Device for controlling a vehicle component and vehicle component

Abstract

Device (20) for controlling a vehicle component (31) comprising a first supply voltage connection (23) for supplying a first side (27) of the device (20) with a first voltage, wherein the first voltage is associated with a first voltage potential, and a galvanically isolated second supply voltage connection (24) for supplying a second side (28) of the device (20) with a second voltage, wherein the second voltage is associated with a second voltage potential, wherein the first voltage is greater than the second voltage, and further comprising a control module which is associated with the first side (27) with the first voltage potential and which is connected to the second supply voltage connection (24) for supplying the control module with the second voltage, and an actuator connection (25) for providing a signal for operating one or more actuators (21).wherein the actuator connection (25) of the first side (27) is assigned to the first voltage potential, and a sensor device (22) which is at least communicatively connected to the control module, and a power amplifier device which is assigned to the first side (27) with the first voltage potential of the device (20), wherein the power amplifier device is connected to the first supply voltage connection (23) and the actuator connection (25), and wherein the power amplifier device is coupled to the control module, characterized in that a fail-safe switch (4) is connected between the power amplifier device and the control module, which is communicatively bidirectionally connected to the power amplifier device and to the control module, wherein the fail-safe switch (4) of the first side (27) is assigned to the first voltage potential of the device (20),and wherein the fail-safe switch (4) and the control module have a common redundant first power supply, which is achieved by coupling to the first supply voltage connection (23) and the second supply voltage connection (24), whereby fail-safe measures can be implemented in the event of a fault, at least with regard to one or more actuators (21).

Description

[0001] The invention relates to a device for controlling a vehicle component, comprising a first supply voltage connection for supplying a first side of the device with a first voltage, wherein the first voltage is assigned to a first voltage potential, and a galvanically isolated second supply voltage connection for supplying a second side of the device with a second voltage, wherein the second voltage is assigned to a second voltage potential, wherein the first voltage is greater than the second voltage, and further comprising a control module which is assigned to the first side with the first voltage potential and which is connected to the second supply voltage connection for supplying the control module with the second voltage, and an actuator connection for providing a signal for operating one or more actuators,wherein the actuator terminal is assigned to the first side with the first voltage potential, and a sensor device which is communicatively connected at least to the control module, and an output stage device which is assigned to the first side with the first voltage potential of the device, wherein the output stage device is connected to the first supply voltage terminal and the actuator terminal, and wherein the output stage device is coupled to the control module. Furthermore, the invention relates to a vehicle component.

[0002] In order to electrify high-performance consumers in the automotive sector, the conventional 12V supply network, also referred to as the 12V on-board network, has reached its limits in some vehicles. To reduce the on-board network current with the increasing number of electrical power consumers, a new, higher on-board network voltage is being implemented in the vehicle.

[0003] Especially in electric or hybrid vehicles, the electrical system consists of two distinct circuits with different voltages. In addition to an electrical system circuit with a supply voltage between 12 and 24 volts, to which low-voltage consumers are connected, the electrical system also has a high-voltage circuit with a supply voltage of 48 to 60 volts.

[0004] DE 10 2013 221577 A1 discloses an electronic device for a vehicle, wherein the device comprises a first voltage interface for connecting the device to a first voltage supply for providing a first voltage, a second voltage interface for connecting the device to a second voltage supply for providing a second voltage, a power element operable with the second voltage and a control circuit for controlling the power element, wherein the device further comprises the following features: an isolating element with a first input connected to a first potential terminal of the first voltage interface and with a first output for providing a first supply voltage galvanically decoupled from the first voltage;a first coupling element connected between the first output of the isolating element and a first supply voltage input of the control circuit and configured to enable a current flow toward the control circuit and to block a current flow toward the first output of the isolating element; and a second coupling element connected between a first potential terminal of the second voltage interface and the first supply voltage input of the control circuit and configured to enable a current flow toward the control circuit and to block a current flow toward the first potential terminal of the second voltage interface.

[0005] It is an object of the invention to provide an improved device for controlling a vehicle component and an improved chassis component for a vehicle.

[0006] This object is achieved by a device having the features of claim 1 and a chassis component having the features of claim 15.

[0007] The subclaims list further advantageous measures which can be suitably combined to achieve further advantages.

[0008] The object is achieved by a device for controlling a vehicle component comprising a first supply voltage connection for supplying a first side of the device with a first voltage, wherein the first voltage is assigned to a first voltage potential, and a galvanically isolated second supply voltage connection for supplying a second side of the device with a second voltage, wherein the second voltage is assigned to a second voltage potential, wherein the first voltage is greater than the second voltage, and further comprising a control module which is assigned to the first side with the first voltage potential and which is connected to the second supply voltage connection for supplying the control module with the second voltage, and an actuator connection for providing a signal for operating one or more actuators, wherein the actuator connection is assigned to the first side with the first voltage potential, and a sensor device which is communicatively connected at least to the control module, and an output stage device which is assigned to the first side with the first voltage potential of the device, wherein the output stage device is connected to the first supply voltage connection and the actuator connection, and wherein the output stage device is coupled to the control module, where a fail-safe switch is connected between the power amplifier device and the control module, which is bidirectionally connected to the power amplifier device and to the control module in terms of communication technology, wherein the fail-safe switch is assigned to the first side with the first voltage potential of the device, and wherein the fail-safe switch and the control module have a common redundant first voltage supply, which is achieved by coupling to the first supply voltage connection and the second supply voltage connection, whereby in the event of a fault, fail-safe measures can be implemented at least with regard to the one or more actuators.

[0009] The first voltage is preferably around 48V, the second voltage around 12V.

[0010] However, the voltages themselves are not fixed to these values.

[0011] The device itself can be designed as a zone ECU (control unit). The control module can be a microcontroller, for example. The microcontroller is designed in particular to control all actuators, particularly by evaluating the sensor signals, for example, an engine control system, to capture and validate the actuator signals for control, and to communicate with other vehicle systems. The control module, in this case the microcontroller, thus preferably contains all zone ECU functions required for actuator control, first voltage (48V) and second voltage (12V) on-board network monitoring, power distribution, actuator sensor evaluation, and communication with other vehicle systems.

[0012] The output stage device can be designed, in particular, as an output stage that controls one or more actuators, in particular 48V, and is further configured to generate all signals for actuator control, such as the first voltage, phase voltage, phase current, and actual PWM at the actuator. Control of a second voltage actuator, for example, 12V in this case, can also be achieved with suitable PWM modulation by reducing the first voltage to the second voltage by reducing the PWM pulse width.

[0013] According to the invention, the fail-safe switch is bidirectionally connected to the control module for communication purposes. Thus, actuator control signals can be transmitted in both directions via the output stage device, which is connected to the fail-safe switch.

[0014] Furthermore, the fail-safe switch is connected to the control module for mutual data exchange. The fail-safe switch can have a diagnostic device, which is designed, for example, to perform a voltage or current measurement.

[0015] The device according to the invention ensures that in the event of a failure / malfunction of the device, for example of the power amplifier device or the control module, the actuators can be transferred to the safe state.

[0016] For this purpose, both the fail-safe switch and the microcontroller are connected to a shared redundant first power supply according to the invention. The redundant power supply is achieved by coupling it to both the first supply voltage connection and the second supply voltage connection. This ensures diagnostics and appropriate fail-safe measures even if one of the two ECU supplies, i.e., if one of the two supply voltage connections, is lost.

[0017] The device according to the invention provides a coupling concept for modules with a first voltage and a second voltage, for example 48V and 12V, which are arranged on a first side with a first voltage, for example the 48V zone ECU.

[0018] The device according to the invention thus enables independent or cross-vehicle domain actuator control of, for example, 12V / 48V vehicle actuators from a 48V vehicle electrical system.

[0019] With such a device, the two sides or both voltage potentials within the device are not connected, thus avoiding ground loops in the vehicle. By placing the control module on the first side with the first voltage potential, for example, on the 48V side, the otherwise necessary galvanic isolation of all actuator and sensor signals can be avoided.

[0020] By means of the device according to the invention, in particular a zone ECU, in particular a 48V (first voltage) connection can be connected to a 48V (first voltage) vehicle electrical system and a plurality of first voltage actuators, which are located within a vehicle zone, preferably close to the device itself in the vehicle, can be controlled.

[0021] In a further embodiment, the fail-safe switch has a diagnostic device which detects a fault in the control module and / or in the device itself.

[0022] For example, the diagnostic device can be configured to perform a voltage measurement in the cable sections of the device and, additionally or alternatively, to perform a current measurement or to detect a fault in the control module. For example, by performing such a measurement, the diagnostic device can diagnose a faulty or faulty condition of the cables.

[0023] In a further embodiment, the fail-safe switch is designed to decouple the power amplifier device from one or more actuators as a fail-safe measure.

[0024] This measure can typically be accomplished by short-circuiting the actuator phases or by opening all switching elements present in the actuator, or, for example, by opening the circuits arranged in the lines between the power amplifier device and the one or more actuators. Another measure can be to brake an actuator, such as a motor, in a controlled manner.

[0025] As a further measure, a further logic can be used to avoid generatoric feedback, i.e. an overvoltage of the actuator into the device, here into the 48V side, which can lead to a dangerously high induced voltage, especially during servicing and when the 48V vehicle power supply plug is unplugged.

[0026] In particular, as a fail-safe measure, the at least one actuator can be separated from the output stage device when the actuator is in the most de-energized state possible.

[0027] Alternatively or additionally, the control module can be configured to generate fail-safe measures related to the diagnostics of the diagnostic device, as well as to generate fail-safe measures in the event of a fault detected by the control module itself. Some of the aforementioned measures can be generated by the fail-safe switch, others by the control module, or all measures can be generated by the control module, for example, taking into account the data coming from the sensor device.

[0028] In further training, the diagnostic device itself is designed to generate fail-safe measures with regard to the diagnosis in the event of a failure / malfunction of the control module.

[0029] In a further embodiment, a first voltage converter is provided which is assigned to the first side with the first voltage potential and which is designed to convert the first voltage applied to the first supply voltage connection into the second voltage and to make it available to the control module in order to ensure that the control module is supplied with a redundant first voltage.

[0030] The first voltage converter can be designed as a switching regulator which generates a second voltage, ie here the 12V voltage, from the first supply voltage, ie here the 48V vehicle electrical system, in order to supply in particular the control module and the fail-safe switch as well as other device hardware modules with a redundant first voltage.

[0031] In a further embodiment, a filter device and an intermediate circuit device are connected in series downstream of the first supply voltage connection, with the intermediate circuit device being connected to the first voltage converter and the output stage device. The filter device can be an EMC filter.

[0032] For example, the first voltage connected to the device is first passed through the EMC filter. The EMC filter prevents negative electromagnetic interference from other vehicle systems and eliminates the need for shielded 48V cables.

[0033] The intermediate circuit device can be designed as an intermediate circuit. Such an intermediate circuit ensures the intermediate storage of energy. The intermediate circuit thus serves primarily as an energy storage device, for example, to continuously provide sufficient electrical energy on the input side of the power amplifier device.

[0034] In a further embodiment, a power distributor is connected between the intermediate circuit device and the output stage device, which is assigned to the first side of the device with the first voltage potential. The power distributor can preferably be implemented using electronic switches that can determine the shutdown and restart behavior, for example, using a current characteristic programmed via the control module. Such a power distributor can supply power to multiple control units and protect both the cables and the device against overcurrent. The power distributor is therefore preferably designed as an electronic fuse (eFuse: electronic high-end fuse).

[0035] In a further embodiment, a galvanic isolation device is provided downstream of the second supply voltage connection, wherein the galvanic isolation device is designed to galvanically isolate the first voltage potential from the second voltage potential. The galvanic isolation device can be designed as a switching regulator, which, for example, generates 12V voltage (second voltage) from the 48V vehicle electrical system (first voltage), for example, to supply the control module and other ECU hardware modules. Ground loops can be avoided through galvanic isolation.

[0036] In a further embodiment, the galvanic isolating device and the first voltage converter are connected to a coupling element which continuously couples the first voltage converted by the first voltage converter into the second voltage and the second voltage coming from the second supply voltage connection through the galvanic isolating device, wherein the coupling element is assigned to the first side with the first voltage potential of the device.

[0037] The coupling element thus seamlessly couples both voltages from the first side to the first voltage potential and from the second side to the second voltage potential, thus ensuring a redundant power supply for the device. This allows the device to remain diagnostically capable and operational even in the event of a complete loss of one of the two power supplies, allowing a safe state to be initiated in a controlled manner and specific fail-safe measures to be implemented if necessary.

[0038] Furthermore, in a further embodiment, a second voltage converter can be connected downstream of the coupling element. In particular, the second voltage converter is designed to generate all internal and external supply voltages for the device as well as for the connected sensor device. For this purpose, the second voltage converter is preferably connected to the sensor device.

[0039] In particular, the second voltage converter can be interconnected with the control module and the fail-safe switch to provide the control module and the fail-safe switch with the second voltage without interruption. This ensures a simple redundant supply to the control module and the fail-safe switch.

[0040] Furthermore, in a further embodiment, a communication port is provided for connecting the control module to a communication line of the vehicle component. The communication port is connected to the second supply voltage port and to a second galvanic isolator to galvanically isolate the communication port from an internal communication line associated with the first side with the first voltage potential. This prevents a ground fault. Thus, the communication signals can be galvanically isolated.

[0041] In particular, the communication port can be connected to the second galvanic isolating device via a transceiver.

[0042] Furthermore, the object is achieved by a vehicle component with a device as described above. Such a vehicle component is, for example, an engine, drive, etc.

[0043] Further features and advantages of the present invention will become apparent from the following description with reference to the accompanying figures. Variations may be devised by those skilled in the art without departing from the scope of the invention as defined by the following claims.

[0044] The figures show schematically: Fig. 1: a device in a first embodiment of the invention, Fig. 2: a vehicle with a vehicle component according to the invention.

[0045] Fig. Figure 1 shows a device 20 in a first embodiment of the invention. This device is designed, in particular, as an ECU (control unit) for a vehicle component. In particular, the device 20 is used to control an actuator 21. For this purpose, the device 20 has an actuator connection 25.

[0046] In particular, the control can be carried out based on sensor signals generated by a sensor device 22. For this purpose, the device 20 has a sensor connection 26.

[0047] The device 20 has a first supply voltage terminal 23 for supplying the device 20 with a first voltage and a second supply voltage terminal 24 for supplying the device 20 with a second voltage. This forms a first side 27 with a first voltage potential and a second side 28 with a second voltage potential.

[0048] The two supply voltage terminals 23,24 are galvanically isolated from each other.

[0049] The first supply voltage connection 23 can be realized by two contacts which, according to the common terminal designation, correspond to terminals KL40 and KL41.

[0050] Thus, the first supply voltage terminal 23 is suitable for connecting the device 20 to a 48V electrical system of a vehicle. Thus, the first side 27 with a first voltage potential is, for example, a 48V side.

[0051] The second supply voltage connection 24 can be implemented by two contacts, which, according to the common terminal designation, correspond to terminals KL30 and possibly KL15 and KL31. Thus, the second supply voltage connection 24 is suitable for connecting the device 20 to a 12V vehicle electrical system. Thus, the second side 28 with a second voltage potential is, for example, a 12V side.

[0052] Due to the two supply voltage connections 23, 24, the device has a first side 27 with a first voltage potential and a first voltage, here 48 V, and a second side 28 with a second voltage potential and a second voltage, here 12 V.

[0053] The device 20 can be enclosed in a housing. In this case, the two supply voltage connections 23, 24, the actuator connection 25, and the sensor connection 26 are designed as interfaces.

[0054] The first supply voltage terminal 23 is assigned to the first side 27 with the first potential voltage and is provided to supply the device 20 with a first supply voltage.

[0055] The second supply voltage terminal 24 is associated with the second side 28 having the second potential voltage and is provided to supply the device 20 with a second supply voltage that differs from the first supply voltage.

[0056] When used in a vehicle, the two supply voltages can be provided, for example, by different on-board electrical systems. In this embodiment, the supply voltages are DC voltages.

[0057] The device 20 is designed to generate the signals for operating the at least one actuator 21 using the first supply voltage, here 48V, and to output them at the actuator connection 25.

[0058] For this purpose, the device 20 has a filter device on the input side, i.e., on the first side 27 with the first voltage potential, which is connected downstream of the first supply voltage connection 24. The filter device is preferably designed as an EMC filter 1. As a result, the 48V voltage connected to the device 20 is passed through an EMC filter 1.

[0059] This prevents unwanted electromagnetic effects on device 20, meaning device 20 meets the requirements regarding electromagnetic compatibility (EMC). The EMC filter 1 prevents negative electromagnetic interference from other vehicle systems and eliminates the need for shielded 48V lines.

[0060] Subsequently, an intermediate circuit device is connected in series downstream of the EMC filter 1. The intermediate circuit device is arranged on the first side 27 with the first voltage potential for receiving a first voltage, here 48 V. The intermediate circuit device is designed as an intermediate circuit 2, in particular a 48 V intermediate circuit. This can have a capacitor for temporarily storing the energy transmitted by the intermediate circuit 2 and a switching element.

[0061] This means that the 48V intermediate circuit ensures the intermediate storage of energy, with the switching energy typically being provided locally, for example in PWM-clocked actuator controls.

[0062] A power distributor 13 is then connected in series downstream of the intermediate circuit 2. The power distributor 13 is arranged on the first side 27 with the first voltage potential for receiving the first voltage, here 48V. The power distributor 13 can preferably be implemented using electronic switches that can determine the shutdown and restart behavior using a current characteristic programmed via the hardware / control module. The power distributor 13 can supply several 48V control units and protect both the cables and the device 20 against overcurrent. The power distributor 13 is therefore preferably designed as an electronic fuse (eFuse: electronic high-end fuse).

[0063] Furthermore, the power amplifier device is connected in series as power amplifier 3 downstream of the power distributor 13. Power amplifier 3 is arranged on the first side 27 with the first voltage potential for receiving the first voltage, here 48V.

[0064] On the output side, the power stage 3 is connected to the actuator connection 25 for controlling one or more actuators 21. The actuator 21 can be used, for example, in a vehicle for transporting people or goods, such as a motor vehicle. The actuator 21 can represent or comprise an electric motor. It can be an actuator operated with AC or DC voltage. Here, for example, the actuator 21 is connected to the power stage 3 via three electrical lines.

[0065] Between actuator 21 and output stage 3, several switches (not shown) can be arranged and designed to close and open the respective line in a corresponding switching position.

[0066] For example, in this figure, the output stage 3 comprises six transistor circuits, each of which contains a transistor, such as a contactor or relay, with a diode connected in parallel. By appropriately controlling the transistor circuits, the actuator 21 can be supplied with a suitable operating voltage.

[0067] The output stage 3 thus controls the 48V actuators 21 and generates all signals for the actuator connection 25. This is, for example, the 48V voltage, phase voltage, phase current, actual PWM at the actuator, etc. The control of 12V actuators (not shown) can also be carried out with suitable PWM modulation by reducing the 48V voltage to 12V by reducing the PWM pulse width.

[0068] Additionally, a first voltage converter is connected downstream of the intermediate circuit 2. This first voltage converter is assigned to the first voltage potential and is designed to convert the first 48V voltage applied to the first supply voltage terminal 23 into the second voltage, here 12V. The voltage converter is preferably designed as a switching regulator 7. Alternatively, it can also be designed as a forward converter.

[0069] On the input side, the switching regulator 7 receives the first voltage, namely 48V, which is converted into the second voltage, 12V, on the output side.

[0070] In addition to the first supply voltage connection 23 for supplying the device 20 with the first voltage, here the 48V voltage, the device 20 also has the second supply voltage connection 24 for supplying the device 20 with the second voltage, here the 12V voltage.

[0071] Furthermore, a galvanic isolating device 8 is provided, which is connected in series downstream of the second supply voltage terminal 24. The galvanic isolating device 8 can be designed as a 12V / 12V switching regulator.

[0072] The galvanic isolation device 8 is designed to galvanically isolate the first voltage potential from the second voltage potential. The galvanic isolation device 8 generates a safe 12V voltage from the 12V voltage. This means that the 12V / 12V switching regulator supplies the circuit modules installed on the 48V side from the 12V vehicle electrical system, with the galvanic isolation preventing ground loops.

[0073] Furthermore, a coupling element 9 is connected downstream of the switching regulator 7 and the galvanic isolating device 8, which continuously couples the first voltage, here 48V, converted by the switching regulator 7 into the second voltage, here 12V, and the second voltage, here 12V, coming from the second supply voltage terminal 24 through the galvanic isolating device 8. The coupling element 9 is assigned to the first voltage potential of the device 20; ie, on the first side 27 of the device 20, with the first voltage potential.

[0074] The coupling element 9 is designed to provide the 12V operating voltage either using the first 48V voltage applied to the first supply voltage terminal 23 or using the second 12V voltage applied to the second supply voltage terminal 24. In this way, the device 20 can be supplied with the 12V operating voltage even if one of the two supply voltages fails. This is advantageous because, in such a case, a controlled transition of the actuator 21 to a safe state may be required.

[0075] The coupling element 9 therefore redundantly supplies the switching elements of the device 20 with the second voltage, here 12V.

[0076] The coupling element 9 can thus continuously couple both 12V (first) voltages from the 48V and 12V vehicle electrical systems, thus ensuring a redundant supply to the device 20. This allows the device 20 to remain diagnostically capable, initiate the safe state in a controlled manner, and execute suitable fail-safe measures if necessary, even in the event of a complete loss of one of the two external power supplies or an internal malfunction.

[0077] The coupling element 9 is connected to a control module, which here is embodied as a microcontroller 6 (µC, µController), as well as to a fail-safe switch 4, via a second voltage converter. The microcontroller 6 and the fail-safe switch 4 are assigned to the first voltage potential of the device 20; ie, they are arranged on the first side 27 of the device 20 with the first voltage potential.

[0078] The fail-safe switch 4 has a diagnostic device (not shown).

[0079] The second voltage converter is thus connected downstream of the coupling element 9. The second voltage converter can be designed as a second switching regulator 10.

[0080] In addition, the switching regulator 10 is also connected to the sensor device 22. The second switching regulator 10 is designed to generate at least the supply voltages required for the device 20.

[0081] In particular, the switching regulator 10 is designed to generate all internal and external supply voltages of the device 20. These can be, for example, 5V, 1.2V, 3.3V, etc.

[0082] Furthermore, the microcontroller 6 is connected for communication purposes both to the sensor device 22 and to external modules for generating control signals, for example for the actuator 21. The microcontroller 6 contains all zone ECU functions required for actuator control, 48V and 12V on-board network monitoring, FuSi (functional safety), 48V power distribution, actuator sensor evaluation and communication, etc., with other vehicle systems.

[0083] Furthermore, the microcontroller 6 is bidirectionally connected to the fail-safe switch 4, which in turn is bidirectionally connected to the power amplifier 3.

[0084] By connecting the microcontroller 6 and the fail-safe switch 4 to the coupling element 9, which has a redundant voltage reception, both the fail-safe switch 4 and the microcontroller 6 can be supplied with the 12 V operating voltage in the event of a power supply fault through the first supply voltage connection 23 or second supply voltage connection 24 or a fault in the device 20.

[0085] The fail-safe switch 4 and the microcontroller 6 are connected for bidirectional data exchange. Thus, interference signals, for example, coming from the actuator 21 / actuator connection 25, can be diagnosed via the fail-safe switch 4, and the diagnosis sent to the microcontroller 6 (connection 5). This means that the signals for controlling the actuator 21 are transmitted in both directions between the fail-safe switch 4 and the microcontroller 6. The microcontroller 6 can thus generate fail-safe measures based, for example, on the signals from the sensor device 22 and the fail-safe switch 4.

[0086] The fail-safe switch 4, for example, has the diagnostic device in the form of a fail-safe logic.

[0087] For example, the diagnostic device can be configured to perform a voltage measurement in the sections of the lines of the device 20 and, additionally or alternatively, to perform a current measurement or to detect an error in the microcontroller 6. For example, by performing such a measurement, the diagnostic device can diagnose a faulty or faulty state of the lines.

[0088] The diagnostic device ensures, in particular, that in the event of a failure of the device 20 or the microcontroller 6, the actuator(s) 21 are transferred to the safe state. For example, the fail-safe switch 4 itself initiates fail-safe measures in the event of a failure of the microcontroller 6. These fail-safe measures can also be generated by the microcontroller 6, taking into account the diagnostics and the data from the sensor device 22, if the microcontroller 6 is not malfunctioning or failing.

[0089] Such fail-safe measures can typically be accomplished by short-circuiting the actuator phases or by opening all switching elements present in the actuator 21 or, for example, by opening the circuits arranged in the lines between the power amplifier device and the one or more actuators 21.

[0090] Additional logic in fail-safe switch 4 prevents the regenerative feedback of actuator 21 into the 48V vehicle electrical system (first page 27), which can lead to a dangerously high induced voltage, especially during servicing and when the 48V vehicle electrical system connector is unplugged. This protects actuator 21 and, additionally or alternatively, power stage 3 or a module coupled to power stage 3 from damage, for example, due to voltage spikes.

[0091] The device 20 may have a communication port 29 for connecting the microcontroller 6 to a communication line 30 of the vehicle component 31 ( Fig. 2). The communication port 29 of the second side 28 is assigned to the second voltage potential. The communication port 29 of the device 20 is used for communication.

[0092] The communication port 29 is connected on the 12V side via a transceiver 11. This can typically be done with CAN, CAN-FD, Ethernet, etc. The communication signals coming from the transceiver 11 are fed to a second galvanic isolator 12 to galvanically isolate the communication port 29 from an internal communication line associated with the first voltage potential, which is embodied here as an internal bus communication line 30. This means that the galvanic isolator 12 separates the communication signals between the 12V and 48V sides to prevent a short circuit to ground. The bus communication line 30 is connected to the microcontroller 6.

[0093] The device 20 according to the invention provides a coupling concept for 12V and 48V modules in a 48V zone ECU (control unit). Furthermore, cross-vehicle domain or independent actuator control of 12V / 48V vehicle actuators from the 48V vehicle electrical system is provided.

[0094] The device 20 according to the invention has a fail-safe concept, so that a diagnosis and corresponding fail-safe measures are possible even in the event of a loss of power to the device 20 due to the redundant power supply through the coupling element 9.

[0095] Furthermore, the device 20 according to the invention enables a concept for connecting the 48V zone ECU to the 12V communication network and the power distribution of the 48V voltage via the device 20.

[0096] According to the invention, the device 20, in particular as an ECU, can also function as a power distributor and make the 48V from the power distributor 13 available to other vehicle consumers, wherein the power distributor 13 is preferably designed as an electronic fuse (eFuse).

[0097] The device 20 according to the invention avoids ground loops in the vehicle, since both on-board networks are not connected within the device 20. Furthermore, the placement of the microcontroller 6 on the 48V side avoids the need for galvanic isolation of all actuator and sensor signals.

[0098] Due to the redundant supply, the transceiver 11 and the microcontroller 6 are supplied with a suitable voltage even in the event of a ground loss, for example at terminal 31 (second supply voltage connection 24) and terminal 41 (first supply voltage connection 23).

[0099] The device 20 according to the invention ensures the diagnostic capability and communication even without the 48V connection (first supply voltage connection 23), and in the event of such a fault, targeted fail-safe measures can be taken by the microcontroller 6 or the fail-safe switch 4.

[0100] Fig. 2 shows a vehicle 32 with a vehicle component 31 according to the invention.

[0101] The vehicle component 31 has at least one actuator 21 and a sensor device 22. The actuator 21 is controlled by a device 20 according to the invention. Such a device 20 can be used as an electronic unit that controls a 48V actuator and is mechanically arranged on the actuator as a removable or add-on variant.

[0102] These electronics can, for example, be designed to control the power of a 48V actuator, for example, be responsible for controlling the crankshaft starter generator, etc. List of reference symbols 1 EMC 2 intermediate circuit 3 power amplifier 4 fail-safe switches 5 Connection 6 microcontrollers 7 switching regulators 8 galvanic isolation device 9 Coupling element 10 second switching regulator 11 transceivers 12 second galvanic isolator 13 power distributors 20 Device 21 Actuator 22 Sensor device 23 first supply voltage connection 24 second supply voltage connection 25 Actuator connection 26 Sensor connection 27 first page 28 second page 29 Communication port 30 internal bus communication line 31 vehicle components 32 vehicles QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 102013221577 A1

[0004]

Claims

[1] Device (20) for controlling a vehicle component (31) comprising a first supply voltage connection (23) for supplying a first side (27) of the device (20) with a first voltage, wherein the first voltage is assigned to a first voltage potential, and a galvanically isolated second supply voltage connection (24) for supplying a second side (28) of the device (20) with a second voltage, wherein the second voltage is assigned to a second voltage potential, wherein the first voltage is greater than the second voltage, and further comprising a control module which is assigned to the first side (27) with the first voltage potential and which is connected to the second supply voltage connection (24) for supplying the control module with the second voltage, and an actuator terminal (25) for providing a signal for operating one or more actuators (21), wherein the actuator terminal (25) is associated with the first side (27) having the first voltage potential, and a sensor device (22) which is connected to at least the control module for communication purposes, and an output stage device which is assigned to the first side (27) with the first voltage potential of the device (20), wherein the output stage device is connected to the first supply voltage connection (23) and the actuator connection (25), and wherein the output stage device is coupled to the control module, characterized by , that a fail-safe switch (4) is connected between the output stage device and the control module, which is bidirectionally connected in terms of communication technology to the output stage device and to the control module, wherein the fail-safe switch (4) is assigned to the first side (27) with the first voltage potential of the device (20), and wherein the fail-safe switch (4) and the control module have a common redundant first voltage supply, which is brought about by coupling to the first supply voltage connection (23) and the second supply voltage connection (24), whereby in the event of a fault, fail-safe measures can be brought about at least with regard to the one or more actuators (21). [2] Device (20) according to claim 1, characterized by that the fail-safe switch (4) has a diagnostic device which detects a fault in the control module and / or in the device (20) itself. [3] Device (20) according to one of the preceding claims, characterized by that the fail-safe switch (4) is designed to decouple the output stage device from the one or more actuators (21) as a fail-safe measure. [4] Device (20) according to claim 2 or 3, characterized by that the control module is designed to generate fail-safe measures with regard to the diagnosis of the diagnostic device as well as to generate fail-safe measures in the event of a fault detected by the control module itself. [5] Device (20) according to one of the preceding claims 2 to 4, characterized by that the diagnostic device itself is designed to generate fail-safe measures with regard to the diagnosis in the event of a failure of the control module. [6] Device (20) according to one of the preceding claims, characterized bythat a first voltage converter is provided which is assigned to the first side (27) with the first voltage potential and which is designed to convert the first voltage applied to the first supply voltage connection (23) into the second voltage and to make it available to the control module in order to ensure that the control module is supplied with a redundant first voltage. [7] Device (20) according to claim 6, characterized by that a filter device and an intermediate circuit device are connected in series downstream of the first supply voltage connection (23), wherein the intermediate circuit device is connected to the first voltage converter and the output stage device. [8] Device (20) according to claim 7, characterized bythat a power distributor (13) is connected between the intermediate circuit device and the output stage device, which power distributor is assigned to the first side (27) of the device (20) with the first voltage potential. [9] Device (20) according to one of the preceding claims, characterized by that a galvanic isolating device (8) is provided which is connected downstream of the second supply voltage connection (24), wherein the galvanic isolating device (8) is designed to galvanically separate the first voltage potential from the second voltage potential. [10] Device (20) according to claim 9, characterized byin that the galvanic isolating device (8) and the first voltage converter are connected to a coupling element (9) which uninterruptibly couples the first voltage converted by the first voltage converter into the second voltage and the second voltage coming from the second supply voltage connection (24) through the galvanic isolating device (8), wherein the coupling element (9) is assigned to the first side (27) with the first voltage potential of the device (20). [11] Device (20) according to claim 10, characterized by that the coupling element (9) is followed by a second voltage converter which is designed to generate all device-internal or external voltages. [12] Device (20) according to claim 11, characterized bythat the second voltage converter is connected to the control module and to the fail-safe switch (4) in order to supply the control module and the fail-safe switch (4) with the second voltage without interruption. [13] Device (20) according to one of the preceding claims, characterized by that a communication connection (29) is provided for connecting the control module to a communication line of the vehicle component (31), and wherein the communication connection (29) is connected to the second supply voltage connection (24) and wherein the communication connection (29) is connected to a second galvanic isolating device (12) in order to galvanically isolate the communication connection (29) from an internal communication line assigned to the first side (27) with the first voltage potential. [14] Device (20) according to claim 13, characterized bythat the communication connection is connected to the second galvanic isolating device (12) via a transceiver (11). [15] Vehicle component (31) with a device (20) according to one of the preceding claims.

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