Redundant power supply for consumers

Abstract

The invention relates to a device for redundant power supply to at least one consumer, and a control device and a vehicle having such a device. An embodiment of the device (1) has a first switch (10) that can or has been associated with at least one electrical consumer (300; 3001, 3002, 3003) and configured to be in a first switching state and a second switching state; and a control device (2) for indicating that the first switch (10) is in a first switching state or a second switching state. The first switch (10) is designed and embodied in such a way that, in a first switching state, the electrical energy is switched between an on-board power supply port (120) of a first on-board power supply (100) of the vehicle and the at least one consumer (300; 3001, 3002, 3003) of the vehicle, and wherein in a second switching state, an electrically conductive connection is established between an on-board power supply port (220) of a second on-board power supply (200) of the vehicle and at least one consumer (300; 3001, 3002, 3003), and wherein an electrically conductive connection is established between the at least one consumer port (300, 300, 300 1, 3002, 3003).

Description

Technical Field

[0001] The invention relates to a device for redundantly supplying electrical loads with power, as well as a control device and a vehicle having such a device. Background Art

[0002] The electrical consumers in a vehicle are usually individually mounted in a mechanical distribution box. The relevant connections are made via passive components, such as busbars, lines, etc.

[0003] The degree of automation in vehicle functions is steadily increasing as technological capabilities increase. The onboard energy system (Energy Equip) of a vehicle that operates at least as autonomously as possible is a component of the vehicle that ensures a reliable power supply and / or data transmission for various electrical consumers in the vehicle, such as sensors, actuators, and / or controllers. Starting with automation level SAE 3, the driver can no longer be considered a backup for the automated system ("hot backup"), and the vehicle must maintain its functionality for at least a certain period after an initial fault occurs. This is technically impossible with fuses. Not every single fault, such as in a busbar or line, meets this requirement.

[0004] Fuses are often problematic because they are generally more robust against overcurrent than electronic protection measures. Furthermore, unlike electronic protection measures, once a fuse is triggered, it cannot be used and must be replaced.

[0005] There is therefore a need for an improved, in particular reliable, energy source for electrical consumers in vehicles. Summary of the Invention

[0006] According to a first aspect of the present invention, a device for redundantly supplying power to at least one electrical consumer is provided. The device comprises a first switch and a control device. The first switch can be or is connected to at least one electrical consumer port of at least one electrical consumer. The first switch is configured to be in a first switching state and a second switching state. The control device is configured to indicate whether the first switch is in the first switching state or the second switching state. The first switch is configured and implemented to establish an electrically conductive connection between an onboard power port of a first onboard power supply of a vehicle and at least one electrical consumer port of the at least one electrical consumer in the first switching state. The first switch is configured and implemented to establish an electrically conductive connection between an onboard power port of a second onboard power supply of the vehicle and at least one electrical consumer port of the at least one electrical consumer in the second switching state.

[0007] In particular, the first switch can be implemented as exactly one first switch. A first aspect of the first switch is that it can be connected to at least one consumer port of at least one consumer. This first aspect is the non-switchable or unchangeable aspect of the first switch. A second aspect of the first switch is that it can be in a first switching state. This second aspect of the first switch can be in a second switching state.

[0008] The onboard power supply port of the first onboard power supply can have a permanent positive pole (Dauerplus) of the first onboard power supply (terminal or terminal 30), to which it can be connected or in the form of a permanent positive pole (terminal or terminal 30) of the first onboard power supply. The first switch can be in the form of a relay switch or a semiconductor switch such as a MOSFET (metal-oxidized-half-electrical-field transistor) or a bipolar transistor.

[0009] The first switch cannot be in the first switching state and the second switching state at the same time. At a specific point in time, the first switch can only be in the first switching state or the second switching state. In this way, XOR (exclusive OR) logic or an XOR circuit can be implemented using the first switch. If the first switch is in the first switching state, a connection can be established or has been established between the onboard power supply port of the first vehicle power supply and the connection port of at least one electrical consumer. In this case, the at least one electrical consumer can be supplied with current / voltage / energy by the first vehicle power supply. If the first switch is in the second switching state, a connection is established between the onboard power supply port of the second vehicle power supply and the connection port of the at least one electrical consumer. In this case, the at least one electrical consumer can be supplied with current / voltage / energy by the second vehicle power supply.

[0010] Energy can be understood here as any form of electrical energy with which electrical consumers or electrical components of the vehicle electrical system can be driven. For example, this includes current, voltage or a combination of the two, such as electrical power or electricity or electrical energy.

[0011] The control device may be configured to indicate whether the first switch is in the first switching state or the second switching state based on information about the first onboard electrical system. Additionally or alternatively, the control device may be configured to indicate whether the first switch is in the first switching state or the second switching state based on information about the second onboard electrical system. Additionally or alternatively, the control device may be configured to indicate whether the first switch is in the first switching state or the second switching state based on information about at least one electrical consumer. Taking this information into account ensures that the electrical consumers are reliably supplied with current / voltage / energy by the first onboard electrical system or the second onboard electrical system.

[0012] The information about the first onboard electrical power supply may include information about the availability and / or status of at least one energy source / voltage source of the first onboard electrical power supply. The information about the second onboard electrical power supply may include information about the availability and / or status of at least one energy source / voltage source of the second onboard electrical power supply. The information about at least one electrical consumer may include information about the status of the at least one electrical consumer. The information about the at least one electrical consumer may, for example, indicate which electrical consumer(s) will (preferentially) be supplied with energy and which will not.

[0013] The first switch can be designed as a normally closed (NC) switch. In other words, the first switch can be in a closed switch state in the initial state. The initial state can correspond to the first switch state. In this case, at least one electrical consumer can be supplied with current / voltage / energy by the first onboard power supply in the initial state of the first switch. If, for example, a voltage is applied to the first switch or to a device connected to the first switch, the first switch can be switched from the first switch state to the second switch state. For example, the control device can apply a voltage to the first switch or to the device connected to the first switch, or instruct an entity to apply a voltage to the first switch or to the device connected to the first switch. It is conceivable that the first switch is switched from the first switch state to the second switch state when the applied voltage exceeds a voltage threshold. If there is no voltage on the first switch or the device connected to the first switch, or the voltage is below or reaches the voltage threshold, the first switch can be switched back to the first switch state, for example, switched from the second switch state to the first switch state or maintained in the first switch state.

[0014] The device may also include a second switch. The second switch may be or is connected to the onboard power port of the second onboard power supply. The second switch may be configured to be in a first switching state and a second switching state. The control device may be configured to indicate that the second switch is in the first switching state or the second switching state. The second switch may be configured and constructed to disconnect or prevent the conductive connection between the onboard power port of the second onboard power supply of the vehicle and the first switch in the first switching state. The second switch may be configured and constructed to establish or enable the conductive connection between the onboard power port of the second onboard power supply of the vehicle and the first switch in the second switching state.

[0015] In particular, the second switch can be implemented as exactly one second switch. A first aspect of the second switch can be connectable to or already connected to the vehicle power supply port of the second vehicle power supply. This first aspect is a non-switchable or unchangeable aspect of the second switch. A second aspect of the second switch can be in a first switching state. The second aspect of the second switch can be in a second switching state.

[0016] The second switch can be configured as a relay switch or a semiconductor switch, such as a MOSFET or a bipolar transistor. The second switch can be electrically isolated from the first switch. In other words, the first switch and the second switch can be configured as switches electrically isolated from each other. In other words, the first switch and the second switch can be configured as electrically isolated switches.

[0017] The second switch cannot be in the first and second switching states simultaneously. At a specific point in time, the second switch can only be in the first or second switching state. In this way, the second switch can support the XOR logic or XOR circuit of the first switch. If the second switch is in the first switching state, the connection between the vehicle power supply port of the second vehicle power supply and the first switch is disconnected or not established. In this case, it is ensured that no connection can be established between the vehicle power supply port of the second vehicle power supply and at least one electrical consumer, and that the at least one electrical consumer cannot be supplied with current / voltage / energy from the second vehicle power supply. If the second switch is in the second switching state, a connection can be established between the vehicle power supply port of the second vehicle power supply and the at least one electrical consumer. In this case, when the first switch is also in the second switching state, the at least one electrical consumer can be supplied with current / voltage / energy from the second vehicle power supply. In other words, when the first switch is in the second switching state and the second switch is in the second switching state, the at least one electrical consumer is supplied with current / voltage / energy from the second vehicle power supply. In contrast to when the second switch is in the first switching state, when the second switch is in the second switching state, the at least one electrical consumer itself cannot be supplied with current / voltage / energy from the second vehicle power supply.

[0018] The control device can be configured to indicate whether the second switch is in the first switching state or the second switching state based on information about the first onboard electrical system. Additionally or alternatively, the control device can be configured to indicate whether the second switch is in the first switching state or the second switching state based on information about the second onboard electrical system. Additionally or alternatively, the control device can be configured to indicate whether the second switch is in the first switching state or the second switching state based on information about at least one electrical consumer. By taking into account the aforementioned information, it can be ensured that only the first onboard electrical system or the second onboard electrical system reliably supplies current / voltage / energy to the electrical consumer.

[0019] The information about the first onboard electrical power supply may include information about the availability and / or status of at least one energy source / voltage source of the first onboard electrical power supply. The information about the second onboard electrical power supply may include information about the availability and / or status of at least one energy source / voltage source of the second onboard electrical power supply. The information about at least one electrical consumer may include information about the status of the at least one electrical consumer. The information about the at least one electrical consumer may, for example, indicate which electrical consumer(s) will (preferentially) be supplied with energy and which will not.

[0020] The second switch can be configured as a normally open (NO) switch. Such a normally open switch can also be referred to as an engagement switch or closer. In other words, the second switch can be in an open / open switch state in its initial state. This initial state corresponds to the first switch state. In this case, the second switch can be disconnected from the second onboard power supply. Thus, when the first switch is in the second switch state, it is impossible for the second onboard power supply to supply current / voltage / energy to at least one electrical consumer. If, for example, voltage is applied to the second switch or to a device connected to the second switch, the second switch can be switched from the first switch state to the second switch state. The control device can, for example, apply voltage to the second switch or to the device connected to the second switch, or instruct an entity to apply voltage to the second switch or to the device connected to the second switch. It is conceivable that the second switch can be switched from the first switch state to the second switch state when the applied voltage exceeds a voltage threshold. If the applied voltage is less than or equal to the voltage threshold, or if no voltage is applied, the second switch can be in the first switch state, for example, switching from the second switch state to the first switch state, or remaining in the second switch state.

[0021] The device may also include at least one third switch. The at least one third switch may be connectable to or already connected to the onboard power supply port of the second onboard power supply. The at least one third switch may be configured to be in a first switching state and a second switching state. The control device may be configured to indicate whether the at least one third switch is in the first switching state or the second switching state. The at least one third switch is configured and implemented to, in the first switching state, disconnect or prevent an electrically conductive connection between the onboard power supply port of the second onboard power supply of the vehicle and at least one inductor, particularly at least one coil. The at least one third switch is configured and implemented to, in the second switching state, establish or enable an electrically conductive connection between the onboard power supply port of the second onboard power supply of the vehicle and at least one inductor, particularly at least one coil.

[0022] The at least one third switch can be configured as a relay switch or a semiconductor switch, such as a MOSFET or a bipolar transistor. In this purely exemplary embodiment, the first switch can be configured as a relay switch, the second switch can be configured as a relay switch, and the at least one third switch can be configured as at least one semiconductor switch. This combines the advantages of relay switches with those of semiconductor switches. According to this embodiment, at least one inductor, in particular at least one coil, can be used to switch the first switch and / or the second switch.

[0023] For example, an inductor can be provided for the first switch, and the connection of the inductor to the second onboard power supply can be disconnected or established by a third switch, in particular a separate switch. In addition, an inductor can be provided for the second switch, and the connection of the inductor to the second onboard power supply can be disconnected or established by a third switch, in particular a separate switch.

[0024] At least one third switch can be configured as a normally open (NO) switch. In other words, the at least one third switch is in an open / open switch state in an initial state. The initial state can correspond to the first switch state. In this case, the at least one third switch can disconnect the onboard power supply port of the second onboard power supply. In this case, connection of the first and / or second switches is impossible. For example, when voltage is applied to the at least one third switch, the at least one third switch can be switched from the first switch state to the second switch state. The control device can, for example, apply voltage to the at least one third switch or instruct / designate an entity to apply voltage to the at least one third switch. It is conceivable that the at least one third switch can be switched from the first switch state to the second switch state when the applied voltage exceeds a voltage threshold. In the second switch state, a connection can be established between the at least one third switch and the onboard power supply port of the second onboard power supply. In this case, the first and / or second switches can be connected via their respective inductors.

[0025] The first onboard power supply and the second onboard power supply can be electrically isolated from each other. Accordingly, the first switch and the second switch can be electrically isolated from each other. A voltage source can be provided in the first onboard power supply. A voltage source can be provided in the second onboard power supply.

[0026] The at least one electrical consumer can comprise at least one safety-relevant electrical consumer, for example a rear light of a vehicle. The at least one electrical consumer can be designed as at least one safety-relevant electrical consumer, for example a rear light of a vehicle.

[0027] According to a second aspect of the present invention, a controller for redundantly supplying power to at least one electrical consumer is provided. The controller includes a device according to the first aspect of the present invention. The controller can be elongated and referred to as an electronic control unit (ECU). The controller can include or be designed as a zone controller.

[0028] According to a third aspect of the present invention, a vehicle is provided for redundantly supplying power to at least one electrical consumer. The vehicle comprises a device according to the first aspect of the present invention. Additionally or alternatively, the vehicle further comprises a controller according to the second aspect of the present invention. The vehicle comprises at least one electrical consumer.

[0029] Although details of the apparatus according to the first aspect of the present invention are described above, these details may also be implemented in a corresponding manner in the controller according to the second aspect of the present invention or in the vehicle according to the third aspect of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The present disclosure is further described below with reference to the accompanying drawings, which schematically illustrate:

[0031] Figure 1 An example of a device for redundantly supplying power to electrical consumers is shown;

[0032] Figure 2 Show Figure 1 A variation of the example in . DETAILED DESCRIPTION

[0033] For a complete understanding of the present disclosure, specific details are described below without limitation. However, those skilled in the art will appreciate that the present disclosure may be applied to other embodiments that differ from the details described below. For example, specific configurations and implementations of systems are described below without limitation. Even if aspects described below are described with respect to devices, these aspects may also be implemented in a corresponding manner in higher-level systems or methods, and vice versa.

[0034] Figure 1 An example of a device 1 for redundantly supplying power to at least one electrical consumer 300 is shown. Figure 1 In the example shown in FIG. 3 , for example, just one single electrical consumer 300 is shown. The device 1 has Figure 1 The first switch 10 is shown simplified in FIG. The device has a control device 2. The control device 2 is connected to the first switch 10 in a suitable manner, for example wirelessly and / or wired. The control device 2 can be designed as a microcontroller, for example.

[0035] The first switch 10 can be connected to the power consumption port of the power consumption 300 or Figure 1 The first switch 10 is configured to be in a first switching state and a second switching state. Figure 1 In the illustration, the first switch is in its initial state (=first switching state). In the first switching state, the first switch establishes an electrically conductive connection between the vehicle power supply port 120 of the vehicle's first onboard power supply 100 and the consumer port of the electrical consumer 300. The control device 2 is configured to indicate whether the first switch 10 is in the first switching state or the second switching state. For example, the control device 2 indicates that the first switch 10 is in the second switching state. In the second switching state, the first switch 10 establishes an electrically conductive connection between the vehicle power supply port 220 of the vehicle's second onboard power supply 200 and the consumer port of the electrical consumer 300.

[0036] To indicate the first switch 10 , the control device 2 can take into account various information. For example, the control device 2 can take into account information about the first onboard electrical system 100 and / or the second onboard electrical system 200 and / or the electrical consumer 300 . Based on the corresponding information, the control device 2 can indicate whether the first switch 10 or a device connected to the first switch is in the first or second switching state, for example, maintaining the first switching state or switching from the first switching state to the second switching state, or maintaining the second switching state or switching from the second switching state to the first switching state. In this way, the electrical consumer 300 can be selectively supplied with energy / voltage / current from the first onboard electrical system 100 or the second onboard electrical system 200 .

[0037] The information about the first onboard power supply 100 may include information about the availability and / or status of at least one energy source / voltage source of the first onboard power supply 100. The information about the second onboard power supply 200 may include information about the availability and / or status of at least one energy source / voltage source of the second onboard power supply 200. Here, purely by way of example, it is assumed that it is known or determined that the status of the energy source of the first onboard power supply 100 is better, stronger, or longer-lasting than the status of the energy source of the second onboard power supply 200. In this case, the control device 2 may maintain the first switch 10 in its first switching state or instruct the first switch 10 or a device responsible for connecting to the first switch 10 to maintain the first switch 10 in its first switching state. Alternatively, here, purely by way of example, it may also be assumed that it is known or determined that the status of the energy source of the second onboard power supply 200 is better, stronger, or longer-lasting than the status of the energy source of the first onboard power supply 100. In this case, the control device 2 may instruct the first switch 10 or a device responsible for connecting to the first switch 10 to switch the first switch 10 from its first switching state to its second switching state.

[0038] The information about the at least one electrical consumer 300 may include information about the status of the at least one electrical consumer 300. For example, the information about the at least one electrical consumer 300 may indicate which electrical consumers 300 are currently (or preferentially) being powered and which are not. For example, safety-related electrical consumers 300 may be prioritized over non-safety-related electrical consumers 300. Furthermore, electrical consumers 300 with a higher safety rating may be prioritized over electrical consumers 300 with a lower safety rating.

[0039] Electrical consumer 300 can also be referred to as an electrical load. Electrical consumer 300 can have or be designed as any electrical consumer that can, in principle, be used in the vehicle's onboard electrical system. Electrical consumer 300 can have or be designed as a non-safety-related electrical consumer. Examples of non-safety-related electrical consumers are, for example, comfort consumers. Comfort consumers are, for example, heating consumers for the interior, seats, windshield, or steering wheel, communication components for radio, television, or GPS navigation, or adjustment motors for windows, seats, or steering wheels. Electrical consumer 300 can have or be designed as a safety-related electrical consumer. Examples of safety-related electrical consumers in the onboard electrical system are, for example, components of electronic steering support, brake boost, or the Electric Stability Program (ESP).

[0040] Figure 2 Show Figure 1 Deformation of the device 1. Figure 2 Three electrical consumers 300_1 , 300_2 , 300_n are shown; however, for the sake of illustration, any number of electrical consumers 300_1 , 300_2 , 300_n may be provided.

[0041] Electrical consumers 300_1, 300_2, 300_n or electrical components may be associated with various functions of a vehicle, such as a motor vehicle. Electrical consumers 300_1, 300_2, 300_n may at least partially be safety-related components / consumers of the vehicle. In other words, electrical consumers 300_1, 300_2, 300_n may at least partially be components capable of performing safety-related / security-sensitive functions. Electrical consumers 300_1, 300_2, 300_n may at least partially be designed as so-called fail-operational consumers.

[0042] The first electrical consumer 300_1 can be designed as a left taillight, for example. The second electrical consumer 300_2 can be designed as a right taillight, for example. The third electrical consumers 300_1, 300_2, and 300_n can be selected in different ways. Figure 2 In the example of , the electrical consumers can be designed as safety-related electrical consumers, for example. Figure 2 In the exemplary embodiment of FIG. 3 , a fuse 320_1 , 320_2 , 320_n is connected upstream of each electrical consumer 300_1 , 300_2 , 300_n , which fuses 320_1 , 320_2 , 320_n can each be designed as a so-called eFuse, for example.

[0043] Electrical consumers 300_1 , 300_2 , 300_n may at least partially involve so-called HAD functions and thus be configured as HAD electrical consumers or components. HAD is the abbreviation for Highly Automated Driving (German: "Hochautomatisiertes Fahren (HAF)") in this context. In the field of automated or autonomous driving, vehicle functions are divided into specific automation levels, the so-called SAE levels. In Europe and the United States (for example, SAE J3016), automated driving is divided into six levels:

[0044] Automation Level 0: Self-pilot (“driver only”), where the driver drives the car (steering, accelerating, braking, etc.);

[0045] Automation Level 1: Driver Assistance. Specific assistance systems that assist in vehicle operation, such as Adaptive Cruise Control (ACC).

[0046] Automation Level 2: Partial automation. Functions such as automatic parking, lane keeping, general longitudinal guidance, acceleration, and braking are performed by auxiliary systems such as the Traffic Jam Assistant (Stauassistent).

[0047] Automation Level 3: Operational Automation. The driver does not need to continuously monitor the system; the vehicle autonomously performs functions such as triggering turn signals, changing lanes, and maintaining lanes. The driver can switch to other tasks, but will be asked by the system to take over driving within the warning time when necessary.

[0048] Automation Level 4: High Automation. The system permanently takes over control of the vehicle. If the system is no longer capable of driving, the driver can be asked to take over.

[0049] Automation Level 5: Fully automated. No driver is required. No human interaction is required other than determining the destination and activating the system. The vehicle has no steering wheel or pedals.

[0050] Accordingly, electrical consumers / components 300_1 , 300_2 , 300_n may be, for example, components for automation levels 1 to 5. Purely by way of example, in addition to the taillights already described, components for vehicle steering (steering components), components for vehicle braking (brake components), components for the vehicle's sensor array (sensor array components), components for high-power charging (German: Hochleistungsladen, English: High Power Charging) / fast charging systems (high-power charging components (Hochleistungsladekomponente)), and components generally for vehicle lighting (lighting components) may also be included.

[0051] The first switch 10 is designed, for example, as a normally closed (NC) switch. In the closed initial state, the first switch 10 establishes a connection between, for example, the electrical consumers 300_1, 300_2, 300_n and the vehicle power supply port 120 of the first vehicle power supply 100. The vehicle power supply port 120 may have a permanent positive pole or be designed as a permanent positive pole. In other words, the vehicle power supply port 120 may have a permanent positive pole of the first vehicle power supply 100, for example, be connected to the permanent positive pole, or be designed as a permanent positive pole.

[0052] This permanent positive terminal is often also referred to as a terminal (also called a connector) 30. It can be the positive conductor (plus line) that directly supplies energy, voltage, or current from the corresponding onboard power supply, such as a battery. In a motor vehicle's onboard voltage supply, a permanent positive terminal refers to any contact that is permanently connected to the positive terminal of the starter battery (i.e., when the ignition is switched on and off). The permanent positive terminal typically powers controllers and components that must function even when the vehicle is parked or require power, for example, to save data. The permanent positive terminal normally powers the switches for the hazard warning flashers and, if necessary, the central locking system, as well as the interior lighting, which is connected to the central locking system via door contacts. Convenience appliances, such as radios, trip meters (trip meters), theft alarms, GPS receivers, and remote locking / keyless entry, also require continuous current. Many electrical consumers, such as the onboard voltage socket, car radio, driving lights, power windows, brake lights, and horn, require a permanent positive terminal, depending on the vehicle manufacturer. In a few vehicles, the positive pole of the battery is connected to the vehicle body, so that a continuous current supply is achieved via a permanent negative pole. In the latter case, the vehicle power supply port 120 has a permanent negative pole or is designed as a permanent negative pole.

[0053] For simplicity, Figure 2 The control device 2 is not shown, but can be used according to Figure 1The control device 2, for example, instructs the first switch 10 or a device connected to the first switch 10 (e.g., the coil 32_1 described below) to be in the second switching state, for example, to switch from the first switching state to the second switching state. In the second switching state, the first switch 10 establishes a connection with the second switch 20. The second switch 20 is arranged between the vehicle power supply port 220 of the vehicle's onboard power supply 200 and the first switch 10. The vehicle power supply port 220 can have a permanent positive pole (terminal 30) or be configured as a permanent positive pole (terminal 30) corresponding to the vehicle power supply port 120. In other words, the vehicle power supply port 220 has a permanent positive pole of the second vehicle power supply 200, for example, is connected to the permanent positive pole, or is configured as a permanent positive pole.

[0054] To indicate first switch 10, control device 2 can take into account various information. For example, control device 2 can take into account information about first onboard electrical system 100 and / or second onboard electrical system 200 and / or at least one electrical consumer 300_1, 300_2, 300_n. Based on the corresponding information, control device 2 can indicate whether first switch 10 or a device connected to first switch 10 is in the first switching state or the second switching state.

[0055] In this way, the electrical consumer 300 can be supplied with electrical energy / voltage / current, optionally from the first onboard electrical system 100 or the second onboard electrical system 200 .

[0056] As mentioned above, Figure 2 The device 100 in the embodiment further comprises a second switch 20. The second switch 20 can be connected to the vehicle power port 220 of the second vehicle power supply 200 or as shown in FIG. Figure 2 The second switch 20 is configured to be in a first switching state and a second switching state. The control device 2 may indicate whether the second switch 20 is in the first switching state or the second switching state.

[0057] exist Figure 2 In the example, the second switch 20 is implemented as a normally open (NO) switch. In other words, Figure 2In its initial state, the second switch 20 is, for example, in an open / released switching state. In this initial state (=first switching state), the second switch 20 is configured and implemented to disconnect or prevent the electrically conductive connection between the vehicle power supply port 220 of the vehicle's second onboard power supply 200 and the first switch 10. The second switch 20 can be switched from the first switching state to the second switching state by command of the control device 2. In the second switching state, the second switch 20 establishes or enables an electrically conductive connection between the vehicle power supply port 220 of the vehicle's second onboard power supply 200 and the first switch 10. By placing the first switch 10 in the second switching state and the second switch 20 in the second switching state, an electrically conductive connection can be established between the vehicle power supply port 220 of the second onboard power supply 200 and the electrical consumers 300_1, 300_2, 300_n. By appropriately switching the second switch 20, the reaction-free (interference-free) property according to ISO 26262 can be ensured. For example, in the event of a faulty behavior of the first switch 10 , it can be ensured that the electrical consumers 300_1 , 300_2 , 300_3 are only supplied with power by the second vehicle electrical system 200 when the second switch 20 is also closed (in its second switching state).

[0058] In the example shown, the first onboard power supply 100 and the second onboard power supply 200 are electrically isolated from each other. Accordingly, the first switch 10 and the second switch 20 are electrically isolated from each other. For example, a voltage source is provided in the first onboard power supply 100. For example, a voltage source is provided in the second onboard power supply 200. Typically, the electrical energy source of the first onboard power supply and / or the second onboard power supply is provided to one or more loads / consumers. This energy source can be configured as a voltage source or a voltage source unit, hence the name. The voltage source / voltage source unit is used to provide voltage. To distinguish it from a high-voltage voltage source, this voltage source can be implemented as a low-voltage voltage source. This low-voltage voltage source can include or be implemented as a low-voltage battery. The low-voltage voltage source can be provided in a low-voltage onboard power supply. A low-voltage onboard power supply, or simply onboard power supply, can be understood to refer to the sum of all electrical components in a vehicle, such as a motor vehicle (Kfz). Conventional low-voltage onboard power supplies for passenger cars (Pkw) typically have a nominal voltage of 12 volts (12V). For trucks (Lkw), the nominal voltage of a common on-board power supply is usually 24 volts (24V) in Europe and 12 volts (12V) in the United States.

[0059] The energy source of the first onboard electrical system 100 and / or the second onboard electrical system 200 may include or be configured as at least one battery or at least one storage battery. Additionally or alternatively, the energy source of the first onboard electrical system 100 and / or the second onboard electrical system 200 may include or be configured as at least one converter, such as a DC-DC converter.

[0060] The voltage source unit of the first onboard power supply 100 can be electrically isolated from the voltage source of the second onboard power supply 200. The DC voltage converter (also known as a DC / DC converter) of the first onboard power supply 100 can be electrically isolated from the DC voltage converter (also known as a DC / DC converter) of the second onboard power supply 200. The DC voltage converter can be configured and constructed to receive voltage from the corresponding onboard power supply (i.e., the first onboard power supply 100 and / or the second onboard power supply 200). The DC voltage converter can be configured and constructed to generate an output voltage from the received voltage.

[0061] Figure 2 The device 1 in the embodiment includes, for example, two third switches 30_1 and 30_2. For ease of explanation, the device 1 may include at least one third switch 30_1 or 30_2. The two third switches 30_1 and 30_2 can be or are connected to the vehicle power port 220 of the second vehicle power supply 200. The third switches 30_1 and 30_2 are configured to be in a first switching state and a second switching state, respectively. The control device 2 is configured to indicate whether the third switches 30_1 and 30_2 are in the first switching state or the second switching state, respectively. The third switches 30_1 and 30_2 are connected to associated inductors 32_1 and 32_2, respectively. The inductors 32_1 and 32_2 are each configured as a coil / relay coil having an iron core, for example, and are hereinafter referred to as relay coils 32_1 and 32_2, or simply coils 32_1 and 32_2. The first coil 32_1 is used to connect to the first switch 10, or more specifically, to the switch assembly 12 of the first switch 10. The second coil 32_2 is used to connect to the second switch 20 , more specifically, to connect to the switch component 22 of the second switch 20 .

[0062] exist Figure 2In the example, the two third switches 30_1 and 30_2 are each designed as a normally open (NO) switch. In the initial state (=first switching state), the two third switches 30_1 and 30_2 are open. In the first switching state, there is no conductive connection between the vehicle power supply port 220 of the second onboard power supply 200 and the respective coils 32_1 and 32_2. The control device 2 can independently instruct the two third switches 30_1 and 30_2 to switch from the first switching state to the second switching state. In the second switching state, a conductive connection is established between the vehicle power supply port 220 of the second onboard power supply 200 and the respective coils 32_1 and 32_2, and the respective third switches 30_1 and 30_2 are closed. The corresponding coils 32_1 and 32_2 can be used to close the corresponding switch assemblies 12 and 22 of the first switch 10 and / or the second switch 20. This can be achieved, for example, by generating a magnetic field when current flows through coil 32_1 and / or coil 32_2. This magnetic field, in turn, attracts switch component 12 (e.g., anchor 12) and / or switch component 22 (e.g., anchor 22), thereby switching from the first switching state to the second switching state. Thus, coil 32_1 can also be said to be part of first switch 10. In other words, first switch 10 can include first switch component 12 and first coil 32_1. Furthermore, coil 32_2 can be said to be part of second switch 20. In other words, second switch 20 can include second switch component 22 and second coil 32_2.

[0063] For example, if third switch 30_1 is closed, current flows from second onboard power supply 200 through associated coil 32_1, generating a magnetic field. Switch assembly 12 of first switch 10 is attracted by this magnetic field and closes. In this way, first switch 10 can switch from the first switching state to the second switching state. If third switch 30_2 is closed, current flows from second onboard power supply 200 through associated coil 32_2, generating a magnetic field. Switch assembly 22 of second switch 20 is attracted by this magnetic field and closes. In this way, second switch 20 can switch from the first switching state to the second switching state.

[0064] As previously described, relay coils / coils 32_1 and 32_2 can be used to connect switch assemblies 12 and 22. This causes current to flow through coils 32_1 and 32_2, generating a magnetic field that closes switch assemblies 12 and 22. Switches 30_1 and 30_2 can be configured as semiconductor switches to enable or ensure a reliable connection. The described solution overcomes the fundamental problem of relay switches not being able to be completely closed (they may remain "stuck"). Pure semiconductor solutions (implementations using only semiconductor switches) lack electrical separation between the switches and vehicle electrical system 100 and 200. By combining the two technologies (switches 10 and 20 as relay switches and switches 30_1 and 30_2 as semiconductor switches), both requirements are met.

[0065] Device 1 can be configured or arranged in a controller, such as an electronic control unit (ECU) of a zone controller. Electrical consumers 300_1, 300_2, and 300_n can each be configured as a control component, a sensor, or an actuator. Device 1 can be configured as, comprise, or be incorporated into an electronic controller. Device 1, for example, a controller comprising device 1, such as a zone controller, can be directly or indirectly connected to some or all of electrical consumers 300_1, 300_2, and 300_n. Electrical consumers 300_1, 300_2, and 300_n can be partially interconnected. Electrical consumers 300_1, 300_2, and 300_n can belong to the same or different domains. Purely by way of example, sensors and / or actuators for various vehicle functions, such as lights, windshield wipers, door / window control, and engine control, are examples.

[0066] The described device ensures that at least one electrical consumer, such as a taillight or brake light, can be powered by two onboard power supplies. An intelligent solution is provided by an intelligently connected relay that connects and / or disconnects the electrically conductive connection between the onboard power supply and the electrical consumer, depending on the status of the energy source and / or the availability of the onboard power supply.

Claims

1. A device (1) for redundantly supplying power to at least one electrical consumer (300; 300_1, 300_2, 300_3), comprising: A first switch (10) is connectable to or is connected to at least one consumer port of the at least one consumer (300; 300_1, 300_2, 300_3) and is configured to be in a first switching state and a second switching state. a control device (2) configured to indicate whether the first switch (10) is in the first switch state or the second switch state, in, The first switch (10) is configured and implemented such that, in the first switching state, a conductive connection is established between an onboard power supply port (120) of a first onboard power supply (100) of the vehicle and at least one power consumption port of the at least one electrical consumer (300; 300_1, 300_2, 300_3), and in the second switching state, a conductive connection is established between an onboard power supply port (220) of a second onboard power supply (200) of the vehicle and at least one power consumption port of the at least one electrical consumer (300; 300_1, 300_2, 300_3).

2. The device (1) according to claim 1, wherein The control device (2) is configured to indicate that the first switch (10) is in the first switching state or the second switching state based on information about the first onboard power supply (100) and / or the second onboard power supply (200) and / or the at least one electrical consumer (300; 300_1, 300_2, 300_3).

3. The device (1) according to claim 2, wherein The information about the first on-board power supply (100) comprises information about the availability and / or status of at least an energy source and / or a voltage source of the first on-board power supply (100), and / or The information about the second onboard power supply (200) comprises information about the availability and / or status of at least an energy source and / or a voltage source of the second onboard power supply (200), and / or The information about the at least one electrical consumer (300; 300_1, 300_2, 300_3) includes information about a state of the at least one electrical consumer (300; 300_1, 300_2, 300_3).

4. The device (1) according to any one of claims 1 to 3, wherein The first switch (10) is configured as a normally closed switch (10).

5. The device (1) according to any one of claims 1 to 4, wherein The device (1) further comprises a second switch (20), wherein the second switch (20) can be connected to or has been connected to the vehicle power port (220) of the second vehicle power supply (200), and is configured to be in a first switching state and a second switching state. The control device (2) is configured to indicate whether the second switch (20) is in the first switch state or the second switch state. The second switch (20) is configured and implemented to disconnect the conductive connection between the onboard power port (220) of the second onboard power supply (200) of the vehicle and the first switch (10) in the first switching state, and to establish the conductive connection between the onboard power port (220) of the second onboard power supply (200) of the vehicle and the first switch (10) in the second switching state.

6. The device (1) according to claim 5, wherein The second switch (20) is configured as a normally open switch.

7. The device (1) according to any one of claims 1 to 6, wherein The device (1) has at least one third switch (30), which can be or is connected to the vehicle power supply port (220) of the second vehicle power supply (200) and is configured to be in a first switching state and a second switching state. The control device (2) is configured to indicate whether the at least one third switch (30) is in the first switch state or the second switch state. The at least one third switch (30) is configured and implemented to disconnect the conductive connection between the onboard power supply port (220) of the second onboard power supply (200) of the vehicle and at least one inductor, in particular at least one coil (32_1, 32_2) in the first switching state, and to establish the conductive connection between the onboard power supply port (220) of the second onboard power supply (200) of the vehicle and the at least one inductor, in particular at least one coil (32_1, 32_2) in the second switching state.

8. The device (1) according to claim 7, wherein The at least one inductor, in particular the at least one coil (32_1, 32_2), is configured and arranged to switch the first switch (10) from the first switching state to the second switching state and / or switch the second switch (20) from the first switching state to the second switching state when a conductive connection is established between an onboard power supply port (220) of a second onboard power supply (200) of the vehicle and the at least one inductor, in particular the at least one coil (32_1, 32_2).

9. The device (1) according to any one of claims 1 to 8, wherein The first on-board power supply (100) and the second on-board power supply (200) are electrically separated from each other; and / or A voltage source is provided in the first on-board power supply (100); and / or A voltage source is provided in the second onboard power supply (200).

10. The device (1) according to any one of claims 1 to 9, wherein The at least one electrical consumer (300; 300_1, 300_2, 300_3) comprises at least one safety-related electrical consumer, such as a rear light of a vehicle, or is designed as a safety-related electrical consumer, such as a rear light of a vehicle.

11. A control device for redundantly supplying power to electrical consumers (300; 300_1, 300_2, 300_3), wherein: The control device comprises a device (1) according to any one of claims 1 to 10.

12. A vehicle for redundantly supplying power to electrical consumers (300; 300_1, 300_2, 300_3), wherein: The vehicle has: The apparatus (1) according to any one of claims 1 to 10 and / or the control device according to claim 11; and At least one electrical consumer (300; 300_1, 300_2, 300_3).

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