to send a fifth control signal to the second switching unit 102 in step S17b, where the fifth control signal is configured to cause the disconnector of the second switching unit 102 to transfer to the open state, and to send a sixth control signal to the first switching unit 101 and the third switching unit 103, where the sixth control signal is configured to cause the corresponding disconnectors of the first switching unit 101 and the third switching unit 103 to transfer to the closed state.

[0108] Therefore, the central computing unit starts the recovery of traction operation at 800 V.

[0109] Conversely, if the central computing unit determines that situation c) exists, i.e., there is a short circuit only in the second high-voltage power grid, the control instruction includes an instruction to send a third control signal to the fifth switching unit 105, where the third control signal is configured to cause the disconnector of the fifth switching unit 105 to transfer to the closed state. The control unit executes the control instruction in step S11c.

[0110] Therefore, the central computing unit starts the recovery of traction operation in the first high-voltage power grid NET1 at 400 V.

[0111] The additional steps S13c to S17c implemented in situation c) are the same as steps S13b to S17b in situation b), except that the fifth control signal is sent to the fifth switching unit 105 and the fifth switching unit 105 is disconnected instead of the second switching unit 102.

[0112] If the central computing unit determines that situation d) exists, i.e., there is no short circuit, the control instruction includes an instruction to send a fourth control signal to the first switching unit 101 and the third switching unit 103, where the fourth control signal is configured to cause the disconnectors of the first switching unit 101 and the third switching unit 103 to transfer to the closed state. The control unit executes the control instruction in step S11d.

[0113] Therefore, the central computing unit starts the recovery of traction operation in the entire high-voltage power grid at 800 V.

[0114] Additional function: 400 V charging.

[0115] An additional advantage of the switching topology of the distributor device 100 is that a 400 V charging station can be used to charge an 800 V high-voltage system with a series topology.

[0116] For 400 V charging, the third switching unit 103 is transferred to the open state. Preferably, the high-voltage load is switched off beforehand or switched to 400 V. In a further step, the second switching unit 102 and the fifth switching unit 105 are transferred to the closed state. This switching state is maintained until the 400 V charging should be ended. For this purpose, first the second switching unit 102 and the fifth switching unit 105 are transferred to the open state again, and in a further step the third switching unit 103 is transferred to the closed state. Thus, the vehicle is again ready for 800 V driving operation or 800 V charging operation.

[0117] The switching of the switching units is carried out, for example, by a control unit that implements a suitable program.

[0118] Functional failure of the switching unit.

[0119] An additional advantage of the switching topology of the distributor device 100 is that if a fault occurs, for example an unwanted disconnection, in the switching units 101, 102, 103, 105, the system can continue to operate at least in a restricted mode.

[0120] Functional failure of the first switching unit 101.

[0121] If, for example, the first switching unit 101 undesirably has an open state in the series topology, the second electric motor has no voltage because the second switching unit 102 has an open state in the normal operating mode. In this case, the traction operation of the first electric motor can continue without interruption at 800 V.

[0122] As an alternative, operation can be achieved using two electric motors M1, M2 supplied with 400 V. This enables the recovery of the fault operating state, that is, even if one of the electric motors M1, M2 fails, the vehicle can still operate at least in a restricted manner. The switching to operation using two electric motors M1, M2 at 400 V can be carried out, for example, when the vehicle is stationary or in a suitable traction phase. For this purpose, the third switching unit 103 is transferred to the open state, and subsequently the second switching unit 102 and the fifth switching unit 105 are transferred to the closed state.

[0123] The traction operation of the first electric motor M1 and the second electric motor M2 at 400 V can, for example, be carried out within 150 ms after a fault (undesirable disconnection of the first switching unit 101).

[0124] Functional failure of the second switching unit 102.

[0125] If, for example, the second switching unit 102 undesirably has a closed state in the series topology, the first energy source BAT1 is short-circuited, i.e., a short circuit occurs in the first high-voltage power grid NET1. In this case, the third switching unit 103 is opened. This opening is controlled by the monitoring unit of the third switching unit 103 because in this case the monitoring unit detects a short-circuit current. Therefore, the response time is preferably less than 100 μs. In the next step, the fifth switching unit 105 is transferred to the closed state. The control unit controls the closing of the fifth switching unit 105, for example. Since there is no current flow, a response time of less than 100 ms, preferably less than 20 ms, is sufficient in this case. Therefore, the traction operation of the first motor M1 and the second motor M2 is carried out at 400 V in this fault case, and the two energy sources BAT1, BAT2 are operated in parallel. The switchover to this operating mode can be completed within 150 ms after the fault occurs.

[0126] Functional fault of the fifth switching unit 105.

[0127] If, for example, the fifth switching unit 105 undesirably has a closed state in the series topology, the second energy source BAT2 is short-circuited, i.e., a short circuit occurs in the second high-voltage power grid NET2. In this case, the third switching unit 103 is opened. This opening is controlled by the monitoring unit of the third switching unit 103 because in this case the monitoring unit detects a short-circuit current. Therefore, the response time is preferably <100 μs. In the next step, the second switching unit 102 is closed. The control unit controls the closing of the second switching unit 102, for example. Since there is no current flow, a response time of less than 100 ms, preferably less than 20 ms, is sufficient in this case. Therefore, the traction operation of the first motor M1 and the second motor M2 is carried out at 400 V in this fault case, and the two energy sources BAT1, BAT2 are operated in parallel. The switchover to this operating mode can be completed within 150 ms after the fault occurs.

[0128] Figure 4 An exemplary flow chart of a further program for operating a high-voltage power grid according to Figure 2 is shown. The further program is stored, for example, in a program memory and is implemented by a microcontroller or a microprocessor of the control unit. The further program is started in step S101 and initialized if necessary.

[0129] In this case, the distributor device or the high-voltage power grid having a first high-voltage power grid NET1 and a second high-voltage power grid NET2 has a parallel topology. Thus, the high-voltage power grid is a 400 V high-voltage power grid, in which, during fault-free operation, the first energy storage BAT1 and the second energy storage BAT2 operate in parallel. During fault-free operation, the third switching unit 103 is open and the second switching unit 102 and the fifth switching unit 105 are closed.

[0130] If a short circuit occurs in one of the components of the 400 V high-voltage power grid or in the 400 V line network of the 400 V high-voltage power grid, this is recognized by the monitoring unit of the second switching unit 102. The short circuit can occur in the first energy source BAT1, the second energy source BAT2, the first motor M1, the second motor M2, the first DC / DC converter DCDC1 or the second DC / DC converter DCDC2 or in at least one high-voltage load HVL and / or in the 400 V high-voltage line network. The second switching unit 102 is transferred to the open state under the control of the monitoring unit of the second switching unit 102 so that a response time of less than 100 μs can be achieved. By opening the second switching unit 102, the connection between the first line section L1 of the first supply line and the second line section L2 of the first supply line is interrupted.

[0131] The monitoring unit of the second switching unit 102 sends monitoring data or a monitoring signal to the control unit, where the monitoring data or the monitoring signal is configured to signal to the control unit that the opening of the second switching unit 102 has been triggered and a short circuit has been detected.

[0132] Thus, the control unit receives the monitoring data or the monitoring signal sent by the monitoring unit of the second switching unit 102 in step S103. The monitoring data or the monitoring signal can additionally include measurement data that represents one or more detected voltages in the first high-voltage power grid NET1 and / or the second high-voltage power grid NET2.

[0133] In response to receiving the monitoring data or the monitoring signal, the control unit generates and sends a control signal to the fifth switching unit 105 in step S105, where the control signal is configured to cause the disconnect switch of the fifth switching unit 105 to assume the open state.

[0134] In step S107, the control unit sends diagnostic data to the central computing unit, where the diagnostic data at least indicates that the second switching unit 102 has been transferred to the open state or a short circuit has been detected. The diagnostic data can additionally include the measurement data transmitted by the monitoring unit.

[0135] Depending on the diagnostic data of the control unit and on the vehicle system status data provided for the central computing unit, the central computing unit checks what type of short circuit has occurred or in which component the short circuit has occurred.

[0136] The central computing unit depends on the diagnostic data of the control unit of the distributor device and on the vehicle system status data to obtain: a) whether there is a short circuit in the first high-voltage power grid; or b) whether there is a short circuit in the second high-voltage power grid.

[0137] If there is a short circuit in the first high-voltage power grid, the central computing unit starts the traction operation at 400 V in the second high-voltage power grid NET2. If there is a short circuit in the second high-voltage power grid, the central computing unit starts the traction operation at 400 V in the first high-voltage power grid NET1.

[0138] Functional failure of the third switching unit 103.

[0139] If in a parallel topology the third switching unit 103 undesirably has a closed state, for example, the second switching unit 102 disconnects. Thus, the first high-voltage power grid NET1 is separated from the second high-voltage power grid NET2. The disconnection is controlled by the monitoring unit of the second switching unit 102 because this monitoring unit detects a short-circuit current in this case. Therefore, the response time is preferably less than 100 μs. In this fault case, the traction operation of the first motor M1 and the first high-voltage power grid NET1 continues at 400 V. Additionally, the fifth switching unit 105 is closed. The control unit controls the closing of the fifth switching unit 105, for example. Since there is no current flow due to, for example, the triggering of the pyrotechnic fuse of the second energy source BAT2, a response time of less than 100 ms is sufficient in this case.

[0140] Functional failure of the third switching unit 103.

[0141] If in a parallel topology the third switching unit 103 undesirably has a closed state, for example, the second switching unit 102 and the fifth switching unit 105 disconnect. The disconnection of the second switching unit 102 is controlled by the monitoring unit of the second switching unit 102, and the disconnection of the fifth switching unit 105 is controlled by the monitoring unit of the fifth switching unit 105 because the short-circuit current rises rapidly in this case. In this fault case, the traction operation using the first high-voltage power grid NET1 and the second high-voltage power grid NET2 is resumed at 400 V. This can be achieved, for example, within 50 ms after the detection of the fault.

[0142] Functional failure of the second switching unit / fifth switching unit 102 / 105.

[0143] If, for example, the second switching unit 102 or the fifth switching unit 105 in a parallel topology undesirably has an open state, there is no short circuit and traction operation can continue using the first high-voltage network NET1 and the second high-voltage network NET2 at 400 V respectively. Optionally, in order to minimize the risk of an "undesirable" closure of the third switching unit 103, the fifth switching unit 105 or the second switching unit 102 can be opened in a next step. The control unit controls such an opening of the fifth switching unit 105 or the second switching unit 102, for example. Since there is no current flow, a response time of less than 100 ms is sufficient in this case.

[0144] Advantageously, the distributor device and the distributor system are based on an intelligent common connection and / or switching of energy sources BAT1, BAT2 including motors M1, M2 for operating different loads (including motors M1, M2 operating as motors) in order to meet functional requirements, such as for autonomous driving, with the use of a minimum number of high-voltage components. In the case of using the distributor device, by intelligently, quickly and reliably switching the available sources (inputs) and sinks (outputs), the main functions, traction redundancy in case of failure, redundant and independent low-voltage supply and conventional charging can be achieved with only one distributor component.

[0145] List of reference numerals: 100 Distributor device 101 First switching unit 102 Second switching unit 103 Third switching unit 104 Controllable fuse 105 Fifth switching unit BAT1 First energy source BAT2 Second energy source CHAR Charging unit DCDC1 First DC / DC converter DCDC2 Second DC / DC converter HVL High-voltage load L1 First line section L2 Second line section L3 Third line section L4 Fourth line section L5 Fifth line section L6 Sixth line section M1 First motor M2 Second motor S01....S109 Program steps V3 The third supply line.

Claims

1. A distributor device (100) for a high voltage system of an electric vehicle, wherein: The high-voltage system has a first high-voltage power grid (NET1) and a second high-voltage power grid (NET2), and the distributor device (100) has: - A first supply line having a first line section (L1), a second line section (L2), and a controllable second switching unit (102), wherein the second switching unit (102) connects the first line section (L1) and the second line section (L2) in the closed state and decouples the first line section (L1) and the second line section (L2) in the open state, - A second supply line having a third line section (L3), a fourth line section (L4), and a controllable fifth switching unit (105), wherein the fifth switching unit (105) connects the third line section (L3) and the fourth line section (L4) in the closed state and decouples the third line section (L3) and the fourth line section (L4) in the open state, - A third supply line (V3) having a controllable third switching unit (103), wherein the third switching unit (103) connects the second line section (L2) of the first supply line and the third line section (L3) of the second supply line, wherein, - The first line section (L1) of the first supply line is configured to be connected to a first terminal of a first energy source (BAT1), a first terminal of a first electric motor (M1), a first terminal of a charging unit (CHAR), a first terminal of a first DC / DC converter (DCDC1), and a first terminal of at least one additional high-voltage load (HVL), - The second line section (L2) of the first supply line is configured to be connected to a first terminal of a second energy source (BAT2) and a first terminal of a second DC / DC converter (DCDC2), - The third line section (L3) of the second supply line is configured to be connected to a second terminal of the first energy source (BAT1) and a second terminal of the first DC / DC converter (DCDC1), - The fourth line section (L4) of the second supply line is configured to be connected to a second terminal of the second energy source (BAT2), a second terminal of a second electric motor (M2), a second terminal of the second DC / DC converter (DCDC2), and a second terminal of the charging unit (CHAR).

2. The distributor device (100) according to claim 1, wherein, - The second line section (L2) of the first supply line is configured to be connected to a first terminal of the second electric motor (M2), - The third line section (L3) of the second supply line is configured to be connected to a second terminal of the first electric motor (M1) and a second terminal of the at least one additional high-voltage load (HVL).

3. The distributor device (100) according to claim 1, wherein, - the first supply line has a switchable first switching unit (101), which is arranged in the first line section (L1) and divides the first line section (L1) into a fifth line section (L5) and a sixth line section (L6), so that the fifth line section (L5) of the first supply line is designed to be connected to a first connection of the first energy source (BAT1), to a first connection of the first motor (M1), to a first connection of the first DC / DC converter (DCDC1), and to a first connection of the at least one further high-voltage load (HVL), and the sixth line section (L6) of the first supply line is designed to be connected to a first connection of the charging unit (CHAR) and a first connection of the second motor (M2), and A fourth line section (L4) of the second supply line is designed to be connected to a second connection of the at least one high-voltage consumer (HVL) and to a second connection of the first electric machine (M1).

4. Dispenser device (100) according to any one of the preceding claims, wherein - the third switching unit (103) is configured to automatically control the disconnection of the third switching unit (103), and / or The second switching unit (102) is designed to automatically control the disconnection of the second switching unit (102).

5. The dispenser device (100) according to claim 4, wherein - the third switching unit (103) has a controllable disconnect switch and a monitoring unit, wherein the monitoring unit is arranged in the third switching unit (103) and is designed to detect a current flowing in the third switching unit (103) and / or a voltage applied to the third switching unit (103), and to transfer the controllable disconnect switch to the open state if the magnitude of the current or the voltage exceeds a predetermined first value or falls below a predetermined second value, or - The second switching unit (102) has a controllable disconnect switch and a monitoring unit, wherein the monitoring unit is arranged in the second switching unit (102) and is designed to detect the current flowing in the second switching unit (102) and / or the voltage applied to the second switching unit (102), and if the magnitude of the current or the voltage exceeds a predetermined first value or falls below a predetermined second value, the controllable disconnect switch is transferred to the open state.

6. The dispenser device (100) according to claim 5, wherein, The corresponding controllable disconnect switches can additionally be actuated by means of a control unit.

7. A method for operating a high voltage system of an electric vehicle, wherein: The high-voltage system comprises a first high-voltage network (NET1) and a second high-voltage network (NET2) and a distributor device (100) according to any one of claims 3 to 5, and the method comprises the following steps: - receiving, via the control unit, monitoring data or a monitoring signal from a monitoring unit of the third switching unit (103), wherein the monitoring data or the monitoring signal is designed to signal to the control unit that disconnection of the third switching unit (103) has been triggered and a short circuit has been detected, - in response to receiving the monitoring data or the monitoring signal, generating and sending a first control signal to the first switching unit (101) by the control unit, wherein the first control signal is designed to cause the disconnect switch of the first switching unit (101) to assume the open state, - sending diagnostic data via the control unit to a central processing unit for determining the type of short-circuit fault present, wherein the diagnostic data at least indicates that the third switching unit (103) has been switched to the open state or that a short circuit has been detected, - in response to sending the diagnostic data to the central processing unit, receiving control instructions from the central processing unit via the control unit, wherein, a) if the central processing unit detects that a short circuit exists in the first high-voltage power grid (NET1) and the second high-voltage power grid (NET2), the control instruction does not include an instruction for prompting the control unit to reconnect one of the high-voltage power grids; b) if the central processing unit detects that a short circuit exists only in the first high-voltage network (NET1), the control command includes a command to send a second control signal to the second switching unit (102), wherein the second control signal is configured to cause the disconnector of the second switching unit (102) to be switched to a closed state; c) if the central processing unit detects that a short circuit exists only in the second high-voltage network (NET2), the control command includes a command to send a third control signal to the fifth switching unit (105), wherein the third control signal is designed to cause the disconnector of the fifth switching unit (105) to be transferred to a closed state; d) if the central processing unit detects that no short circuit exists, the control instruction includes an instruction to send a fourth control signal to the first switching unit (101) and the third switching unit (103), wherein the fourth control signal is configured to cause the corresponding disconnect switches of the first switching unit (101) and the third switching unit (103) to be transferred to a closed state, - executing the control command by the control unit.

8. The method according to claim 7, wherein: In cases b) and c) the method comprises the following additional steps: - receiving current measurement data from the monitoring unit of the third switching unit (103) via the control unit and transmitting the measurement data to the central processing unit, wherein the measurement data represent one or more voltages detected in the first high-voltage network (NET1) and / or the second high-voltage network (NET2) after disconnection of the first switching unit (101), - In response to the transmission of the measurement data, additional control instructions are received from the central computing unit by the control unit, wherein the additional control instructions include instructions to send a fifth control signal to the second switching unit (102) in case b) and to the fifth switching unit (105) in case c), wherein the fifth control signal is configured to cause the disconnect switches of the second switching unit (102) or the fifth switching unit (105) to be transferred to the off state, and to send a sixth control signal to the first switching unit (101) and the third switching unit (103), wherein the sixth control signal is configured to cause the corresponding disconnect switches of the first switching unit (101) and the third switching unit (103) to be transferred to the on state.

9. A control unit for operating a high voltage system of an electric vehicle, wherein: The high-voltage system has a first high-voltage power grid (NET1) and a second high-voltage power grid (NET2) and a distributor device (100) according to any one of claims 3 to 6, and the control unit is configured to implement the method according to claim 7 or 8.

10. A distributor system having a distributor device (100) according to any one of claims 3 to 6 and a control unit according to claim 9.

11. A high voltage system for an electric vehicle, wherein: The high-voltage system has a first high-voltage power grid (NET1) and a second high-voltage power grid (NET2) and the distributor system according to claim 10.

12. A computer program comprising instructions which, when the computer program is implemented by a computing unit of a high-voltage system of an electric vehicle, cause the computing unit to implement the steps of the method according to claim 7 or 8.

13. A computer-readable medium comprising instructions which, when implemented by a computing unit of a high-voltage system of an electric vehicle, cause the computing unit to implement the method according to claim 7 or 8.

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