Electrical system for a vehicle and methods for operating an electrical system

Abstract

On-board power supply (1) for a vehicle with two on-board power supply channels (6, 12), wherein - each of the on-board network channels (6, 12) is coupled or can be coupled to a power source by means of a DC voltage converter (5, 11) and - in each vehicle electrical system channel (6, 12) exclusively a safety consumer group (8) is directly or via at least one electrical safety element (9.1 to 9.n, 13.1 to 13.n) electrically coupled or connectable to the associated DC voltage converter (5, 11), wherein the safety consumer group (8) exclusively comprises a number of electrical safety consumers (8.1 to 8.n) relevant for the operation of the vehicle, characterized in that - with both on-board network channels (6, 12) an additional comfort consumer group (14) is electrically coupled or can be coupled by means of a supply circuit (15), wherein the comfort consumer group (14) exclusively comprises a number of electrical comfort consumers (14.1 to 14.m) that are not safety-relevant for the operation of the vehicle, - the supply circuit (15) has a first switching arrangement with a first switch (15.1) for electrically coupling the comfort consumer group (14) with a first on-board network channel (6) of the on-board network channels (6, 12) and a second switching arrangement with a second switch (15.3) for electrically coupling the comfort consumer group (14) with a second on-board network channel (12) of the on-board network channels (6, 12), - a monitoring device (10) for monitoring electrical parameters in the vehicle network channels (6, 12) is present and - a control unit (17) is available which is coupled to the monitoring device (10) in terms of data technology and which is designed at least to control the first switch (15.1) and the second switch (15.3) depending on the electrical parameters of the on-board network channels (6, 12).

Description

[0001] The invention relates to an electrical on-board network for a vehicle according to the preamble of claim 1.

[0002] The invention further relates to a method for operating such an electrical on-board network.

[0003] From WO 2015 / 082113 A1, an on-board electrical system with a basic electrical system and a single power source is known. Several groups of consumers, each with a single load, are connected to the basic electrical system via two channels to receive electrical power from the power source. Each of the single loads is connected to the basic electrical system via these two channels to receive electrical power from the power source. Each of the two channels is assigned controllable switching elements for disconnecting the groups of consumers with single loads from the respective channel. Additionally, a further group of consumers with redundant loads is present, which is electrically connected to the basic electrical system via these two channels to receive electrical power from the power source.Each redundant load is connected to the main electrical system via exactly one of the two channels to receive electrical power from the energy source. Each channel is equipped with a DC / DC converter for voltage conversion and for isolating the respective channel from both the main electrical system and the other channel. Furthermore, an energy storage device is electrically connected via one of the two channels to both the group of loads with single loads and the group of loads with redundant loads.

[0004] Further conventional on-board networks with multiple supply channels are known from WO 2015 / 082113 A1, DE 10 2017 208 030 A1, DE 10 2015 200 121 A1 and DE 10 2014 219 138 A1.

[0005] The invention is based on the objective of providing a novel electrical system for a vehicle and a novel method for operating such an electrical system.

[0006] The problem is solved according to the invention by an electrical on-board network which has the features specified in claim 1, and by a method which has the features specified in claim 11.

[0007] Possible embodiments of the invention are the subject of the dependent claims.

[0008] In a vehicle electrical system with two electrical system channels - Is each of the vehicle electrical system channels coupled or connectable to a power source by means of a DC / DC converter and - In each vehicle electrical system channel, only one safety consumer group is directly or via at least one electrical safety element electrically coupled or can be coupled to the associated DC voltage converter, wherein the safety consumer group comprises only a number of electrical safety consumers that are relevant for the operation of the vehicle.

[0009] According to the invention, the on-board electrical system is characterized by the fact that - a comfort consumer group is electrically coupled or can be coupled to both on-board network channels by means of a supply circuit, wherein the comfort consumer group exclusively comprises a number of electrical comfort consumers that are not safety-relevant for the operation of the vehicle, - the supply circuit has a first switching arrangement with a first switch for electrical coupling of the comfort consumer group with a first on-board network channel of the on-board network channels and a second switching arrangement with a second switch for electrical coupling of the comfort consumer group with a second on-board network channel of the on-board network channels, - a monitoring device for monitoring electrical parameters in the vehicle electrical system channels is present and - a control unit is available that is coupled to the monitoring device in terms of data technology and is designed at least to control the first switch and the second switch depending on the electrical parameters of the vehicle network channels.

[0010] The existing electrical system ensures a reliable supply of electrical power to both comfort and safety devices. Due to the design of the power supply circuit and the control of the switches, which is dependent on the electrical parameters of the electrical system channels, it is possible to utilize the electrical buffer power provided by the DC-DC converter coupled to the second electrical system channel to supply the comfort and safety devices in the first electrical system channel when the power output of the DC-DC converter coupled to the first channel is insufficient. This allows for efficient utilization of both DC-DC converters, and the DC-DC converter coupled to the first electrical system channel can be designed for a lower overall power rating.This results in significant savings in costs, weight and installation space, as well as the possibility of intelligent power distribution, which is tailored to the current power requirements of the comfort and safety consumers.

[0011] Furthermore, a third electrical system channel for supplying electrical loads that cannot be covered individually by the other two channels can be eliminated. This also results in significant savings in cost, weight, and installation space.

[0012] Simultaneously, the controllability of the switches ensures that both on-board power supply channels are independent of each other in accordance with ISO 26262-9:2018, so that an electrical fault in one on-board power supply channel does not affect the other. This fulfills redundancy requirements for safety-related electrical system loads, for example up to Automotive Safety Integrity Level D (ASIL D).

[0013] Due to the use of the electrical power of the DC-DC converter coupled to the second on-board network channel also for the operation of comfort consumers, it is possible for a vehicle user to activate a larger number of comfort consumers, thus increasing comfort for the vehicle user.

[0014] The power supply circuit can be easily integrated into a power distribution unit, for example, so that no significant increase in installation space or weight is required. High availability of the power supply circuit is not necessary, as only comfort consumers are electrically connected. In the event of safety-critical faults, these comfort consumers can be easily disconnected from both vehicle electrical system channels by opening the switches.

[0015] According to one possible design of the on-board network - the first switching arrangement has a first diode electrically connected in series with the first switch, the forward direction of which points from the first on-board network channel towards the comfort consumer group, and - the second switching arrangement has a second diode electrically connected in series with the second switch, the forward direction of which points from the second on-board network channel towards the comfort consumer group.

[0016] The diodes prevent current from flowing from the first electrical system channel through the power supply circuit and the comfort consumers into the second electrical system channel, and vice versa. This ensures the independence of the electrical system channels in the event of a fault, even when the power supply circuit switches are closed.

[0017] According to another possible configuration of the vehicle electrical system, an electrical energy storage device is electrically coupled to one of the system channels, particularly the first channel. This energy storage device allows for at least short-term buffering in the event of unavailability of the DC-DC converter coupled to the second channel when the DC-DC converter coupled to the first channel is not delivering sufficient power. Due to the power supply circuitry and the controllability of the switches, a separate energy storage device is not required in the other system channel, particularly the second channel.

[0018] According to another possible configuration of the vehicle electrical system, the control unit is designed, during normal operation in which the available electrical output power of the DC-DC converter coupled to the first vehicle electrical system channel corresponds to at least the sum of the power requirement of the safety consumer group coupled to the first vehicle electrical system channel plus the power requirement of the comfort consumer group, to open the second switch while the first switch is in the closed position and / or to leave it open. This allows all safety and comfort consumers coupled to the first vehicle electrical system channel to be electrically supplied by the DC-DC converter coupled to the first vehicle electrical system channel.

[0019] According to another possible configuration of the vehicle electrical system, the control unit is designed to close the second switch while the first switch is closed if an overload occurs, in which the available electrical output power of the DC-DC converter coupled to the first vehicle electrical system channel is less than the sum of the power demand of the safety consumer group coupled to the first vehicle electrical system channel plus the power demand of the comfort consumer group. This allows the second DC-DC converter to buffer any power shortfall from the DC-DC converter coupled to the first vehicle electrical system channel in the event of an overload, thus ensuring a reliable electrical supply to all comfort and safety consumers via both DC-DC converters.

[0020] According to another possible configuration of the vehicle electrical system, the control unit is designed to open the first and second switches in the event of an overload operation occurring with the first and second switches closed, in which the sum of the available electrical output power of the DC-DC converter coupled to the first vehicle electrical system channel, plus the available electrical output power of the DC-DC converter coupled to the second vehicle electrical system channel, plus the available electrical output power of the energy storage device coupled to the first vehicle electrical system channel, is less than the sum of the power demand of the safety consumer group coupled to the first vehicle electrical system channel, plus the power demand of the safety consumer group coupled to the first vehicle electrical system channel, plus the power demand of the comfort consumer group.This separates the comfort consumers from the vehicle electrical system channels and ensures reliable operation of the safety consumers.

[0021] According to another possible configuration of the vehicle electrical system, the control unit is designed to open the first switch if an electrical fault occurs in the first electrical system channel while both the first and second switches are closed. This disconnects the comfort consumers from the first electrical system channel, ensuring that the electrical power supplied by the first channel is used exclusively to power the safety consumers connected to it, thus preventing undervoltage in the first channel. Furthermore, this prevents any compromise of the independence of the second electrical system channel and thus any interference with it.

[0022] According to another possible configuration of the vehicle electrical system, the control unit is designed to open the second switch if an electrical fault occurs in the second electrical system channel while both the first and second switches are closed. This disconnects the comfort consumers from the second electrical system channel, ensuring that the electrical power supplied by the second channel is used exclusively to power the safety consumers connected to it, thus preventing undervoltage in the second channel. Furthermore, this prevents any compromise of the independence of the first electrical system channel and thus any interference with it.

[0023] According to another possible configuration of the vehicle electrical system, the control unit is designed to open both switches in the event of an electrical fault in the power supply circuit when the first and second switches are closed. This disconnects all comfort consumers from both electrical system channels, rendering them de-energized and unavailable. This ensures the reliable power supply of all safety-related consumers.

[0024] In the inventive method for operating the aforementioned electrical on-board network, it is provided that - during normal operation, in which the available electrical output power of the DC-DC converter coupled to the first vehicle electrical system channel corresponds at least to the sum of a power requirement of the safety consumer group coupled to the first vehicle electrical system channel plus a power requirement of the comfort consumer group, the second switch is opened while the first switch is in a closed position and / or remains in an open position, - in the event of an overload operation in which the available electrical output power of the DC-DC converter coupled to the first on-board network channel is less than the sum of a power requirement of the safety consumer group coupled to the first on-board network channel plus a power requirement of the comfort consumer group, the second switch is closed while the first switch is in a closed position, - in the event of an overload operation occurring with the first switch and the second switch closed, in which the sum of the available electrical output power of the DC-DC converter coupled to the first on-board network channel plus the available electrical output power of the DC-DC converter coupled to the second on-board network channel plus the available electrical output power of the energy storage device coupled to the first on-board network channel is less than the sum of the power demand of the safety consumer group coupled to the first on-board network channel plus the power demand of the safety consumer group coupled to the second on-board network channel plus the power demand of the comfort consumer group, the first switch and the second switch are opened, - if an electrical fault occurs in the first on-board network channel when the first switch and the second switch are closed, the first switch is opened, - in the event of an electrical fault in the second on-board network channel when the first switch and the second switch are closed, the second switch is opened and - In the event of an electrical fault in the supply circuit when the first switch and the second switch are closed, the first switch and the second switch must be opened.

[0025] The present method ensures a reliable supply of electrical energy to both comfort and safety consumers. Due to the design of the supply circuit and the control of the switches, which is dependent on the electrical parameters of the vehicle electrical system channels, it is possible to utilize the electrical buffer power provided by the DC-DC converter coupled to the second channel to supply the comfort and safety consumers in the first channel when the power output of the DC-DC converter is insufficient. This allows for buffering of dynamic electrical processes, enabling the DC-DC converter coupled to the first channel to be designed with a lower peak power rating.This results in significant savings in costs, weight and installation space, as well as the possibility of intelligent power distribution, which is tailored to the current power requirements of the comfort and safety consumers.

[0026] Furthermore, a third electrical system channel for supplying electrical loads that cannot be covered individually by the other two channels can be eliminated. This also results in significant savings in cost, weight, and installation space.

[0027] Simultaneously, the control of the switches ensures that both on-board power supply channels are independent of each other in accordance with ISO 26262-9:2018, so that an electrical fault in one on-board power supply channel does not affect the other. This fulfills redundancy requirements for safety-related electrical system loads, for example up to Automotive Safety Integrity Level D (ASIL D).

[0028] Due to the use of the electrical power of the DC-DC converter coupled to the second on-board network channel also for the operation of comfort consumers, it is possible for a vehicle user to activate a larger number of comfort consumers, thus increasing comfort for the vehicle user.

[0029] Exemplary embodiments of the invention are explained in more detail below with reference to drawings.

[0030] This shows: Fig. 1. Schematic representation of an electrical equivalent circuit of a vehicle's electrical system during normal operation. Fig. 2. Schematic representation of an electrical equivalent circuit of the vehicle electrical system according to Fig. 1 during an overload in the vehicle electrical system, Fig. 3. Schematic representation of an electrical equivalent circuit of the vehicle electrical system according to Fig. 1 in case of a fault in an on-board network channel of the on-board network, Fig. 4. Schematic representation of an electrical equivalent circuit of the vehicle electrical system according to Fig. 1 in case of a fault in another on-board network channel of the on-board network and Fig. 5 schematically an electrical equivalent circuit diagram of the vehicle electrical system according to Fig. 1 in the event of a fault in a supply circuit of a power distributor of the vehicle electrical system.

[0031] Corresponding parts are marked with the same reference symbols in all figures.

[0032] In Fig. Figure 1 shows an electrical equivalent circuit diagram of a vehicle's electrical system during normal operating conditions.

[0033] The vehicle electrical system 1 comprises a power source designed as a high-voltage electrical system 2 with an electrical high-voltage energy storage device 3, which can be selectively coupled to or decoupled from the high-voltage electrical system 2 via a switching element 4. The switching element 4 is, for example, a so-called high-voltage contactor.

[0034] A first DC-DC converter 5 is coupled to the high-voltage electrical system 2. An output of the first DC-DC converter 5 is electrically coupled to a first electrical system channel 6, the DC-DC converter 5 being designed to supply all static loads in the first electrical system channel 6. The first electrical system channel 6 is, in particular, a low-voltage electrical system, with a nominal voltage of, for example, 12 volts.

[0035] An energy storage device 7 is electrically coupled to the first on-board network channel 6, which is designed to supply all dynamic loads in the first on-board network channel 6.

[0036] Furthermore, in the first vehicle electrical system channel 6, a safety load group 8, comprising a number of safety-relevant electrical safety loads 8.1 to 8.n, is electrically coupled to the output of the first DC-DC converter 5 via electrical fuses 9.1 to 9.n. Specifically, each safety load 8.1 to 8.n is electrically coupled to the output of the first DC-DC converter 5 via its own electrical fuse 9.1 to 9.n. The electrical safety loads 8.1 to 8.n are configured, for example, to operate the steering, brakes, lighting, automated driving functions of the vehicle, etc. For example, the electrical safety loads 8.1 to 8.n are control units. The fuses 9.1 to 9.n are, for example, either a thermal fuse or a semiconductor fuse.

[0037] Furthermore, a voltage measuring device 10.1 is coupled to the first on-board network channel 6 for detecting an electrical voltage in the first on-board network channel 6. The voltage measuring device 10.1 is part of a monitoring device 10 for monitoring electrical parameters in the on-board network channel 6.

[0038] Furthermore, a second DC-DC converter 11 is coupled to the high-voltage electrical system 2. A second electrical system channel 12 is electrically coupled to an output of the second DC-DC converter 11, with the DC-DC converter 11 being designed to supply all static loads in the second electrical system channel 12. The second electrical system channel 12 is, in particular, a low-voltage electrical system, with a nominal voltage of the second electrical system channel 12 being, for example, 12 volts.

[0039] In the second vehicle electrical system channel 12, a safety load group 8, comprising a number of safety-relevant electrical safety loads 8.1 to 8.n, is electrically coupled to the output of the second DC-DC converter 11 via electrical fuses 13.1 to 13.n. Specifically, each safety load 8.1 to 8.n is electrically coupled to the output of the second DC-DC converter 11 via its own electrical fuse 13.1 to 13.n. The electrical safety loads 8.1 to 8.n are configured, for example, to operate the steering, brakes, lighting, automated driving functions of the vehicle, etc. For example, the electrical safety loads 8.1 to 8.n are control units. The fuses 13.1 to 13.n are, for example, either a thermal fuse or a semiconductor fuse.

[0040] In particular, the two on-board network channels 6, 12 are designed to provide a redundant electrical supply to the same electrical safety consumers 8.1 to 8.n.

[0041] A comfort consumer group 14 is electrically coupled or can be coupled to the two vehicle electrical system channels 6 and 12 by means of a supply circuit 15, wherein the comfort consumer group 14 comprises exclusively a number of electrical comfort consumers 14.1 to 14.m that are not safety-relevant for the vehicle's operation. The comfort consumers 14.1 to 14.m are each electrically coupled to the supply circuit 15 via a fuse element 16.1 to 16.m. The fuse elements 16.1 to 16.m are, for example, designed as either a cartridge fuse or a semiconductor fuse.

[0042] Furthermore, a voltage measuring device 10.2 is coupled to the second on-board network channel 12 for detecting an electrical voltage in the first on-board network channel 6. The voltage measuring device 10.2 is part of the monitoring device 10.

[0043] The power supply circuit 15 comprises a first switching arrangement with a first switch 15.1 and a diode 15.2 connected in series with it for electrically coupling the comfort consumer group 14 to the first vehicle electrical system channel 6. The power supply circuit 15 further comprises a second switching arrangement with a second switch 15.3 and a diode 15.4 connected in series with it for electrically coupling the comfort consumer group 14 to the second vehicle electrical system channel 12. The switches 15.1 and 15.3 are, for example, designed as mechanical switches or semiconductor switches. The diode 15.2 has a forward bias pointing from the first vehicle electrical system channel 6 towards the comfort consumer group 14. The diode 15.4 has a forward bias pointing from the second vehicle electrical system channel 12 towards the comfort consumer group 14.

[0044] The monitoring device 10 is coupled to a control unit 17, which is designed to control at least the first switch 15.1 and the second switch 15.3 depending on the electrical parameters of the vehicle network channels 6, 12.

[0045] The supply circuit 15, the fuse elements 9.1 to 9.n, 13.1 to 13.n, 16.1 to 16.m and the monitoring device 10 are, for example, integrated into a power distributor 18.

[0046] In the depicted normal operating state of the vehicle electrical system 1, the first DC voltage converter 5 is able to supply all safety consumers 8.1 to 8.n in the first vehicle electrical system channel 6 and all comfort consumers 14.1 to 14.m electrically.

[0047] The second switch 15.3 is open, whereby all safety consumers 8.1 to 8.n in the second on-board network channel 12 are electrically supplied by means of the second DC voltage converter 11.

[0048] Thus, all safety consumers 8.1 to 8.n and all comfort consumers 14.1 to 14.m are electrically supplied.

[0049] Fig. Figure 2 shows an electrical equivalent circuit diagram of the vehicle electrical system 1 according to Fig. 1 during an overload in the vehicle electrical system 1. The overload is detected by means of a voltage of the first vehicle electrical system channel 6 recorded by means of the voltage measuring device 10.1 and a comparison of this recorded voltage with a voltage threshold in the event of an undervoltage.

[0050] In such an overload operation, the available electrical output power of the first DC-DC converter 5 is less than the sum of the power demand of the safety consumer group 8 coupled to the first on-board network channel 6 plus the power demand of the comfort consumer group 14. In order to buffer such overloads, the control unit 17 controls the second switch 15.3 while the first switch 15.1 is in the closed position, such that the second switch 15.3 is closed.

[0051] Thus, all safety consumers 8.1 to 8.n and comfort consumers 14.1 to 14.m are electrically supplied by means of both DC voltage converters 5, 11.

[0052] If, with the second switch 15.3 closed, the peak power buffer of the second DC-DC converter 11 is not available for the comfort consumers 14.1 to 14.m, for example, because high current demands due to steering or braking maneuvers need to be supplied briefly, the overload is at least temporarily supported by the energy storage device 7 connected to the first vehicle electrical system channel 6. If the energy storage device 7 is not sufficiently powerful, the electrical supply to all safety consumers 8.1 to 8.n can be ensured by quickly opening both switches 15.1 and 15.3.

[0053] In Fig. Figure 3 is an electrical equivalent circuit diagram of the on-board network 1 according to Fig. 1 shown in the event of a fault F1 in the first on-board network channel 6 with risk of independence of both on-board network channels 6, 12 with switches 15.1, 15.3 closed.

[0054] To prevent such a threat to independence, diodes 15.2, 15.4 block the flow of current from the first on-board network channel 6 to the second on-board network channel 12 and vice versa.

[0055] Furthermore, the separation of the vehicle electrical system channels 6 and 12 is ensured by the timely opening of the first switch 15.1, triggered by the control unit 17 and taking all fault tolerance times into account. This protects all safety loads 8.1 to 8.n, as the opening of the first switch 15.1 disconnects the comfort loads 14.1 to 14.m from the first vehicle electrical system channel 6, thus preventing undervoltage in the first channel 6. Therefore, the power of the first DC-DC converter 5 and / or the power of the energy storage unit 7 can be fully utilized for the electrical supply of the safety loads 8.1 to 8.n in the first channel 6.

[0056] The fault F1 is detected by means of a voltage of the first on-board network channel 6 recorded by means of the voltage measuring device 10.1 and a comparison of this recorded voltage with a voltage threshold.

[0057] Fig. Figure 4 shows an electrical equivalent circuit diagram of the vehicle electrical system 1 according to Fig. 1 in the event of a fault F2 in the second on-board network channel 12 with risk of independence of both on-board network channels 6, 12 with switches 15.1, 15.3 closed.

[0058] To prevent such a threat to independence, diodes 15.2, 15.4 block the flow of current from the first on-board network channel 6 to the second on-board network channel 12 and vice versa.

[0059] Furthermore, the control unit 17 triggers the timely opening of the second switch 15.3, taking all fault tolerance times into account, to ensure the separation of the vehicle electrical system channels 6 and 12. This protects all safety loads 8.1 to 8.n, as the opening of the second switch 15.3 disconnects the comfort loads 14.1 to 14.m from the second vehicle electrical system channel 12, thus preventing undervoltage in the second channel 12. Therefore, the power of the second DC-DC converter 11 can be fully utilized for the electrical supply of the safety loads 8.1 to 8.n in the second vehicle electrical system channel 12.

[0060] The fault F2 is detected by means of a voltage of the second on-board network channel 12 recorded by means of the voltage measuring device 10.2 and a comparison of this recorded voltage with a voltage threshold.

[0061] In Fig. 5 is an electrical equivalent circuit diagram of the on-board network 1 according to Fig. 1 shown in the event of a fault F3 in the supply circuit 15 of the vehicle electrical system 1 with switches 15.1, 15.3 closed.

[0062] To prevent damage to the vehicle electrical system channels 6 and 12 in the event of a fault F3 within the power supply circuit 15, both switches 15.1 and 15.3 are opened by control unit 17, taking all fault tolerance times into account, thus disconnecting the faulty part of the power supply circuit 15 from the vehicle electrical system channels 6 and 12. This de-energizes all comfort consumers 14.1 to 14.m, rendering them unavailable, thereby maintaining the power supply reliability of all safety consumers 8.1 to 8.n.

[0063] The detection of fault F3 is carried out by means of an undervoltage measurement or overcurrent measurement within the supply circuit 15 using the monitoring device 10. Reference symbol list 1 On-board electrical system 2 high-voltage electrical systems 3 high-voltage energy storage units 4 switching element 5 DC-DC converters 6 On-board network channel 7 Energy storage 8 Safety Consumer Group 8.1 to 8.n Safety consumers 9 locking element 10 Monitoring device 10.1, 10.2 Voltage measuring device 11 DC / DC converters 12 On-board network channel 13 Safety element 14 Comfort consumer group 14.1 to 14.m Comfort consumers 15 Power supply circuit 15.1 Switch 15.2 Diode 15.3 Switch 15.4 Diode 16.1 to 16.m safety element 17 Control unit 18 power distributors F1 to F3 errors

Claims

On-board electrical system (1) for a vehicle with two on-board electrical system channels (6, 12), wherein each of the on-board electrical system channels (6, 12) is coupled or can be coupled to a power source by means of a DC-DC converter (5, 11) and in each on-board electrical system channel (6, 12) exclusively a safety load group (8) is directly or via at least one electrical safety element (9.1 to 9.n, 13.1 to 13.n) electrically coupled or can be coupled to the associated DC-DC converter (5, 11), wherein the safety load group (8) exclusively comprises a number of electrical safety loads (8.1 to 8.n) relevant for the operation of the vehicle.n) has, characterized in that - a comfort consumer group (14) is additionally electrically coupled or can be coupled to both vehicle electrical system channels (6, 12) by means of a supply circuit (15), wherein the comfort consumer group (14) comprises exclusively a number of electrical comfort consumers (14.1 to 14.m) that are not safety-relevant for the operation of the vehicle, - the supply circuit (15) has a first switching arrangement with a first switch (15.1) for electrically coupling the comfort consumer group (14) with a first vehicle electrical system channel (6) of the vehicle electrical system channels (6, 12) and a second switching arrangement with a second switch (15.3) for electrical coupling of the comfort consumer group (14) with a second on-board network channel (12) of the on-board network channels (6, 12), - a monitoring device (10) for monitoring electrical parameters in the on-board network channels (6, 12) is provided and - a control unit (17) coupled to the monitoring device (10) is provided, which is designed at least to control the first switch (15.1) and the second switch (15.3) depending on the electrical parameters of the on-board network channels (6, 12). On-board power supply (1) according to claim 1, characterized in that - the first switching arrangement has a first diode (15.2) electrically connected in series with the first switch (15.1), the forward direction of which points from the first on-board power supply channel (6) towards the comfort consumer group (14), and - the second switching arrangement has a second diode (15.4) electrically connected in series with the second switch (15.3), the forward direction of which points from the second on-board power supply channel (12) towards the comfort consumer group (14). On-board network (1) according to claim 1 or 2, characterized in that an electrical energy storage device (7) is electrically coupled to one of the on-board network channels (6, 12). On-board power supply (1) according to one of the preceding claims, characterized in that the control unit (17) is designed to open the second switch (15.3) during a closed position of the first switch (15.1) and / or to leave it in an open position during normal operation in which an available electrical output power of the DC voltage converter (5) coupled to the first on-board power supply channel (6) corresponds at least to a sum of a power requirement of the safety consumer group (8) coupled to the first on-board power supply channel (6) plus a power requirement of the comfort consumer group (14). On-board power supply (1) according to one of the preceding claims, characterized in that the control unit (17) is configured to close the second switch (15.3) while the first switch (15.1) is in a closed position when an overload operation occurs in which an available electrical output power of the DC voltage converter (5) coupled to the first on-board power supply channel (6) is less than a sum of a power requirement of the safety consumer group (8) coupled to the first on-board power supply channel (6) plus a power requirement of the comfort consumer group (14). On-board electrical system (1) according to one of claims 3 to 5, characterized in that the control unit (17) is designed to operate when the first switch (15.1) and the second switch (15.1) are closed.3) in the event of an overload operation in which the sum of the available electrical output power of the DC-DC converter (5) coupled to the first on-board network channel (6) plus the available electrical output power of the DC-DC converter (11) coupled to the second on-board network channel (12) plus the available electrical output power of the energy storage device (7) coupled to the first on-board network channel (6) is less than the sum of the power demand of the safety consumer group (8) coupled to the first on-board network channel (6) plus the power demand of the safety consumer group (8) coupled to the first on-board network channel (6) plus the power demand of the comfort consumer group (14) is to open the first switch (15.1) and the second switch (15.3). On-board network (1) according to one of the preceding claims, characterized in that the control unit (17) is configured to open the first switch (15.1) in the event of an electrical fault (F1) occurring in the first on-board network channel (6) when the first switch (15.1) and the second switch (15.3) are closed. On-board network (1) according to one of the preceding claims, characterized in that the control unit (17) is configured to open the second switch (15.3) in the event of an electrical fault (F2) occurring in the second on-board network channel (12) when the first switch (15.1) and the second switch (15.3) are closed. On-board network (1) according to one of the preceding claims, characterized in that the control unit (17) is configured to open the first switch (15.1) and the second switch (15.3) in the event of an electrical fault (F3) occurring in the supply circuit (15) when the first switch (15.1) and the second switch (15.3) are closed. On-board electrical system (1) according to one of the preceding claims, characterized in that the energy source is a high-voltage on-board electrical system (2) which is coupled or can be coupled to at least one high-voltage electrical energy storage device (3). Method for operating an electrical on-board network (1) according to one of the preceding claims, wherein - during normal operation, in which an available electrical output power of the DC voltage converter (5) coupled to the first on-board network channel (6) corresponds at least to a sum of a power requirement of the safety consumer group (8) coupled to the first on-board network channel (6) plus a power requirement of the comfort consumer group (14), the second switch (15.3) during a closed position of the first switch (15.1) is opened and / or remains in an open position, - in the event of an overload operation in which an available electrical output power of the DC voltage converter (5) coupled to the first on-board network channel (6) is less than the sum of a power requirement of the safety consumer group (8) coupled to the first on-board network channel (6) plus a power requirement of the comfort consumer group (14), the second switch (15.3) is closed while the first switch (15.1) is in a closed position, - in the event of a first switch (15.1) being closed and the second switch (15.3) in the event of an overload operation in which the sum of the available electrical output power of the DC-DC converter (5) coupled to the first on-board network channel (6) plus the available electrical output power of the DC-DC converter (11) coupled to the second on-board network channel (12) plus the available electrical output power of the energy storage device (7) coupled to one of the on-board network channels (6) is less than the sum of the power demand of the safety consumer group (8) coupled to the first on-board network channel (6) plus the power demand of the safety consumer group (8) coupled to the second on-board network channel (12) plus the power demand of the comfort consumer group (14), the first switch (15.1) and the second switch (15.3) are opened; - in the event of a situation where the first switch (15.1) and the second switch (15.3) are closed.3) if an electrical fault (F1) occurs in the first on-board network channel (6), the first switch (15.1) is opened; if an electrical fault (F2) occurs in the second on-board network channel (12) with the first switch (15.1) and the second switch (15.3) closed, the second switch (15.3) is opened; and if an electrical fault (F3) occurs in the supply circuit (15) with the first switch (15.1) and the second switch (15.3) closed, the first switch (15.1) and the second switch (15.3) are opened.

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