Vehicle controller

Abstract

The invention proposes a vehicle controller for a vehicle which has electrical systems that sometimes operate in a high-voltage mode and sometimes in a low-voltage mode and also an electric traction drive (10) with at least one electric drive motor (11, 12), comprising an inverter (20) that operates depending on driver-side input signals (41-44) for high-voltage power control of the at least one drive motor (11, 12), and comprising a control and monitoring arrangement in the signal path between the driver-side input signals (41-44) and the inverter (20). The control and monitoring arrangement is also linked to other electrical systems of the vehicle so as to transmit signals. For extensive system integration of the on-board control, monitoring and supervision systems, the control and monitoring arrangement is split into a primary control and monitoring module (30) and a secondary control and monitoring module (40). The modules (30, 40), which are each designed for low-voltage operation, are spatially separable from one another and connected solely via a separable communication interface (50) so as to transmit data.

Description

[0001] Vehicle control

[0002] The invention relates to a vehicle control system for a vehicle having electrical systems operating partly in high-voltage and partly in low-voltage operation, as well as an electric drive system with at least one electric drive motor, with an inverter operating as a function of driver-side input signals for the high-voltage power control of the at least one drive motor, and with a control and monitoring arrangement in the signal path between the driver-side input signals and the inverter, wherein the control and monitoring arrangement is also linked to other electrical systems of the vehicle in terms of signal technology.

[0003] In addition to general or generic control and monitoring systems, vehicles with electric drive systems often have additional control and / or monitoring systems. These systems are more vehicle-specific in nature in that, while these additional systems may also be related to controlling driving conditions, they can also perform and control completely different control and / or monitoring functions within the vehicle. This includes, for example, the control of vehicle-specific auxiliary units such as an air conditioning system or an on-board refrigeration unit in the case of a specialized refrigerated vehicle. Older commercial vehicles are often equipped with special bodies and therefore require corresponding vehicle-specific auxiliary units.

[0004] Independent systems can be installed on board the vehicle for vehicle-specific control and / or monitoring functions. However, due to the uniform electrical operating voltages, system integration is often more advantageous, with all on-board control and / or monitoring functions centrally consolidated.

[0005] However, centralizing the on-board control and monitoring systems does not only have advantages. Even during the design and implementation of system integration, the vehicle-specific components and the associated signaling and control solutions must be taken into account, which can lead to significant system engineering effort and thus high costs. This is particularly true when producing vehicles in different model series or versions, where the individual model series or versions have different requirements regarding the respective control, monitoring, and monitoring functions, thus requiring vehicle-specific implementations.

[0006] The invention is based on the object of providing a suitable technical solution for such cases of extensive system integration of the on-board control, monitoring and monitoring systems.

[0007] To achieve this objective, in a vehicle control system with the features specified above, it is proposed that the control and monitoring arrangement be divided into a primary control and monitoring module and a secondary control and monitoring module, each of which is designed for low-voltage operation, is spatially separable from one another, and is connected for data purposes exclusively via a separable communication interface. This communication interface is preferably a digital bus and particularly preferably a CAN connection.

[0008] This solution enables simplified and standardized system integration in the production of vehicles with varying control and / or monitoring function requirements from vehicle variant to vehicle variant. By dividing the system into a primary and a secondary control and monitoring module, the system engineering complexity associated with the on-board control and / or monitoring systems, which include both generic and vehicle-specific components or functions, is reduced, thus lowering production costs.

[0009] Advantageous embodiments of the vehicle control are specified in the respective subclaims.

[0010] The electric drive can consist of a single electric drive motor including a transmission downstream in the power flow. However, it is preferred that the electric drive uses two electric drive motors, i.e., a first electric drive motor for driving exclusively on one side of the vehicle and a second electric drive motor for driving exclusively on the other side of the vehicle. Each of the drive motors is followed by a transmission downstream in the power flow, for example, a planetary gear.

[0011] A preferred embodiment of the vehicle control system is one in which some of the vehicle's electrical systems are signal-connected exclusively to the primary control and monitoring module, and other electrical systems are signal-connected exclusively to the secondary control and monitoring module. The inverter, or in the case of two drive motors, the dual inverter, is a functional unit of generic character due to its direct functional connection to the drive motors and is therefore signal-connected exclusively to the primary control and monitoring module.

[0012] The vehicle control system further includes a control unit for controlling the charging of the vehicle's energy storage devices. The energy storage devices are preferably electric traction batteries, whereby a single, correspondingly powerful traction battery can be installed on board the vehicle, or two, three, or more traction batteries. In this case, the traction batteries are designed identically. The control unit for controlling the charging of the energy storage devices or traction batteries is also a functional unit of a generic nature and is therefore connected exclusively to the primary control and monitoring module in terms of signaling.

[0013] Preferably, signal lines of further control and / or monitoring systems of the vehicle are connected to the primary control and monitoring module, in particular a signal line to a charger for charging the energy storage devices, and / or a signal line to an oil cooling system of the drive motor, and / or a signal line to a drive-specifically configured switching and distribution box with various electrical switching components therein, such as relays and contactors, and / or a signal line to a cooling sensor system with which temperatures on the electric drive or on its components are recorded.

[0014] From a structural point of view, it is preferred that the primary and secondary control and monitoring modules of the vehicle control system are each arranged in a closed housing, with the communication interface being designed as an electrical cable connection extending between the housings. This configuration makes it possible to initially install only the generic module in the vehicle, which is closely linked to the vehicle drive and configured accordingly—that is, the primary control and monitoring module configured across all models.

[0015] The secondary control and monitoring module, configured for vehicle-specific control and / or monitoring functions, can then be added later, possibly tailored specifically to the requirements of the respective vehicle.

[0016] For such a temporally but also spatially separated installation of the two modules, it is also advantageous if the electrical cable connection leads out of one of the housings and is provided with a detachable plug at its free cable end, with a mating plug rigidly attached to the other housing.

[0017] The invention is explained in more detail below using an exemplary embodiment, with additional reference to the drawing and the reference numerals used in the drawing. The drawing shows the vehicle control system in a schematic diagram. High-voltage electrical lines and connections are generally represented by double lines, and low-voltage electrical lines and connections are generally represented by single lines.

[0018] The vehicle control system is implemented in a commercial vehicle. The commercial vehicle has electrical systems that operate partly in high-voltage and partly in low-voltage mode, as well as an electric drive system 10 consisting of two electric drive motors 11, 12, each of which is followed by a mechanical transmission 17, 18 in the power flow to the vehicle wheels 13, 14.

[0019] In the exemplary embodiment, the mechanical part of the drive system is formed by a compact assembly in which the two drive motors 11, 12, the transmissions 17, 18, and the vehicle wheels 13, 14 are combined on a common axle. The first electric drive motor 11 serves exclusively for the wheel drive on one side of the vehicle, and the second electric drive motor 12 serves exclusively for the wheel drive on the other side of the vehicle. The power control of the electric motors 11, 12 in high-voltage operation, e.g., at an operating voltage of 400 volts, is carried out via an inverter 20, which in the exemplary embodiment is designed as a dual inverter with separate control of one and the other electric motor.

[0020] The vehicle has three batteries or traction batteries 21, 22, 23 as energy storage devices. The functional control of the batteries, for example voltage and temperature monitoring, setting of limit values, etc., is carried out by a control unit 33. A charger 34, i.e. a battery charger, is connected to the control unit 33.

[0021] High-voltage connections exist between the batteries 21, 22, and 23 and a switch and distribution box 37, which forms the center of the power control system. It is preferably of the HV PDU (High Voltage Power Distribution Unit) type and contains both high-voltage and low-voltage components. Another high-voltage cable leads from the switch and distribution box 37 to the inverter 20.

[0022] For the various control and / or monitoring functions, the charger 34, the battery control unit 33, the switch and distribution box 37, and the inverter 20 are signal-connected to a control and monitoring arrangement described in more detail below. These connections are low-voltage connections 25a - 25d.

[0023] The control and monitoring arrangement consists of two modules, being divided into, on the one hand, a primary control and monitoring module 30, which forms a generic subsystem of the control and monitoring arrangement, and, on the other hand, a secondary control and monitoring module 40, which forms a vehicle- or model-specific subsystem of the control and monitoring arrangement.

[0024] The primary and secondary modules 30 and 40 both operate in low-voltage mode with operating voltages of 12 volts DC or 24 volts DC. Since the two systems—the secondary module 30 on the one hand and the primary module 40 on the other—are configured independently of each other, the respective operating voltages of 12 V and 24 V in the two systems can and should be different.

[0025] The two modules 30, 40 are also designed to be spatially separable from each other, and they are connected via a communication interface 50, which is also designed to be separable. The communication interface 50 is a digital

[0026] BUS and preferably a CAN connection.

[0027] The division of the control and monitoring arrangement into the primary control and monitoring module 30 and the secondary control and monitoring module 40 takes into account the production technology for commercial vehicles with electric drive systems. In addition to drive-related control and monitoring systems, i.e., systems that perform control and / or monitoring functions related to the electric drive and the control of the respective driving conditions, these vehicles have a multitude of additional control and / or monitoring systems. These additional systems are vehicle-specific. They can be related to the control of driving conditions, but can also perform entirely different control and / or monitoring functions within the vehicle. This includes the control of vehicle-specific additional units such as an air conditioning system or an on-board refrigeration unit in the case of a commercial vehicle specialized for refrigerated transport.Commercial vehicles in particular are often equipped with special bodies and then require model-specific additional units.

[0028] While it may be sensible to combine all on-board control and / or monitoring functions, which is supported by the already uniform electrical operating voltages, a strictly centralized consolidation of old on-board control and monitoring systems into a single module has disadvantages. Even during the design and implementation of system integration, the vehicle-specific components and the associated signaling and control solutions must be taken into account, which can lead to significant system engineering effort and thus high costs. This is particularly true in the production of vehicles where individual model variants sometimes have different requirements with regard to the respective control, monitoring, and monitoring functions.For such cases, the more flexible solution described here is advantageous, in which the control and monitoring arrangement is divided into the primary control and monitoring module 30, which forms the generic subsystem, and the secondary control and monitoring module 40, which forms the vehicle- or model-specific subsystem.

[0029] The driver controls the vehicle via input signals 41-44, which are transmitted via corresponding signal lines to the secondary control and monitoring module 40. For example, input signal 41 represents the respective accelerator pedal position, input signal 42 represents the brake signal of the brake installed in the vehicle, input signal 43 represents the current position of the gear selector lever and thus the mode set in the transmission 17, 18, and input signal 44 represents an ABS signal or a signal from a driver assistance system specifically tailored to the respective vehicle variant.

[0030] The control and monitoring arrangement consisting of the two control and monitoring modules 30, 40 is therefore located in the signal path between the driver-side input signals 41-44 and the inverter 20. Furthermore, the control and monitoring modules 30, 40 are signal-linked to other electrical systems. Some of the other electrical systems are signal-linked exclusively to the primary control and monitoring module 30, and others are signal-linked exclusively to the secondary control and monitoring module 40.

[0031] The inverter 20 is connected exclusively to the primary control and monitoring module 30 via the low-voltage connection 25d. The control unit 33 for controlling the batteries 21, 22, 23 is also connected exclusively to the primary control and monitoring module 30 via the low-voltage connection 25b. The same applies to the low-voltage connections of the switching and distribution box 37, in which various electrical switching components, including relays and contactors, are installed.Also connected exclusively to the primary control and monitoring module 30 are, for example, individually or in any combination, a signal connection to the control unit 33 for controlling the batteries 21, 22, 23, a signal connection to the charger 34 for charging the batteries 21, 22, 23, a signal connection to an oil cooling system 36 of the drive motor, a signal input from a speed sensor 38 which detects the current motor speed, a signal input from a cooling sensor 39 for detecting temperatures on the electric drive or on its components.

[0032] The signal inputs for the driver-side input signals 41-44 are connected exclusively to the secondary control and monitoring module 40. The following can also be connected to the secondary control and monitoring module 40, individually or in any combination: a signal connection to on-board cooling units, a signal connection to an air conditioning system, a signal connection to a heating control system, a signal connection to components of driver assistance systems, a signal connection to components of the communication electronics or on-board infotainment system, a signal connection to a radio-based vehicle tracking system, optionally assignable additional signal inputs 45, and one or more additional modules 60.

[0033] The primary and secondary control and monitoring modules 30, 40 are each arranged in their own closed, preferably externally sealed housings 30A and 40A, respectively. The communication interface 50 consists of an electrical cable connection according to the CAN standard, which extends between the two housings 30A, 40A. Preferably, the electrical cable connection leads out of one of the housings 30A and 40A and is provided with an electrical contact plug at its other, free cable end. The corresponding mating plug is rigidly attached to the other housing 40A and 30A, respectively. List of Reference Symbols

[0034] 10 electric drive

[0035] 11 Drive motor

[0036] 12 Drive motor

[0037] 13 Vehicle wheel

[0038] 14 vehicle wheel

[0039] 17 gearboxes

[0040] 18 gearboxes

[0041] 20 inverters

[0042] 21 Energy storage, battery

[0043] 22 Energy storage, battery

[0044] 23 Energy storage, battery

[0045] 25a low-voltage connection

[0046] 25b Low-voltage connection

[0047] 25c low-voltage connection

[0048] 25d Low-voltage connection

[0049] 30 primary control and monitoring module

[0050] 30A housing

[0051] 33 Control unit for the functional control of energy storage systems

[0052] 34 Charger

[0053] 36 Oil cooling

[0054] 37 Switch and distribution box

[0055] 38 Signal input speed sensor

[0056] 39 Cooling sensors

[0057] 40 secondary control and monitoring module

[0058] 40A housing

[0059] 41 Input signal accelerator pedal position

[0060] 42 Input signal gear stage

[0061] 43 Brake signal

[0062] 44 signals driver assistance

[0063] 45 additional signal input

[0064] 50 Communication interface

[0065] 60 additional module

Claims

Patent claims 1. Vehicle control system of a vehicle which has electrical systems operating partly in high-voltage and partly in low-voltage mode and an electric drive (10) with at least one electric drive motor (11, 12), with an inverter operating depending on driver input signals (41 - 44). (20) for the high-voltage power control of the at least one drive motor (11, 12), and with a control arrangement in the signal path between the driver-side input signals (41-44) and the inverter (20), wherein the control arrangement is also linked to other electrical systems of the vehicle via signal technology, characterized in that the control arrangement is divided into a primary control module (30) and a secondary control module (40), each designed for low-voltage operation, are spatially separable from each other, and are connected in terms of data technology exclusively via a separable communication interface (50).

2. Vehicle control system according to claim 1, characterized in that the electric drive (10) has a first electric drive motor (11) for a drive exclusively on one side of the vehicle and a second electric drive motor (12) for a drive exclusively on the other side of the vehicle.

3. Vehicle control system according to claim 1 or 2, characterized in that some electrical systems of the vehicle are connected exclusively to the primary control module (30) via signaling, and that other electrical systems of the vehicle are connected exclusively to the secondary control module (40) via signaling.

4. Vehicle control system according to one of claims 1-3, characterized in that the inverter (20) is connected exclusively to the primary control module (30) via signal transmission.

5. Vehicle control system according to one of the preceding claims, characterized in that it comprises a control unit (33) for the charging control of energy storage (21, 22, 23) of the vehicle, wherein the control unit (33) is connected exclusively to the primary control module (30) via signal technology.

6. Vehicle control system according to claim 5, characterized in that a signal line to the control unit (33) for controlling the energy storage devices (21, 22, 23), and / or a signal line to a charger (34) for charging the energy storage devices (21, 22, 23), and / or a signal line to an oil cooling system (36) of the drive motor (11, 12), and / or a signal line to a switching and distribution box (37) comprising electrical switching components, in particular relays and contactors, and / or a signal line to a cooling sensor system (39) for detecting temperatures on the electric drive or on its components are connected exclusively to the primary control and monitoring module (30).

7. Vehicle control unit according to one of the preceding claims, characterized in that only the secondary control and monitoring module (40) is connected. Signal inputs for the driver-side input signals (41 - 44); and / or a signal connection to on-board cooling units, and / or a signal connection to an air conditioning system, and / or a signal connection to a heating control system, and / or a signal connection to components of driver assistance systems, and / or a signal connection to a radio-based vehicle location system, and / or a signal connection to components of the communication electronics, and / or signal connections to one or more additional modules (60).

8. Vehicle control system according to one of the preceding claims, characterized in that the primary control module (30) on the one hand and the secondary control module (40) on the other hand are designed for different operating voltages. Vehicle control system according to one of the preceding claims, characterized in that the primary and secondary control modules (30, 40) are each arranged in a closed housing (30A and 40A, respectively), wherein the communication interface (50) is designed as an electrical cable connection extending between the housings (30A, 40A). Vehicle control system according to claim 9, characterized in that the electrical cable connection leads out of one of the housings (30A, 40A) and is provided at its free cable end with a detachable connector, and that a The mating connector is rigidly attached to the other housing (40A, 30A). Vehicle control unit according to one of the preceding claims, characterized by a digital bus, preferably a CAN connection, as a communication interface (50).

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