Energy supply device and method for supplying vehicle components with electrical energy

Abstract

The invention relates to a power supply device (100) for supplying vehicle components (110) with electrical energy, wherein the power supply device (100) comprises a first power supply line (120a) for supplying at least one vehicle component (110a) with electrical energy and a first tap unit (125a) which is coupled or can be coupled to the first power supply line (120a) and which is configured to tap the electrical energy from the first power supply line (120a) and supply it to the at least one vehicle component (110a) via a discrete power supply line (130a). Furthermore, the power supply device (100) comprises a second power supply line (120b), separate from the first power supply line (120a), for the redundant supply of electrical energy to the at least one vehicle component (110a).Finally, the power supply device (100) comprises a second tap unit (125b) which is coupled or can be coupled to the second power supply line (120b) and which is configured to tap electrical energy from the second power supply line (120b) and supply it to at least one vehicle component (110a).

Description

State of the art

[0001] The invention is based on an energy supply device or a method for supplying vehicle components with electrical energy according to the class of the independent claims.

[0002] Self-driving vehicles often require a redundant power supply for critical components such as sensors, control units, computers, networks, and actuators. Typically, multiple power sources are used for this purpose, such as one or more batteries, generators, or fuel cells. Their outputs are used in combination with circuit breakers, fuses, and DC / DC converters to feed at least two power rails or power supply lines. Such a power rail has very high availability (i.e., it is always or mostly supplied with power) and very high integrity (i.e., it always or mostly supplies the required voltage, has no undervoltage, no overvoltage, and / or its health or potential fault condition is closely monitored). The system can then, for example, also use the metallic system body (e.g., the vehicle chassis) or a separate ground wire as a return current path.

[0003] However, these busbars or power supply lines should not be located close to each other. Otherwise, a mechanical event could disrupt or destroy both busbars or power supply lines, creating a single point of failure (SPF) that jeopardizes the entire fail-safe concept of the power supply.

[0004] To prevent the power rails from getting too close to each other, each power consumer (sensor, control unit, computer, network switch, actuator) can, for example, be connected to only one of the two rails or power supply lines. However, if power consumers are only connected to one power rail or power supply line, a failure of this power rail will result in the failure of all of these power consumers. For example, if half of the sensors in a self-driving vehicle are powered by rail 1 and the other half by rail 2, a failure of one rail or power supply line will result in the failure of half of the cameras, radar devices, and other sensors. However, with only half the sensors running, it is often difficult to continue the (driving) mission. The vehicle would then likely have to abort the journey. Disclosure of the invention

[0005] Against this background, the approach presented here provides a power supply device and a method for supplying vehicle components with electrical energy, as well as a control unit that uses this method, according to the main claims. The measures listed in the dependent claims enable advantageous refinements and improvements of the device specified in the independent claim.

[0006] The present approach provides a power supply device for supplying vehicle components with electrical energy, the power supply device having the following features: - a first power supply line for supplying at least one vehicle component with electrical energy; - a first tapping unit which is coupled or can be coupled to the first power supply line and which is designed to tap the electrical energy from the first power supply line and to supply it to the at least one vehicle component via a discrete power supply line; - a second power supply line separate from the first power supply line for the redundant supply of the at least one vehicle component with electrical energy; and - a second tapping unit which is coupled or can be coupled to the second power supply line and which is designed to tap the electrical energy from the second power supply line and to supply it to the at least one vehicle component.

[0007] A power supply line can be understood as a line or rail for supplying a consumer, such as a vehicle component, with electrical energy. According to the approach presented, two separate power supply lines can be provided, which are, for example, galvanically isolated from one another and can supply the consumers independently of one another. An electrical circuit can be closed to a power source, for example via a return line, such as the metallic chassis of the vehicle, so that the power supply lines can each be understood as a supply line. A tapping unit can be understood as a unit that is electrically coupled to one of the power supply lines and can branch off electrical energy from one of these power supply lines and supply it to the vehicle component.An energy supply line can be understood as a line that carries the energy tapped by the respective tapping unit on the corresponding energy supply line to the consumer, such as the vehicle component.

[0008] The approach presented here is based on the realization that the use of appropriate tapping units that can tap electrical energy from the first or second power supply line and supply it to the load, in this case the vehicle component, via the power supply line provides an advantageous option for routing the power supply lines as far apart as possible, thus preventing local damage to one of the power supply lines from occurring due to the spatial proximity of the other power supply lines. This significantly increases the reliability and robustness of the power supply device, since local disturbances do not result in the failure of a larger part of the network supplied with electrical energy by this power-supplying device.

[0009] A further embodiment of the approach proposed here is particularly favorable, in which the second tapping unit has a discrete second power supply line separate from the power supply line in order to supply the electrical energy tapped from the second power supply line to the at least one vehicle component, or wherein the second tapping unit is coupled to the power supply line and is designed to supply the electrical energy tapped from the second power supply line to the at least one vehicle component via the second power supply line. The second power supply line can be separated from the power supply line, for example, galvanically isolated. Such an embodiment offers the advantage of being able to ensure a particularly safe and robust supply of electrical energy to the consumers of each vehicle component through the use of two separate power supply lines.

[0010] Particularly when individual consumers or vehicle components only function together, for example because one component is dependent on a signal from the other component, according to a further embodiment of the approach proposed here, the first tapping unit can be configured to supply electrical energy from the first power supply line to a second vehicle component and / or the second tapping unit can be configured to supply electrical energy from the second power supply line to a second vehicle component. Such an embodiment offers the advantage of saving cabling effort when groups of components form a separate functional unit.

[0011] A particularly robust embodiment of the approach presented here further includes a return line for closing an electrical circuit from the first and / or second power supply line via the at least one vehicle component. For example, a vehicle body can be used as such a return line. Such an embodiment offers the advantage of a cost-effective and easy-to-implement solution for closing the electrical circuit for supplying consumers or vehicle components.

[0012] An embodiment of the approach proposed here is particularly flexibly controllable, in which at least one communication line is provided, which is designed to control the energy tapping behavior of the first tapping unit from the first power supply line and / or the energy tapping behavior of the second tapping unit from the second power supply line. Such communication can be implemented, for example, by a bus line, via which several of the tapping units can be switched to different operating modes. This embodiment offers the advantage of particularly flexible switching of the energy supply to the corresponding consumers.

[0013] A particularly reliable power supply to the vehicle components connected to the loads can be ensured if, according to one embodiment, the power supply line has a length of at least 25 centimeters, in particular a length of at least 50 to 150 centimeters, and / or the first and second power supply lines are arranged at a distance of at least 25 centimeters, in particular at a distance of at least 50 to 150 centimeters, from one another. This advantageously minimizes disruptions caused by local damage in the area of ​​the power supply lines and / or the power supply lines.

[0014] A further highly advantageous embodiment of the approach proposed here is one in which the first tapping unit is configured differently from the second tapping unit and / or in which the first or second tapping unit is actively controllable and the other of the first or second tapping unit is passively configured. Such an embodiment offers the advantage of being able to use different tapping units in areas or for loads that do not require flexible switching than for loads whose power supply is to be specifically controlled. This allows suitable tapping units to be selected in each case, thus avoiding unnecessary costs.

[0015] Furthermore, an embodiment of the approach presented here is particularly advantageous as a tapping unit for use with a power supply device according to one of the preceding claims, wherein the tapping unit has the following features: - a tap connection for coupling to one of the power supply lines; - a control element designed to forward the electrical energy tapped from the power supply line according to a forwarding rule; and - the energy supply line for supplying the transmitted electrical energy to at least one vehicle component.

[0016] A tap connection can, for example, be understood as a terminal via which the tap unit can access electrical energy from the respective contacted power supply line. A control element can be understood in this case as an element which passes the tapped electrical energy on to the power supply line and adheres to a corresponding forwarding rule. For example, such forwarding can consist in only allowing a current to flow in one direction, so that, for example, the control element can comprise a diode. It is also conceivable that only a current flow with a maximum strength is passed on, so that, for example, the control element comprises at least one fuse. It is also conceivable that the forwarding rule is designed to be flexible and / or controllable, so that, for example, the control element can have at least one switch.A power supply line can be understood as a line that can supply the electrical energy tapped from the power supply line by means of the tap unit to the consumer or vehicle component. Such an embodiment offers the advantage of being able to supply one or more consumers or vehicle components with electrical energy in a particularly safe and highly flexible manner.

[0017] An embodiment of the approach proposed here can be implemented particularly easily from a technical perspective, in which the control element comprises a diode and / or a fuse unit, in particular a series circuit comprising a diode and a fuse unit and / or in which the control element has a resistor and at least one switching element, in particular a series circuit comprising the resistor and the at least one switching element.

[0018] According to another embodiment of the approach presented here, the control element can also have a control unit that is designed to control an electrical resistance of the control element as a function of a current that is tapped from the power supply line and / or output via the power supply line, in particular wherein the resistance is controlled such that it is linear at least in sections. In this case, a current flow from the tap connection to the power supply line is controlled by the electrical resistance. Such an embodiment of the approach proposed here offers the advantage of being able to provide electrical energy depending on the current consumption of the consumer or the vehicle component, without there being any risk of damage to the tap unit, for example due to overheating of components of the tap unit.

[0019] In this case, an embodiment can be implemented particularly advantageously in which the control unit is designed to control the electrical resistance of the control element such that it increases from a threshold current value up to a deactivation current value and / or to control the electrical resistance of the control element such that it decreases from a reactivation current value when the current tapped from the power supply line and / or output via the power supply line decreases, in particular wherein the deactivation current value is greater than the reactivation current value. This can, for example, create a hysteresis for reactivating the control element if, for example, a transmission of electrical energy via the extraction unit was temporarily interrupted after overheating.Such a design offers the advantage of a particularly robust and less susceptible to failure option for supplying consumers or vehicle components with electrical energy.

[0020] Furthermore, an embodiment of the approach proposed here is conceivable as a method for supplying vehicle components with electrical energy using an energy supply device according to one of the preceding claims, the method comprising the following steps: - Controlling the first and / or second tapping unit in order to supply the at least one vehicle component with electrical energy from the first and / or second energy supply line.

[0021] This method can be implemented, for example, in software or hardware, or in a hybrid form of software and hardware, for example, in a control unit. Such an embodiment also offers the advantage of being able to realize the aforementioned benefits quickly and efficiently.

[0022] The approach presented here further provides a control unit configured to perform, control, or implement the steps of a variant of a method presented here in corresponding devices. This embodiment of the invention in the form of a control unit also allows the problem underlying the invention to be solved quickly and efficiently.

[0023] For this purpose, the control unit can have at least one computing unit for processing signals or data, at least one memory unit for storing signals or data, at least one interface to a sensor or an actuator for reading sensor signals from the sensor or for outputting control signals to the actuator, and / or at least one communication interface for reading or outputting data embedded in a communication protocol. The computing unit can be, for example, a signal processor, a microcontroller, or the like, wherein the memory unit can be a flash memory or a magnetic storage unit.The communication interface can be designed to read in or output data wirelessly and / or wired, wherein a communication interface that can read in or output wired data can read this data, for example, electrically or optically from a corresponding data transmission line or output it to a corresponding data transmission line.

[0024] In this context, a control unit can be understood as an electrical device that processes sensor signals and outputs control and / or data signals depending on them. The control unit can have an interface that can be implemented in hardware and / or software. In a hardware implementation, the interfaces can, for example, be part of a so-called system ASIC, which contains a wide variety of functions of the control unit. However, it is also possible for the interfaces to be separate integrated circuits or to consist at least partially of discrete components. In a software implementation, the interfaces can be software modules that are present, for example, on a microcontroller alongside other software modules.

[0025] Also advantageous is a computer program product or computer program with program code that can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out, implement and / or control the steps of the method according to one of the embodiments described above, in particular when the program product or program is executed on a computer or a device.

[0026] Examples of the approach presented here are shown in the drawings and explained in more detail in the following description. It shows: Fig. 1 is a schematic representation of a vehicle equipped with an embodiment of a power supply device; Fig. 2 a schematic representation of a “passive” tapping unit, which forms a simplest implementation of the tapping unit; Fig. 3 a schematic representation of an “active” tapping unit Fig. 4 a schematic representation of different combinations for tapping units in a power supply unit Fig. 5 is a diagram of how the resistance mode of the active tapping units works; and Fig. 6 a flowchart of an embodiment as a method for supplying vehicle components with electrical energy using an energy supply device

[0027] In the following description of advantageous embodiments of the present invention, the same or similar reference numerals are used for the elements shown in the various figures and having a similar effect, whereby a repeated description of these elements is omitted.

[0028] Fig. 1 shows a schematic representation of a vehicle 100 which is equipped with an embodiment of a power supply device 105. The Fig. 1 shows an overview of the energy supply device 105 or a power supply system with various possible connection options for consumers 110, which are also to be understood here as vehicle components such as sensors, processors, actuators or the like. The basic idea is to provide two energy sources 115, which are, for example, galvanically isolated from one another and each feed a power supply line 120. For example, a first energy source 115a feeds a first power supply line 120a and a second energy source 115b feeds a second power supply line 120b. Each busbar or power supply line 120 can now be "tapped" on site by means of a tapping unit 125, so that the relevant

[0029] Power supply line 120 does not need to be routed directly to the power consumer or vehicle component 110. Instead, a "local line", referred to here as power supply line 130, brings the current or energy from the respective power supply line 120 via the tapping unit(s) 125 or the tap(s) to the consumer or vehicle component 110. The tap or tapping unit 125 carries the current or electrical energy from the rail or the respective power supply line 120 to the consumer or vehicle component 110, wherein the rail 120 is protected from hazards posed by the other tap or tapping unit 125 or the local line (power supply line 130) or the consumer (vehicle component 110).

[0030] In the left branch 140a of the power supply device 105, Fig. 1, for example, a power consumer or vehicle component 110a is provided that uses only one local line or (first) power supply line 130a for connection to both rails 120a and 120b, respectively. This means that a first tapping unit 125a for tapping electrical energy from the first power supply line 120a and a second tapping unit 125b for tapping electrical energy from the second power supply line 120b are provided, each of which feeds the tapped electrical energy to the (first) power supply line 130a. For this purpose, for example, the first and second tapping units 125a or 125b should be switchable or at least provided with a diode, so that only one of the tapping units 125a or 125b supplies the vehicle component 110a with electrical energy.It is also conceivable that the power supply lines have an identical voltage with respect to a ground potential, thus ensuring that no electrical energy flows from one of the power supply lines 120 to the other and vice versa. This is the simplest approach.

[0031] In the branch 140b to the right of the branch 140a of the power supply device 105, Fig. 1 illustrates by way of example that to supply a load such as the second vehicle component 110b), two separate local lines, or a first power supply line 130a and a second power supply line 130b, are used for connection to each tapping point or the respective tapping units 125a and 125b. These can be used by the load 110b to balance the current or energy it draws from each rail 120a or 120b. However, this requires additional hardware within the load or the tapping units 125a or 125b. Global load balancing is more efficient, as will be described in more detail below.

[0032] To save branches or power supply lines 130 for efficiency reasons, several consumers or vehicle components, such as the third and fourth vehicle components 110c and 110d arranged in branch 140c to the right of branch 140b, can share a common local line or power supply line 130a. This is particularly advantageous when both consumers or vehicle components 110c and 110d are functionally dependent on one another and cannot operate independently. However, it is also possible for two consumers or vehicle components 110e and 110f, as in branch 140d (5 and 6 in the example), to share separate branches or power supply lines 130a and 130b to the right of branch 140c.

[0033] A tap unit 125 can be designed as a "passive" or an "active" tap unit 125, as described in more detail below. An active tap or tap unit 125 includes, for example, a ground connection or earth connection for its own power supply. For this purpose, the system housing or a thin wire can be used as a return line 145. Only a small ground current is required to supply the active taps. It is also conceivable that the return line 145 could be used to return the current supplied by the power supply lines 120 to the loads or vehicle components 110, thus completing an electrical circuit.

[0034] Active and passive taps or tap units 125 can be used in combination, as described in more detail below.

[0035] An active tap or a corresponding tap unit 125 can, for example, provide information about its "health" or fault status, the rail voltage on the connected power supply line 120, the connection impedance, the offset voltage of the earthing elevator, the temperature, the current, etc. Furthermore, the tap unit 125 can be controlled via this communication line 150a in order to switch it on or off and to adjust many parameters. This information exchange can take place via an additional communication line 150a. Communication via the power line or the power supply line 120 itself connected to the tap unit 125 can also be used for this purpose. A cost-effective, slow communication protocol (e.g., LIN) with a few kbits / s is sufficient for such functionality. A global supervisor or a monitoring unit can control all or additional taps orTap units 125 can be controlled via an additional communication line 150b, but it can also be advantageous if some or all of the consumers or vehicle components 110 control their tap points or tap units 125 locally. The communication lines 150 are optional; without them, the active tap points or tap units 125 can be configured in the factory or workshop. The configuration includes, for example, parameters such as operating mode, current limits, switch-on delay, restart behavior, etc. Mechanically, a branch or the tap units 125 can have a tap connection for contacting the respective affected power supply line 120. This tap connection is designed as a small plastic cap with a withdrawal contact that is attached over the rail or the respective affected power supply line 120, where it touches and holds, for example, a copper wire of the power supply line 120.

[0036] The approach presented here makes it possible to supply each power consumer (or a group of consumers) from multiple rails or power supply lines 120, whereby the rails always maintain a safe distance from each other and do not otherwise interfere with each other. Thus, all consumers or vehicle components 110 remain supplied with power or energy if a power supply or energy source 115 or a rail or power supply line 120 fails.

[0037] In the concept presented here, two or more power supplies or power supply lines 120 or rails can be used.

[0038] The intended application of the approach presented here is a system with distances between the busbars or power supply lines 120 of a few decimetres, e.g., in a car. A DC voltage of 12...60 V is assumed to be carried via the respective power supply line 120.

[0039] Fig. Figure 2 shows a schematic representation of a "passive" tapping unit 125, which forms the simplest implementation of the tapping unit 125. A diode D1 allows the current to flow only from the rail or power supply line 120 and a tapping connection 200 via the power supply line 130 to the load or vehicle component 110 (it is assumed that the rail or power supply line 120 is supplied with a positive voltage). A reverse current into the rail 120 is prevented by the diode D1. A fuse F1 prevents the rail or power supply line 120 from being overloaded and from blowing if too much current is supplied. Such a passive tapping unit 125 is very simple and requires neither a ground connection 145 nor a control line such as the communication line 150. The diode D1 and the fuse F1 can thus be understood as the control element 210, which defines the forwarding rule.

[0040] For example, diode D1 causes a voltage drop of 0.8 to 1.2 V (for silicon) or 0.4 to 0.7 V (for a Schottky junction). For a power supply line 120 as a 12 V rail, this loss (and the resulting heat) can be significant. In this case, an active design should be used for the tap unit 125. At higher voltages (e.g., 48 V) and lower current drawn from the power supply line 120 for the same power, the voltage drop and heat generation may be acceptable.

[0041] Once fuse F1 has blown, it will not recover and the system should be repaired in a workshop.

[0042] Fig. Figure 3 shows a schematic diagram of an "active" tap unit 125. Two power MOSFETs T1 and T2 are used as switching elements, for example. The first MOSFET T1 operates in reverse mode as an active diode, and the second MOSFET T2 operates in forward mode for switching and current regulation. A shunt Rs is used to measure the current.

[0043] The active tap or this design of the tapping unit 125 should be failure-passive, i.e., in the event of a fault other than a short circuit of MOSFET T2, it goes into the off state. If MOSFET T2 has a drain-source short circuit, this is not possible. This does not impair functionality. A critical state can only arise if further faults occur. It is therefore necessary, but also sufficient, to test T2 during system startup by switching it on with a delay. T2 can also be tested during operation by temporarily switching it off. During this time, the tapping unit on the other rail takes over the power supply. In this case, a voltage on the power supply line 120 can be measured via a voltage measuring unit 300 and a resistor R1, and a current flow through the shunt resistor Rs can be measured via a current measuring unit 310 using a second resistor R2.The values ​​of the voltage measuring unit 300 and the current measuring unit 310, as well as control commands received via the communication line 150, can then be evaluated in a control unit 320, and the MOSFET T1 and the MOSFET T2 can be controlled via a driver circuit 325 and the corresponding resistors R3 and R3. The control unit 320, or more generally the tapping unit 125, can be supplied with electrical energy, for example, via the supply unit 330.

[0044] The following aspects can be mentioned as advantages of active tapping or the use of an active tapping unit: Low voltage drop, low heating: MOSFETs T1 and T2 are selected for the best compromise between Rdson, rated voltage, and cost. This results in a voltage drop of, for example, only 100 mV or less. N-channel FETs are, as shown in the Fig. 3, are more suitable because they have a lower Rdson compared to P-channel FETs with the same chip size.

[0045] Standby mode: In this mode, the tap unit is initially off, leaving the tap unit on the other rail or power line with full power. However, if the voltage on the local line drops below a programmable threshold, indicating a fault on the other rail or the tap unit, the tap unit turns on and takes over full power. If the voltage drop is caused by a short circuit, the tap unit first limits the current, then detects the short circuit, and finally shuts down.

[0046] Delayed turn-on to distribute the load's inrush currents over time. This function can also be used to turn on the loads in a predefined sequence. The delay is programmed, for example, in a non-volatile memory of the tap unit, so no communication is required for this function. Soft turn-on can be used to further mitigate the inrush current. Active tapping via the tap unit can support a smooth rise in the output voltage after turn-on.

[0047] Optional overvoltage protection for power consumers: If the rail experiences an overvoltage, the active tapping unit limits the voltage on the local line or the power supply line to protect the power consumer(s) or vehicle components and, if necessary, later shut them down. Due to the high power dissipation of the MOSFET T2 at this moment, this can only be done for a limited time. Furthermore, the MOSFET T2 must be designed to withstand such an overvoltage, which increases the Rdson or the cost of the MOSFET T2. Therefore, overvoltages on a power rail should be avoided by other means, if possible. For this reason, this function is optional.

[0048] Programmable fuse limit: In contrast to the fixed fuse of a passive tapping unit, the overcurrent shutdown limit can be programmed.

[0049] Programmable current limit: Before the electronic fuse switches off, the current is limited to a programmable value.

[0050] Programmable melting speed: The behavior of the electronic fuse (e.g. the permissible current integral) can be programmed.

[0051] Non-destructive protection: In contrast to the passive tapping unit, the active tapping unit can switch on again after an overcurrent shutdown.

[0052] Self-healing fuse: After a fuse has blown, the active tapping unit can automatically switch back on after a programmable time for a limited number of retries.

[0053] On / Off control: The active tap unit can be used as a switch to turn off a consumer or vehicle component that is not required in the current operating mode.

[0054] Current sensor: The active tapping unit can measure the current through the elements Rs, T1 and T2 to monitor the power consumer or vehicle component and wiring.

[0055] Voltage sensor: The active tap unit can measure the voltage on the rail and the local line (relative to its local ground). This allows the busbar to be monitored along its entire length. The differential measurement between multiple active tap units can be used to detect the ground lift of a tap or the tap unit.

[0056] Self-test with report: The active tapping unit can test itself and the environment (e.g., rail current, temperature, humidity, air pressure) and provide a health or functional status. It can be equipped with any number of additional sensors for this purpose.

[0057] Standalone operation: The active tap unit can use non-volatile memory to start up and operate without having to be configured each time via the communication line. If the remote control functions via the communication line are not used, the communication line can be completely omitted to save costs.

[0058] The elements Rs, T1, and T2 are discrete components selected for the required current and voltage. The rest of the circuit can be integrated as a monolithic mixed-signal integrated circuit.

[0059] The current is measured, for example, via shunt Rs. In the event of an overcurrent, MOSFET T2 can limit the current for a short time and then shut down. The tap unit can be reactivated via the control line or automatically after a certain time interval. The fuse characteristics (fast-acting, slow-acting, permissible current integral) can also be programmed.

[0060] A reverse current, for example, also turns off MOSFET T1. When the voltage between MOSFETs T1 and T2 becomes positive again, MOSFET T1 turns on again. This realizes the function of an ideal diode. Components R1, R2, R3, and R4 decouple the power path from the sensitive control and measurement components.

[0061] Furthermore, load balancing of the rail or power supply line can also be implemented. For this purpose, each rail or power supply line can be capable of supplying all consumers or vehicle components if the other rail or power supply line fails. However, if both rails or power supply lines are operating normally, it may be desirable to control the load distribution across the rails or power supply lines.

[0062] Fig. 4 shows a schematic representation of different combinations for tapping units 125 in a power supply unit 100, assuming that a slightly variable voltage may prevail on the second power supply line.

[0063] A first combination K1, which in the Fig. 4, shown in the left branch, has two passive tapping units 125a and 125b: The power distribution can be controlled by slightly varying the voltage of a rail, or in this case, the second power supply line 120b, by a few hundred millivolts. This is easily implemented if one of the power supplies or energy sources 115 is a DC / DC converter or other controllable device.

[0064] A second combination K2, which is in the Fig. 4 to the right of the combination K1, comprises a passive and an active tapping unit, with the active tapping unit in the Fig. 4 is shown as only a single MOSFET for reasons of clarity. In this example, the current source or energy source 115b for load 2 or the second vehicle component 110b can be selected by switching the active tapping unit on and off. When switched on, load 2 is supplied via rail 2 or the second power supply line, since the forward voltage of the diode in the passive tapping unit is not reached. However, this works particularly well when the voltage difference between the rails is small, the voltage drop of the diode is acceptable, and the load accepts the voltage change on the local line or the power supply line between the "on" and "off" operating modes.

[0065] A third combination K3, which is in the Fig. Figure 4, shown to the right of combination K2, shows two active tapping units that can be switched on and / or off separately. One tapping unit is switched on, while the other is in standby mode. In this case, the power loss is minimal and the voltage difference between the rails or power supply lines is irrelevant. The power cannot be balanced evenly, but only gradually by switching a load or vehicle component from one rail or power supply line to the other.

[0066] Also, in this combination, where two active tapping units are used, an ohmic operating mode or a resistance mode of the active tapping unit can be set.

[0067] In this case, even when using active tapping units (corresponding to the combination K3 in Fig. 4) If a uniform power balance is required by slightly changing the voltage of a rail, the resistance mode of the active tapping units or tapping can be used. Resistive (ohmic) mode:

[0068] Fig. 5 shows a diagram 500 of a procedure for how the resistance mode of the active tapping units works. For this purpose, the abscissa of the diagram 500 consists of Fig. 5 for an output current from the tap unit, and on the ordinate of diagram 500, a voltage drop between the connection terminals of the power supply device is shown. In resistive mode, the tap is fully switched on according to curve 505 up to the "threshold current" 507 (which can also be 0). At higher currents, the tap unit operates as a resistor with a programmable resistance. To prevent overheating, the tap or tap unit is fully switched on when the current exceeds the "switch-off threshold" 510. The resistive mode is reactivated with a certain hysteresis when the current falls below the "re-switching on" threshold 520.

[0069] As always, the active tap or tap unit does not allow reverse current to flow, even when fully turned on. The virtual diode is always active. Therefore, current will never flow from one rail or power supply line to the other.

[0070] According to the illustration from Fig. 4, in combination K3, both taps or tapping units on rail 1 or the first power supply line and the second power supply line can be set to resistive operation. The current can then be balanced.

[0071] However, even in the variant described here, some errors and their effects on the power supply can occur: For example, all consumers or vehicle components are supplied by the other power supply.

[0072] Also, no protection against power supply overvoltage can be achieved with a passive tap-off unit: the active tap-off unit can limit the voltage on the local line or the power supply line for a limited time (due to power loss) or it can switch off to transfer the supply to the other rail with nominal voltage.

[0073] This can also cause a short circuit between the busbar and ground. All consumers are supplied from the other power supply. The diode in the tap also protects the local line or tap connection and / or the power supply line from a short circuit.

[0074] An active busbar interruption can also be implemented: All consumers or vehicle components behind the interruption are supplied by the other power supply and the rail.

[0075] Another possible embodiment of the approach presented here is an interruption of the energy transmission via a tapping unit or a permanent "off" or an interruption of the local line: In this case, the consumer or the vehicle component is supplied by the other tapping unit.

[0076] A tap of electrical energy on rail 1 or the first power supply line 1, briefly in-out or constantly "on," can only occur if T2 suffers a drain-source short circuit: the load is supplied from rail 1 via the shorted tap. If the voltage at rail 2 becomes higher than at rail 1, a reverse current flows from rail 2 to rail 1. This disrupts the load balancing between the rails but does not cause a malfunction.

[0077] If the other tap unit is active, it can be switched off by the supervisor via the configurable unit 125.

[0078] An active tapping unit 125 can also handle an internal supply overcurrent. In this case, fuse F1 blows according to Fig. 5 and the tapping unit is switched off.

[0079] A ground fault or ground rise can also occur in an active tap unit. The internal power supply of the affected tap unit detects an internal supply voltage that is too low. The tap or tap unit shuts down.

[0080] A local short circuit, for example, in the power supply line to ground, or an overcurrent in the consumer device can also occur. In this case, the consumer device is no longer supplied, and the fuses in both branches blow.

[0081] Fig.6 shows a flowchart of an exemplary embodiment as a method 600 for supplying vehicle components with electrical energy using a power supply device according to a variant presented here. The method 600 includes the step 610 of controlling the first and / or second tapping unit in order to supply the at least one vehicle component with electrical energy from the first and / or second power supply line.

[0082] If an embodiment comprises an “and / or” link between a first feature and a second feature, this is to be read as meaning that the embodiment according to one embodiment has both the first feature and the second feature and according to another embodiment has either only the first feature or only the second feature.

Claims

[1] Energy supply device (100) for supplying vehicle components (110) with electrical energy, the energy supply device (100) having the following features: - a first power supply line (120a) for supplying at least one vehicle component (110a) with electrical energy; - a first tapping unit (125a) which is or can be coupled to the first power supply line (120a) and which is designed to tap the electrical energy from the first power supply line (120a) and to supply it to the at least one vehicle component (110a) via a discrete power supply line (130a); - a second power supply line (120b) separate from the first power supply line (120a) for the redundant supply of electrical energy to the at least one vehicle component (110a); and - a second tapping unit (125b) which is or can be coupled to the second power supply line (120b) and which is designed to tap the electrical energy from the second power supply line (120b) and to supply it to the at least one vehicle component (110a). [2] Energy supply device (100) according to claim 1, wherein the second tapping unit (125b) has a discrete second energy supply line (130b) separate from the energy supply line (130a) in order to supply the electrical energy tapped from the second energy supply line (120b) to the at least one vehicle component (110a) or wherein the second tapping unit (125b) is coupled to the energy supply line (130a) and is designed to supply the electrical energy tapped from the second energy supply line (120b) to the at least one vehicle component (110a, 110c) via the second energy supply line (130b). [3] Energy supply device (100) according to one of the preceding claims, in which the first tapping unit (125a) is designed to supply electrical energy from the first energy supply line (120a) to a second vehicle component (110d) and / or in which the second tapping unit (125b) is designed to supply electrical energy from the second energy supply line (120b) to a second vehicle component (110d) [4] Energy supply device (100) according to one of the preceding claims, further comprising a return line (145) for closing a circuit from the first and / or second energy supply line (120a, 120b) via the at least one vehicle component (110a, 110c). [5] Energy supply device (100) according to one of the preceding claims, comprising at least one communication line (150a, 150b) which is designed to control an energy tapping behavior of the first tapping unit (125a) from the first energy supply line (120a) and / or an energy tapping behavior of the second tapping unit (125b) from the second energy supply line (120b). [6] Energy supply device (100) according to one of the preceding claims, wherein the energy supply line (130a) has at least a length of 25 centimeters, in particular a length of at least 50 to 150 centimeters and / or wherein the first and second energy supply lines (120a, 120b) are arranged at a distance of at least 25 centimeters, in particular at a distance of at least 50 to 150 centimeters from one another. [7] Energy supply device (100) according to one of the preceding claims, wherein the first tapping unit (125a) is designed differently from the second tapping unit (125b) and / or wherein the first or second tapping unit (125a, 125b) is actively controllable and the other of the first or second tapping unit (125a, 125b) is designed passively. [8] Tap unit (125a, 125b) for use with a power supply device (100) according to one of the preceding claims, wherein the tap unit (125a, 125b) has the following features: - a tap connection (200) for coupling to one of the power supply lines (120a, 120b); - a control element (210) designed to forward the electrical energy tapped from the power supply line (120a, 120b) according to a forwarding rule; and - the energy supply line (130) for supplying the transmitted electrical energy to the at least one vehicle component (110). [9] Tapping unit (125) according to claim 8, wherein the control element (210) comprises a diode (D1) and / or a fuse unit (F1), in particular a series circuit comprising a diode (D1) and a fuse unit (F1) and / or wherein the control element (210) comprises a resistor (Rs) and at least one switching element (T1, T2), in particular a series circuit comprising the resistor (Rs) and the at least one switching element (T1, T2). [10] Tapping unit (125) according to claim 9, wherein the control element (210) has a control unit (320) which is designed to control an electrical resistance of the control element (210) as a function of a current which is tapped from the power supply line (120) and / or output via the power supply line (130), in particular wherein the resistance is controlled in such a way that it is formed linearly at least in sections. [11] Tapping unit (125) according to claim 10, wherein the control unit (210) is designed to control the electrical resistance of the control element (T1, T2) such that it increases from a threshold current value (507) up to a deactivation current value (510) and / or to control the electrical resistance of the control element (T1, T2) such that it decreases from a reactivation current value (520) with a decreasing current which is tapped from the energy supply line (120) and / or output via the energy supply line (130), in particular wherein the deactivation current value (510) is greater than the reactivation current value (520). [12] Method (600) for supplying vehicle components (110a, 110d) with electrical energy using an energy supply device (100) according to one of the preceding claims, wherein the method (600) comprises the following steps: - controlling (610) the first and / or second tapping unit (125a, 125b) in order to supply the at least one vehicle component (110a, 110d) with electrical energy from the first and / or second energy supply line (120a, 120b). [13] Control device (320) which is configured to carry out and / or control the step (610) of the method (600) according to one of the preceding claims in corresponding units. [14] Computer program configured to execute and / or control the step (610) of the method (600) according to any one of the preceding claims. [15] A machine-readable storage medium on which the computer program according to claim 9 is stored.

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