In-vehicle network for vehicle, vehicle and use of in-vehicle network

Abstract

The invention relates to an on-board network (100) for a vehicle (F), comprising: a first main battery (Bank1) for supplying a main electrical appliance with electrical energy; the second main battery (Bank2) is used for supplying electric energy to the main electric appliance; a first DC / DC converter (DC / DC1) for providing electrical energy from the first main battery (Bank1) to the low voltage load (L); a second DC / DC converter (DC / DC2) for providing electrical energy from the second main battery (Bank2) to the low voltage load (L); and an auxiliary battery (LV), in particular only one auxiliary battery, for supplying electrical energy to the low-voltage load (L); wherein the on-board network (100) is connected in such a way that at least two redundant sub-networks (Grid1, Grid2) are formed in order to provide failure protection when the low-voltage load (L) is supplied. The invention also relates to a vehicle and to the use of an in-vehicle network.

Description

Technical Field

[0001] This invention relates to an in-vehicle network for vehicles. Furthermore, this invention also relates to a corresponding vehicle having the in-vehicle network and advantageous uses of the in-vehicle network. Background Technology

[0002] Modern vehicles (such as hybrid or electric vehicles) are increasingly becoming more automated. As automation increases to the point of autonomous vehicles, a safety-related concern is providing redundancy or fail-safety in powering safety-critical functions.

[0003] Known redundant in-vehicle networks are associated with a high number (often doubled) of components (e.g., two converters and two low-voltage batteries, or two large, expensive converters designed for high peak power, plus an additional converter optimized for low power), requiring large installation space and resulting in high costs. Furthermore, the operating principles of known in-vehicle networks remain partially critical or limiting. Summary of the Invention

[0004] The objective of this invention is to overcome at least one of the aforementioned disadvantages. In particular, the objective of this invention is to provide a secure in-vehicle network that is simply constructed, implemented with a small number of components, has low-cost components with a simple design (e.g., for reduced power, such as the rated power of the power supply), can operate safely and reliably, has built-in safety mechanisms that can flexibly respond to different faults in the network and / or components, can provide safe and reliable redundancy in fault conditions, and can achieve improved advantages during normal operation, such as with respect to component protection and stable operation. Furthermore, the objective of this invention is to provide a corresponding vehicle with the appropriate in-vehicle network and advantageous uses for the in-vehicle network.

[0005] This invention provides an in-vehicle network for a vehicle with the features of an independent system claim. Furthermore, this invention provides an advantageous use of a corresponding vehicle and in-vehicle network with the features of a corresponding in-vehicle network, having the features of a parallel claim. Here, the features and details described in association with different embodiments and / or aspects of the invention naturally also apply to their association with other embodiments and / or aspects, and vice versa, so that the disclosures regarding various embodiments and / or aspects are always mutually referential or can be mutually referenced.

[0006] According to the first aspect, the present invention specifies:

[0007] An in-vehicle network for vehicles (particularly hybrid or electric vehicles, preferably vehicles that drive automatically to autonomously), the in-vehicle network comprising:

[0008] - The primary battery, such as a high-voltage battery, a 400V battery, or a 48V battery, is used to supply power to the main electrical appliances, such as electric motors or generators (E-Maische).

[0009] - A second main battery, such as a high-voltage battery (e.g., a 400V or 48V battery), is used to supply power to the main electrical appliances.

[0010] - A first DC / DC converter for supplying power from the first main battery to a low-voltage load.

[0011] - A second DC / DC converter for supplying power from the second main battery to a low-voltage load, and

[0012] - Auxiliary batteries, especially a single auxiliary battery, such as a low-voltage battery, like a 12V battery, are used to supply power to low-voltage loads.

[0013] The vehicle network is wired in such a way (e.g., by means of cross-wiring) that at least two redundant subnets are formed to provide fail-safe protection when powering low-voltage loads.

[0014] A secure in-vehicle network can be constructed using two converters and (particularly, only one) low-voltage battery. The advantages of the low-voltage battery can be utilized in the form of short-duration peak power. Therefore, the converters need to be designed for rated power rather than peak power. This can result in significant cost savings in component design (especially converter design) and the number of components (especially redundant components, such as a second low-voltage battery). Simultaneously, individual faults in the respective components and / or in the respective subnets can be safely and reliably covered through advantageous component wiring. The arrangement of (reduced in number) components, the simple and cost-effective design of said components, and the advantageous wiring according to the invention can provide an efficient, safe, and robust (if not technically optimal) solution for secure in-vehicle networks.

[0015] Furthermore, advantages arise at the vehicle level in terms of cost reduction and / or weight reduction in component design (especially in converter design), as well as in the reduction of the number of components and their weight, since only one low-voltage battery is installed.

[0016] In-vehicle networks can also provide improved and expanded functionality.

[0017] Advantageously, this wiring method for the vehicle network allows low-voltage loads to pass through...

[0018] - Auxiliary battery and first DC / DC converter, and / or

[0019] - Auxiliary battery and second DC / DC converter, and / or

[0020] - First DC / DC converter and second DC / DC converter

[0021] Electrical energy is supplied to obtain the required power to the low-voltage load. In this way, electrical energy can be safely and reliably supplied to the low-voltage load even under different component failures (whether in the first DC / DC converter, the second DC / DC converter, or the auxiliary battery), and / or under network errors (e.g., in the first or second subnet). If, for example, the first DC / DC converter has a rated power of 250A, the second DC / DC converter has a rated power of 250A, and the auxiliary battery has a charge capacity of 20Ah, then it can be ensured that even if one of the aforementioned components fails or a network failure occurs (e.g., a cable break), the load can safely receive up to 500A. The remaining two components can still provide the required power.

[0022] The advantage lies in the fact that the vehicle network is wired in such a way that the relevant subnets can be isolated in the event of a failure. Here, the switches in the faulty subnet can autonomously and safely isolate the subnet. Simultaneously, it ensures that the remaining subnets can form a safe and reliable redundancy.

[0023] The advantage lies in the fact that the vehicle network is wired in such a way that, in the event of a failure of the involved component, the relevant electronic component, such as the first or second DC / DC converter, can be isolated, particularly from both subnetworks; and / or, in the event of a failure of the involved auxiliary battery, the involved auxiliary battery can be isolated, particularly from both subnetworks. Here, the relevant switches at the involved component can independently and safely disconnect the component. Simultaneously, it can be ensured that the remaining components can form a safe and reliable redundancy.

[0024] Furthermore, it can be specified that the vehicle network has two switches for the first DC / DC converter. These two switches can advantageously be used to disconnect the first DC / DC converter in the event of a failure. Simultaneously, one switch can be used to disconnect a first subnet in the event of a failure, and the other switch can be used to disconnect a second subnet in the event of a failure.

[0025] Furthermore, it can be specified that the on-board network has two switches for the second DC / DC converter. These two switches can advantageously be used to disconnect the second DC / DC converter in the event of a failure. Simultaneously, one switch can be used to disconnect the first subnet in the event of a failure, and the other switch can be used to disconnect the second subnet in the event of a failure.

[0026] Furthermore, it can be specified that the vehicle network has two switches for the auxiliary battery. These two switches can advantageously be used to disconnect the auxiliary battery in the event of a failure. Simultaneously, one switch can be used to disconnect a first sub-network in the event of a failure, and the other switch can be used to disconnect a second sub-network in the event of a failure.

[0027] Furthermore, it is advantageous for the in-vehicle network to have a switch implemented for identifying at least one fault condition and functioning as a safety device, for example, including at least one of the following fault conditions:

[0028] - Component failure,

[0029] - Network failure

[0030] - Overcurrent,

[0031] - Voltage levels, including overvoltage and / or undervoltage,

[0032] - Incorrect current direction, etc.

[0033] With the help of the switch, a built-in security mechanism can be provided that can flexibly respond to different failures in the network and / or in the component, provide safe and reliable redundancy in failure conditions, and enable improved and / or extended functionality for normal operation.

[0034] For example, it can be envisioned that the in-vehicle network has integrated switches, such as integrated switches in the corresponding power electronics. In this way, a monolithic construction can be achieved, and further advantages can be created in terms of structural space and weight.

[0035] Advantageously, the first DC / DC converter, the second DC / DC converter, and the auxiliary battery can each have power electronics, such as integrated switches, preferably two integrated switches for each component. In this way, it can be ensured that components can be flexibly disconnected or connected individually or as a whole subnet.

[0036] Furthermore, it is conceivable that the in-vehicle network has individual switches, for example, each switch having its own electronics. In this way, existing components can be used, which can be wired into an advantageous in-vehicle network in the sense of this invention.

[0037] According to the second aspect, the present invention specifies:

[0038] A vehicle, particularly a hybrid or electric vehicle, preferably an automated to autonomous vehicle, has an in-vehicle network that can be configured as described above, the in-vehicle network being used to power safety-related driver assistance functions under low-voltage loads. With this vehicle, the same advantages described in connection with the in-vehicle network can be achieved.

[0039] Safety-related driver assistance features may have at least one longitudinal guidance function and / or at least one lateral guidance function, for example:

[0040] - Emergency braking assist,

[0041] Lane keeping assist,

[0042] - Distance maintenance assist,

[0043] - Speed ​​maintenance assist,

[0044] - Reversing assist,

[0045] - Adaptive brake lights

[0046] - Accident data storage, and / or

[0047] - Fatigue identification.

[0048] This method can significantly improve safety during vehicle operation. Furthermore, it ensures the safety of personnel and traffic safety.

[0049] According to the third aspect, the present invention specifies:

[0050] The purpose of an in-vehicle network (which may be implemented as described above) is to provide at least one security function, so as to...

[0051] - Continue to operate the vehicle safely.

[0052] - Operate the vehicle safely during the transition period until the driver is able to take over vehicle guidance;

[0053] - Bring the vehicle to a safe stop, for example, safely on the shoulder, and / or

[0054] - Send an emergency call.

[0055] In this way, the security of the vehicle network in case of failure can be ensured.

[0056] According to the fourth aspect, the present invention specifies:

[0057] The use of an in-vehicle network (which can be implemented as described above),

[0058] In order to offset power peaks with the help of auxiliary batteries, and / or

[0059] In order to provide a medium load (mittlere Lasten), preferably a uniformly distributed medium load, by means of electronic components, such as a first DC / DC converter or a second DC / DC converter.

[0060] In this way, improved and / or expanded operation of the in-vehicle network can be ensured, along with enhanced component protection and advantages in its design. Attached Figure Description

[0061] The invention will now be described in more detail with the aid of the accompanying drawings.

[0062] In the picture:

[0063] Figure 1 The proposed in-vehicle network is shown. Detailed Implementation

[0064] According to the first aspect, the present invention provides:

[0065] - An in-vehicle network 100 for a vehicle F, which may have a topology as a hybrid vehicle or an electric vehicle, and the vehicle is preferably implemented as a vehicle that drives automatically to autonomously.

[0066] like Figure 1 As shown, the proposed vehicular network 100 has the following components:

[0067] - The first main battery, Bank1, such as a high-voltage battery, a 400V battery, or a 48V battery, is used to supply power to the main electrical appliances (such as electric motors or E-Maische).

[0068] - The second main battery, Bank2, such as a high-voltage battery, a 400V battery, or a 48V battery, is used to supply power to the main electrical appliances.

[0069] - A first DC / DC converter, DC / DC1, is used to supply power from the first main battery, Bank1, to the low-voltage load L.

[0070] - A second DC / DC converter, DC / DC2, is used to supply power from the second main battery, Bank2, to the low-voltage load L, and

[0071] - One, especially only one, auxiliary battery LV, such as a low-voltage battery, such as a 12V battery, is used to supply power to the low-voltage load L.

[0072] According to the present invention, the vehicle network 100 is cross-connected in such a way that at least two redundant subnets Grid1 and Grid2 are formed to provide fail-safe protection when supplying power to a low-voltage load L.

[0073] A secure in-vehicle network 100 can be provided by two DC / DC converters, DC / DC1 and DC / DC2, and one (especially only one) auxiliary battery LV.

[0074] The advantage of the auxiliary battery LV is that it can offset short-term peak power.

[0075] Now, DC / DC converters DC / DC1 and DC / DC2 only need to be designed for rated power, not peak power.

[0076] This results in significant cost savings and structural space savings in terms of component design and number of components.

[0077] At the same time, through the advantageous wiring of components DC / DC1, DC / DC2 and LV, individual faults in each component and / or in each subnet Grid1, Grid2 can be safely and reliably covered.

[0078] like Figure 1 As further shown, the low-voltage load L can therefore be transmitted via

[0079] - Auxiliary battery LV and first DC / DC converter DC / DC1, and / or

[0080] - Auxiliary battery LV and second DC / DC converter DC / DC2, and / or

[0081] - First DC / DC converter DC / DC1 and second DC / DC converter DC / DC2,

[0082] The electrical energy supplied.

[0083] In this way, the low-voltage load L can be safely and reliably supplied with power under different component failures, whether in the first DC / DC converter DC / DC1, the second DC / DC converter DC / DC2, or the auxiliary battery LV, and / or under network failures, such as in the first subnet Grid1 or the second subnet Grid2.

[0084] For example, if the first DC / DC converter DC / DC1 has a rated power of 250A, the second DC / DC converter has a rated power of 250A, and the auxiliary battery has a charge capacity of 20Ah, then it can be ensured that even if one of the aforementioned components DC / DC1, DC / DC2, or LV fails, or a network failure occurs, such as a cable break, the load can safely receive up to 500A. The remaining two components can still provide the required, for example, 500A of power.

[0085] like Figure 1 As shown by the arrangement of switches S1_Grid1, S1_Grid2, S2_Grid1, S2_Grid2, S3_Grid1, and S3_Grid2, in the event of a failure in the involved subnets Grid1 and Grid2, the affected subnets Grid1 and Grid2 can be isolated as a whole. Here, the switches (e.g., S1_Grid1, S2_Grid1, S3_Grid1 or S1_Grid2, S2_Grid2, S3_Grid2) involved in the faulty subnet (e.g., Grid1 or Grid2) can independently and safely isolate the corresponding subnet (e.g., Grid1 or Grid2).

[0086] like Figure 1 As shown by the arrangement of switches S1_Grid1, S1_Grid2, S2_Grid1, S2_Grid2, S3_Grid1, and S3_Grid2, in the event of a failure of the involved (e.g., only one) electronic component, the involved component, such as the first DC / DC converter DC / DC1 or the second DC / DC converter DC / DC2, can be isolated, particularly isolated from the two subnets Grid1 and Grid2.

[0087] Meanwhile, in the event of a failure of the auxiliary battery LV involved, the auxiliary battery LV involved can be separated, especially from the two subnets Grid1 and Grid2.

[0088] like Figure 1 As illustrated, the switches (e.g., S1_Grid1, S1_Grid2) involved at the faulty component (e.g., DC / DC1) can independently and safely disconnect the involved component (e.g., DC / DC1).

[0089] On the one hand, from Figure 1As can be seen, the vehicle network 100 may have two switches, S1_Grid1 and S1_Grid2, for the first DC / DC converter DC / DC1. These two switches, S1_Grid1 and S1_Grid2, can advantageously be used to disconnect the first DC / DC converter DC / DC1 in case of a fault. Simultaneously, one switch, S1_Grid1, can be used to disconnect the first subnet Grid1 in case of a fault, and the other switch, S1_Grid2, can be used to disconnect the second subnet Grid2 in case of a fault.

[0090] On the other hand, from Figure 1 As can be seen, the vehicle network 100 may have two switches, S2_Grid2 and S2_Grid1, for the second DC / DC converter DC / DC2. These two switches, S2_Grid2 and S2_Grid1, can advantageously be used to disconnect the second DC / DC converter DC / DC2 in case of a fault. Simultaneously, one switch, S2_Grid1, can be used to disconnect the first subnet Grid1 in case of a fault, and the other switch, S2_Grid2, can be used to disconnect the second subnet Grid2 in case of a fault.

[0091] In addition, from Figure 1 As can be seen, the vehicle network 100 may have two switches, S3_Grid1 and S3_Grid2, for the auxiliary battery LV. These two switches, S3_Grid1 and S3_Grid2, can be advantageously used to disconnect the auxiliary battery LV in case of failure. At the same time, one switch, S3_Grid1, can be used to disconnect the first subnet Grid1 in case of failure, and the other switch, S3_Grid2, can be used to disconnect the second subnet Grid2 in case of failure.

[0092] Switches S1_Grid1, S1_Grid2, S2_Grid1, S2_Grid2, S3_Grid1, and S3_Grid2 can be advantageously implemented to identify at least one fault condition and function as a safety device, for example:

[0093] - Component failure,

[0094] - Network failure

[0095] - Overcurrent,

[0096] - Voltage levels, including overvoltage and / or over-voltage, and / or

[0097] - Incorrect current direction.

[0098] Therefore, a built-in security mechanism can be provided that can flexibly respond to different faults in the vehicle network 100 and / or in components DC / DC1, DC / DC2, LV.

[0099] Switches S1_Grid1, S1_Grid2, S2_Grid1, S2_Grid2, S3_Grid1, and S3_Grid2 can, for example, be integrated into the corresponding power electronics of the corresponding components DC / DC1, DC / DC2, and LV.

[0100] Advantageously, the first DC / DC converter DC / DC1, the second DC / DC converter DC / DC2, and the auxiliary battery LV each have power electronics, such as integrated switches S1_Grid1, S1_Grid2, S2_Grid1, S2_Grid2, S3_Grid1, and S3_Grid2, preferably two switches for each component DC / DC1, DC / DC2, and LV.

[0101] However, switches S1_Grid1, S1_Grid2, S2_Grid1, S2_Grid2, S3_Grid1, and S3_Grid2 can also be implemented as individual switches, for example, each of which has its own electronics.

[0102] Another aspect of the invention is the corresponding vehicle F with the corresponding vehicle network 100 and the advantageous uses of the vehicle network 100.

[0103] The above description of the accompanying drawings illustrates the invention only within the scope of examples. Of course, individual features of the various embodiments can be freely combined with each other without departing from the scope of the invention, provided it is technically meaningful.

[0104] List of reference numerals

[0105] 100 vehicle network

[0106] Bank1 First Main Battery

[0107] Bank2 Second Main Battery

[0108] DC / DC1 First Converter

[0109] DC / DC2 Second Converter

[0110] LV auxiliary battery

[0111] L low voltage load

[0112] Grid1 first subnet

[0113] Grid2 second subnet

[0114] F vehicle

[0115] S1_Grid1 switch

[0116] S1_Grid2 switch

[0117] S2_Grid1 switch

[0118] S2_Grid2 switch

[0119] S3_Grid1 switch

[0120] S3_Grid2 switch

Claims

1. An in-vehicle network (100) for a vehicle (F), said vehicle being particularly a hybrid or electric vehicle, preferably a vehicle that operates automatically to autonomously, said in-vehicle network comprising: The primary main battery (Bank 1), such as a high-voltage battery, a 400V battery, or a 48V battery, is used to supply power to the main electrical appliances, such as electric motors or e-masks. The second main battery (Bank 2), such as a high-voltage battery, a 400V battery, or a 48V battery, is used to supply power to the main electrical appliances. The first DC / DC converter (DC / DC1) is used to supply power from the first main battery (Bank1) to the low-voltage load (L). The second DC / DC converter (DC / DC2) is used to supply power from the second main battery (Bank2) to the low-voltage load (L), and Auxiliary batteries (LV), especially single auxiliary batteries, such as low-voltage batteries, such as 12V batteries, are used to supply power to low-voltage loads (L). The vehicle network (100) is wired in such a way that at least two redundant subnets (Grid1, Grid2) are formed to provide fail-safe protection when powering a low-voltage load (L).

2. The vehicle network (100) according to claim 1. in, The vehicle network (100) is wired in such a way that the low-voltage load (L) can pass through... - Auxiliary battery (LV) and first DC / DC converter (DC / DC1), and / or - Auxiliary battery (LV) and second DC / DC converter (DC / DC2), and / or - First DC / DC converter (DC / DC1) and second DC / DC converter (DC / DC2) Electrical energy is supplied to obtain the required power to the low-voltage load (L).

3. The vehicle network (100) according to any one of the preceding claims. in, The vehicle network (100) is wired in such a way that the relevant subnets (Grid1, Grid2) can be isolated in the event of a failure of the relevant subnets (Grid1, Grid2).

4. The vehicle network (100) according to any one of the preceding claims. in, The vehicle network (100) is wired in such a way that, in the event of a failure of the relevant electronic component, such as the first DC / DC converter (DC / DC1) or the second DC / DC converter (DC / DC2), can be isolated, particularly isolated from the two subnets (Grid1, Grid2). And / or, the vehicle network (100) is wired such that, in the event of a failure of the auxiliary battery (LV) involved, the auxiliary battery (LV) involved can be isolated, in particular isolated from the two subnets (Grid1, Grid2).

5. The vehicle network (100) according to any one of the preceding claims. in, The vehicle network (100) has two switches (S1_Grid1, S1_Grid2) for the first DC / DC converter (DC / DC1).

6. The vehicle network (100) according to any one of the preceding claims. in, The vehicle network (100) has two switches (S2_Grid2, S2_Grid1) for the second DC / DC converter (DC / DC2).

7. The vehicle network (100) according to any one of the preceding claims. in, The vehicle network (100) has two switches (S3_Grid1, S3_Grid2) for the auxiliary battery (LV).

8. The vehicle network (100) according to any one of the preceding claims. in, The vehicle network (100) has a switch implemented to identify at least one fault condition and function as a safety device. For example, at least one of the following failure conditions: - Component failure, - Network failure - Overcurrent, - Voltage levels, including overvoltage and / or over-voltage, and / or - Incorrect current direction.

9. The vehicle network (100) according to any one of the preceding claims. in, The vehicle network (100) has an integrated switch, such as an integrated switch in a power electronics device.

10. The vehicle network (100) according to any one of the preceding claims. in, The first DC / DC converter (DC / DC1), the second DC / DC converter (DC / DC2) and the auxiliary battery (LV) each have power electronics, which may include, for example, integrated switches.

11. The vehicle network (100) according to any one of the preceding claims. in, The vehicle network (100) has individual switches, for example, each of the individual switches has its own electronics.

12. A vehicle (F), particularly a hybrid or electric vehicle, preferably a vehicle that operates automatically to autonomously, said vehicle having an in-vehicle network (100) according to any one of the preceding claims, said in-vehicle network for powering safety-related driver assistance functions on a low-voltage load (L).

13. The vehicle according to the preceding claim, in, Safety-related driver assistance features have at least one longitudinal guidance function and / or at least one lateral guidance function, for example: - Emergency braking assist, Lane keeping assist, - Distance maintenance assist, - Speed ​​maintenance assist, - Reversing assist, - Adaptive brake lights - Accident data storage, and / or - Fatigue identification.

14. The use of the vehicular network (100) according to any one of claims 1 to 11, in order to provide at least one security function, so as to - Continue to operate the vehicle safely (F). - Operate the vehicle safely during the transition period (F) until the driver is able to take over vehicle guidance; - Bring the vehicle (F) to a safe stop, for example, safely on the shoulder, and / or - Send an emergency call.

15. The use of the vehicle network (100) according to any one of claims 1 to 11, In order to offset power peaks with the help of auxiliary batteries (LV), and / or In order to provide a medium load, preferably a uniformly distributed medium load, by means of electronic components, such as a first DC / DC converter (DC / DC1) or a second DC / DC converter (DC / DC2).

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