Vehicle module for an inductive charging system, method for operating the vehicle module, and inductive charging system

Abstract

The invention relates to a vehicle module CPM for an inductive vehicle charging system, the vehicle module CPM having a first direct-voltage output GA1 and a second direct-voltage output GA2 for connecting a battery, in particular a high-voltage battery. The vehicle module CPM is characterized in that a controllable switching device is connected upstream of the direct-voltage outputs GA1, GA2, the switching device has a first direct-voltage input GE1 and a second direct-voltage input GE2, in the controllable switching device an electrical connection between the first direct-voltage input GE1 and the first direct-voltage output GA1 can be controlled by means of a first controllable switch S1 and an electrical connection between the second direct-voltage input GE2 and the second direct-voltage output GA2 can be controlled by means of a second controllable switch S2, and the first switch S1 and the second switch S2 are controlled by a control unit, and a first diode D1 is connected, in parallel with the first controllable switch S1, between the first direct-voltage input GE1 and the first direct-voltage output GA1 for conducting from GE1 to GA1 and blocking from GA1 to GE1 or can be switched as a bypass of the switch S1.

Description

[0001] Vehicle module for an inductive charging system, method for operating the

[0002] Vehicle module and inductive charging system

[0003] The invention relates to a vehicle module (CPM) for an inductive vehicle charging system, wherein energy can be inductively transferred from a ground module (GPM) to the vehicle module (CPM) and / or vice versa. The invention further relates to a vehicle with such a vehicle module (CPM), a method for operating the vehicle module (CPM), and an inductive charging system with such a vehicle module (CPM).

[0004] Inductive vehicle charging systems are generally used for the inductive charging of an energy storage device in a vehicle. A magnetic field is generated by a first coil (primary coil) in a ground pad module (GPM), which induces a current in a second coil (secondary coil) of an adjacent car pad module (CPM). This current can then be used to charge the vehicle's electrical energy storage device.

[0005] The ground module (GPM) is typically fixed in place on the ground. The vehicle module (CPM) is typically mounted on the underbody of a vehicle. This installation position of the vehicle module (CPM) has disadvantages. This position exposes the vehicle module (CPM) to the ground, meaning that, for example, objects can penetrate the CPM during vehicle operation, or the CPM can be damaged by ground contact. Furthermore, in this installation position, the vehicle module (CPM) is exposed to increased contamination and the risk of water ingress.

[0006] The vehicle module CPM remains connected to the vehicle's electrical energy storage system, which is typically a high-voltage battery. Therefore, damage to the vehicle module CPM poses a risk of high-voltage flashovers and / or endangering any living being that comes into contact with high-voltage conductive parts of the vehicle.

[0007] Every high-voltage component typically has an EMC filter. This EMC filter can be excited into resonance by other high-voltage components and thereby potentially destroyed. The object of the invention is to provide a generic vehicle module (CPM) for an inductive vehicle charging system that at least reduces the aforementioned risks.

[0008] The invention is based on the idea that it is advantageous from a safety perspective to disconnect the vehicle module CPM from the vehicle's high-voltage network during the operational ferry operation of the vehicle in question (i.e., ferry operation outside of inductive charging processes). The high-voltage components of the vehicle module CPM thus do not carry high voltage during operational ferry operation. The present invention provides a circuit implementation for this purpose.

[0009] The invention is defined by the features of the independent claims. Advantageous further developments and embodiments are the subject of the dependent claims. Further features, applications, and advantages of the invention will become apparent from the following description and the explanation of exemplary embodiments of the invention illustrated in the figures.

[0010] A first aspect of the invention relates to a vehicle module CPM for an inductive vehicle charging system, wherein energy can be inductively transferred from a ground module GPM to the vehicle module CPM and / or vice versa, and the vehicle module CPM has a first DC voltage output GA1 and a second DC voltage output GA2 for connecting a battery, in particular a high-voltage battery.

[0011] The proposed vehicle module CPM is characterized in that a controllable switching device is connected upstream of the DC voltage outputs GA1 and GA2, wherein the switching device has a first DC voltage input GE1 and a second DC voltage input GE2; in the controllable switching device, an electrical connection between the first DC voltage input GE1 and the first DC voltage output GA1 can be controlled by means of a first controllable switch S1, and an electrical connection between the second DC voltage input GE2 and the second DC voltage output GA2 can be controlled by means of a second controllable switch S2, and wherein the first switch S1 and the second switch S2 are controlled by a control unit;and in parallel to the first controllable switch S1, a first diode D1 is connected conducting from GE1 to GA1 and blocking from GA1 to GE1 between the first DC voltage input GE1 and the first DC voltage output GA1, or can be switched as a bypass of the switch S1.

[0012] Thus, with the first switch S1 open and the second switch S2 closed, a current flows through the first diode D1 to the first DC voltage output GA1 only when the voltage difference across the open first switch S1 is essentially zero.

[0013] An advantageous further development of the vehicle module CPM is characterized in that the first controllable switch S1 and the second controllable switch S2 are designed as changeover switches, wherein the switch S1 has an input S1 E1 and two outputs S1 A1 and S1A2 and the switch S2 has an input S2E1 and two outputs S2A1 and S2A2, wherein the input S1 E1 is / are connected to the DC voltage input GE1, the output S1 A1 is connected via a resistor R1 to output S2A1, the output S1 A2 is connected to the DC voltage output GA1, the input S2E1 is connected to the DC voltage input GE2 and the output S2A2 is connected to the DC voltage output GA2.

[0014] An advantageous further development of the vehicle module CPM is characterized in that the first controllable switch S1 and the second controllable switch S2 are designed as changeover switches, wherein the switch S1 has an input S1 E1 and two outputs S1 A1 and S1A2 and the switch S2 has an input S2E1 and two outputs S2A1 and S2A2, wherein the input S1 E1 is connected to the DC voltage input GE1, the output S1 A1 to the output S2A1, the output S1 A2 to the DC voltage output GA1, the input S1 E1 is connected via a resistor R1 to the output S2A1, the input S2E1 to the DC voltage input GE2 and the output S2A2 to the DC voltage output GA2.

[0015] An advantageous further development of the vehicle module CPM is characterized by the fact that a second diode D2 is connected in parallel to the second controllable switch S2, conducting from GE2 to GA2 and blocking from GA2 to GE2, between the second DC voltage input GE2 and the second DC voltage output GA2, or can be switched as a bypass of the switch S2.

[0016] An advantageous further development of the vehicle module CPM is characterized in that the electrical connection between the first diode D1 and the first DC voltage output GA1 can be switched by means of a third controllable switch S3 arranged between them. An advantageous further development of the vehicle module CPM is characterized in that the electrical connection between the second diode D2 and the second DC voltage output GA2 can be switched by means of a fourth controllable switch S4 arranged between them.

[0017] An advantageous further development of the vehicle module CPM is characterized by the fact that a resistor R2 is connected between the second diode D2 and the controllable switch S4.

[0018] An advantageous further development of the vehicle module CPM is characterized by the fact that the first controllable switch S1 and the second controllable switch S2 and, if present, the third switch S3 and, if present, the fourth switch S4 are designed as relays and / or contactors.

[0019] An advantageous further development of the vehicle module CPM is characterized by the fact that the first controllable switch S1 and the second controllable switch S2 and, if present, the third switch S3 and, if present, the fourth switch S4 are designed as on-off switches.

[0020] An advantageous further development of the vehicle module CPM is characterized by the fact that the resistor R1 and / or the resistor R2 is / are an ohmic resistor and / or a PTC resistor and / or a circuit consisting of at least one semiconductor in combination with an ohmic resistor and / or a PTC resistor.

[0021] An advantageous further development of the vehicle module CPM is characterized by the fact that the control unit includes a voltage sensor which detects an electrical voltage U1 between the first DC voltage input GE1 and the second DC voltage input GE2 of the switching device, and the control unit is designed and configured in such a way that the switches S1 and S2, and if present, the third switch S3, and if present, the fourth switch S4 are controlled depending on the voltage U1 and / or its first time derivative dU1 / dt.

[0022] An advantageous further development of the vehicle module CPM is characterized by the fact that the control unit includes a current sensor which determines a current ID1 through the diode D1 and the control unit is designed and configured in such a way that the switches S1 and S2, and if present, the third switch S3, and if present, the fourth switch S4 are controlled depending on the current ID1 and / or its first time derivative dlD1 / dt.

[0023] An advantageous further development of the vehicle module CPM is characterized by the fact that the control unit includes a current sensor which determines a current IS1 through the first switch S1 and the control unit is designed and configured in such a way that the switches S1 and S2, and if present, the third switch S3, and if present, the fourth switch S4 are controlled depending on the current IS1 and / or its first time derivative dlS1 / dt.

[0024] An advantageous further development of the vehicle module CPM is characterized by the fact that the control unit includes a current sensor which determines a current IS2 through the second switch S2 and the control unit is designed and configured in such a way that the switches S1 and S2, and if present, the third switch S3, and if present, the fourth switch S4 are controlled depending on the current IS2 and / or its first time derivative dlS2 / dt.

[0025] Another aspect of the invention relates to a vehicle that has a vehicle module CPM, as described above.

[0026] An advantageous further development of the vehicle is characterized by the fact that the control unit has an interface at which the current driving mode and / or vehicle state of the vehicle is provided, and the control unit is designed and configured such that switches S1 and S2, and, if present, the third switch S3, and, if present, the fourth switch S4, are controlled depending on the current driving mode and / or vehicle state. The terms "driving mode" and "vehicle state" are used broadly here; they include, in particular, a first class of driving modes / vehicle states that are not related to an inductive charging process of the vehicle, and a second class of driving modes / vehicle states that are related to an inductive charging process of the vehicle.

[0027] Advantageously, the control unit will control switches S1 and S2, and if present, the third switch S3, and if present, the fourth switch S4, such that when a first-class driving mode / vehicle state is present, the vehicle module CPM is disconnected from the vehicle's high-voltage network, in particular from the high-voltage battery. A further aspect of the invention relates to an inductive charging system comprising a vehicle module CPM, as described above, and a ground module GPM, wherein energy can be inductively transferred from the ground module GPM to the vehicle module CPM and / or vice versa.

[0028] Another aspect of the invention relates to a method for operating a vehicle module CPM, as described above, comprising the following (successive) steps:

[0029] Open both switches S1 and S2;

[0030] Closing of switch S2; inductive transfer of energy from the ground module GPM to the vehicle module CPM, resulting in the provision of electrical energy in the vehicle module CPM and the build-up of voltage between the first GE1 and second GE2 DC inputs, provided that at least one of the following conditions is met: closing of the first switch S1:

[0031] - the voltage U1 is equal to the target voltage of the battery,

[0032] - the first time derivative dU1 / dt is equal to or approximately zero,

[0033] - The current ID1 exceeds a predefined limit GW.

[0034] Another aspect of the invention relates to a method for operating a vehicle module CPM, as described above, comprising the following (successive) steps: o closing switches S3 and S4; o closing switch S2; o initiating an inductive transfer of energy from the ground module GPM to the vehicle module CPM, which leads to the provision of electrical energy in the vehicle module CPM and to a voltage build-up between the first DC voltage input GE1 and the second DC voltage input GE2, o provided that at least one of the following conditions is met, closing the first switch S1: either the voltage U1 is equal to a target voltage of the battery, or the first time derivative dU1 / dt is equal to or approximately zero, or current ID1 exceeds a predetermined limit GWIDI, or current IS2 exceeds a predetermined limit;and determine whether the first switch S1 is closed; if so, open switches S3 and S4, and perform a battery charging process.

[0035] Advantageously, after the battery charging process is complete, switches S1 or S2, or S1 and S2, are opened.

[0036] Advantageously, the aforementioned voltage and / or current measurements (U1 , ID1 , IS1 , IS2) are used in the proposed vehicle module CPM for diagnostic purposes as follows.

[0037] Advantageously, based on the determined voltage U1 and the specified target voltage of the battery, the switching behavior or switching state of switches S2 and S3 and / or a fault of diode D1 is determined as follows: if the specified target voltage of the battery is not reached, i.e., if the voltage U1 is greater than the target voltage, then it follows that switch S2 is not closed or switch S3 is not closed or diode D1 is not conducting, i.e., it is defective.

[0038] Advantageously, the determined switching state of switches S2 and S3 and / or a determined fault of diode D1 is output.

[0039] A corresponding diagnostic procedure for the proposed vehicle module CPM includes the following steps:

[0040] Specifying the target voltage of the battery

[0041] Determining the voltage U1

[0042] Comparing the target voltage with the voltage U1, if the voltage U1 is greater than the target voltage, outputs an error message.

[0043] The measured current IS1 is advantageously used to check whether switch S1 is closed. If the current IS1 is less than a predefined limit, it can be deduced that switch S1 is not closed. Advantageously, the limit is chosen to be less than or equal to 1 A.

[0044] Advantageously, the measured current ID1 is used to check for a pre-charge, i.e., in particular whether the diode D1 is intact and the switches S2 and S3 are closed.

[0045] The measured current IS2 is advantageously used to check whether the switch S2 is closed.

[0046] Further advantages, features, and details will become apparent from the following description, in which – possibly with reference to the drawing – at least one embodiment is described in detail. Identical, similar, and / or functionally equivalent parts are marked with the same reference numerals.

[0047] They show:

[0048] Fig. 1 shows a circuit implemented in a vehicle module CPM according to the invention.

[0049] Fig. 2 shows a highly schematic process flow of a method for operating the vehicle module CPM according to Fig. 1.

[0050] Fig. 1 shows a circuit implemented in a vehicle module CPM according to the invention for an inductive vehicle charging system. The vehicle charging system is fundamentally designed and configured to inductively transfer energy from a ground module GPM to a secondary coil of the vehicle module CPM (not shown) via a first primary coil. The vehicle module CPM has a first DC voltage output GA1 and a second DC voltage output GA2 for connecting a high-voltage battery HV-BATT.

[0051] A controllable switching device is connected upstream of the DC voltage outputs GA1 and GA2, the switching device having a first DC voltage input GE1 and a second DC voltage input GE2.

[0052] In the controllable switching device, an electrical connection between the first DC voltage input GE1 and the first DC voltage output GA1 can be controlled / switched by means of a first controllable switch S1, and an electrical connection between the second DC voltage input GE2 and the second DC voltage output GA2 can be controlled / switched by means of a second controllable switch S2, wherein the first switch S1 and the second switch S2 are controlled by a control unit (not shown).Parallel to the first controllable switch S1, a first diode D1 is connected in a conducting direction from GE1 to GA1 and in a blocking direction from GA1 to GE1 between the first DC voltage input GE1 and the first DC voltage output GA1. This connection can be switched by means of switch S3 to bypass switch S1, so that when the first switch S1 is open and the second switch S2 is closed, a current flows through the first diode D1 to the first DC voltage output GA1 only when the voltage difference across the open first switch S1 is essentially zero.

[0053] The first controllable switch S1 and the second controllable switch S2 are configured as changeover switches, with switch S1 having one input S1E1 and two outputs S1A1 and S1A2, and switch S2 having one input S2E1 and two outputs S2A1 and S2A2. Input S1E1 is connected to the DC input GE1, output S1A1 is connected via a resistor R1 to output S2A1, output S1A2 to the DC output GA1, input S2E1 to the DC input GE2, and output S2A2 to the DC output GA2. Resistor R1 serves, in particular, to discharge the capacitor Cx1.

[0054] Parallel to the second controllable switch S2, a second diode D2 is connected in a conducting direction from GE2 to GA2 and in a blocking direction from GA2 to GE2 between the second DC voltage input GE2 and the second DC voltage output GA2, by means of switch S4, as a bypass of switch S2.

[0055] A resistor R2 is connected between the second diode D2 and the controllable switch S4.

[0056] The control unit (not shown) includes a voltage sensor that detects an electrical voltage U1 between the first DC voltage input GE1 and the second DC voltage input GE2 of the switching device. The control unit (not shown) is designed and configured such that the switches S1, S2, S3, and S4 are controlled depending on the voltage U1 currently detected by the voltage sensor and / or on its first time derivative dU1 / dt.

[0057] The control unit further includes a current sensor that detects a current ID1 through diode D1. The control unit is further configured and set up such that switches S1, S2, D3, and S4 are controlled depending on the currently detected current ID1 and / or its first time derivative dlD1 / dt. Finally, the control unit includes a current sensor that detects a current IS2 through the second switch S2. The control unit is further configured and set up such that switches S1, S2, S3, and S4 are controlled depending on the currently detected current IS2 and / or its first time derivative dlS2 / dt.

[0058] Switch S3 disconnects diode D1, thus enabling all-pole electrical isolation. Switch S4 allows switch S2 to be switched without voltage. Resistor R2 limits the switching current through switch S4. Resistor R1 can be a resistor, a PTC resistor, or a semiconductor circuit in combination with a resistor and / or PTC resistor.

[0059] Fig. 2 shows a highly schematic process flow of a method for operating the vehicle module CPM according to Fig. 1.

[0060] In the initial state for the following procedure, the vehicle module is disconnected from the vehicle's high-voltage battery. Therefore, the vehicle module does not exhibit high voltage.

[0061] The procedure for preparing an inductive charging process from the described initial state comprises the following successive steps.

[0062] In step 201, switches S3 and S4 are closed. Switch S4 can be closed before or simultaneously with S3. In step 202, switch S2 is closed.

[0063] For diagnostic purposes, it is advantageous to monitor the voltage U1. If the voltage U1 rises, it can be concluded that switch S1 is defective or that switch S1 is in the switching state S1 A2, although it should be in the switching state S1A1. In this case, a warning is advantageously generated and displayed.

[0064] In step 203, the inductive transfer of energy from the ground module GPM to the vehicle module CPM begins. This provides electrical energy to the vehicle module CPM, resulting in a voltage build-up between the first DC input GE1 and the second DC input GE2, thereby charging the capacitor Cx1. In step 204, the switch S1 closes if at least one of the following conditions is met: o the voltage U1 is equal to a target battery voltage, o the first time derivative dU1 / dt is equal to or approximately zero, o the current ID1 exceeds a predefined limit GWIDI, o the current IS2 exceeds a predefined limit.

[0065] The presence of these conditions indicates that the circuit's pre-charging process is complete.

[0066] In step 205, it is determined whether the first switch S1 is closed, e.g. by measuring the current of IS1, and if so, in step 206 switches S3 and S4 are opened. This allows a normal inductive charging process of the vehicle's high-voltage battery HV-BATT to begin.

[0067] If no current IS1 is measured in step 205, it can be concluded that switch S1 has not closed. Advantageously, an error message is issued in this case. Advantageously, further execution of the procedure is stopped in this case. Advantageously, a warning is generated and issued in this case.

[0068] After the charging process of the vehicle's high-voltage battery HV-BATT is complete, switches S1 and S2 are opened in step 207. Opening switches S1 and S2 disconnects the vehicle module CPM from the high-voltage battery HV-BATT, discharging the capacity Cx1 via R1 and thus restoring the initial state of the process before step 201.

[0069] If, in step 207, the capacitor Cx1 does not discharge within a specified time period, it can be concluded that switches S1 and / or S2 are not open and / or resistor R1 is defective. Therefore, it is advantageous to monitor the discharge of capacitor Cx1 by evaluating the voltage U1. If capacitor Cx1 does not discharge within the specified time period, a warning is advantageously generated and displayed.

[0070] Monitoring the discharge of capacity Cx1 after the charging process has ended may also be advantageous for safety reasons to minimize risk in crash situations, for work on the vehicle module CPM, as a safety feature in case of interruption of communication between GPM and CPM and / or in case of a supply interruption from a low-voltage vehicle battery.

[0071] Under normal operating conditions, switches S1 and S2 open after the charging process is complete, causing capacitor Cx1 to discharge through R1 typically in under 5 seconds. This discharge can be diagnosed by evaluating the voltage U1. If, for example, the voltage U1 does not fall below a predefined limit (e.g., 60V safety extra-low voltage) within 5 seconds, a fault is advantageously detected. A warning is then advantageously generated and displayed.

[0072] Although the invention has been further illustrated and explained in detail by means of preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived from them by a person skilled in the art without departing from the scope of protection of the invention. It is therefore clear that a multitude of possible variations exist. It is also clear that the embodiments mentioned as examples are truly only examples and are not to be understood in any way as limiting, for example, the scope of protection, the possible applications, or the configuration of the invention.Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms. With knowledge of the disclosed inventive concept, the person skilled in the art can make numerous modifications, for example, regarding the function or the arrangement of individual elements mentioned in an exemplary embodiment, without leaving the scope of protection defined by the claims and their legal equivalents, such as a further explanation in the description. List of reference numerals.

[0073] 5 201-207 Procedural steps

Claims

Patent claims 1. Vehicle module CPM for an inductive vehicle charging system, wherein energy can be inductively transferred from a ground module GPM to the vehicle module CPM and / or vice versa, and the vehicle module CPM has a first DC voltage output GA1 and a second DC voltage output GA2 for connecting a battery, in particular a high-voltage battery, characterized in that a controllable switching device is connected upstream of the DC voltage outputs GA1 and GA2, wherein the switching device has a first DC voltage input GE1 and a second DC voltage input GE2.In the controllable switching device, an electrical connection between the first DC voltage input GE1 and the first DC voltage output GA1 can be controlled by means of a first controllable switch S1, and an electrical connection between the second DC voltage input GE2 and the second DC voltage output GA2 can be controlled by means of a second controllable switch S2, wherein the first switch S1 and the second switch S2 are controlled by a control unit, and a first diode D1 is connected in parallel to the first controllable switch S1, conducting from GE1 to GA1 and blocking from GA1 to GE1, between the first DC voltage input GE1 and the first DC voltage output GA1, or can be switched as a bypass of the switch S1.

2. Vehicle module CPM according to claim 1, characterized in that the first controllable switch S1 and the second controllable switch S2 are designed as changeover switches, wherein the switch S1 has an input S1 E1 and two outputs S1 A1 and S1 A2, and the switch S2 has an input S2E1 and two outputs S2A1 and S2A2, wherein the input S1 E1 is connected to the DC voltage input GE1, the output S1A1 is connected via a resistor R1 to output S2A1, the output S1 A2 to the DC voltage output GA1, the input S2E1 to the DC voltage input GE2, and the output S2A2 to the DC output GA2 is / are connected.

3. Vehicle module CPM according to claim 1, characterized in that the first controllable switch S1 and the second controllable switch S2 are designed as changeover switches, wherein the switch S1 has an input S1 E1 and two outputs S1 A1 and S1 A2 and the switch S2 has an input S2E1 and two outputs S2A1 and S2A2, wherein the input S1 E1 is connected to the DC voltage input GE1, the output S1 A1 to the output S2A1, the output S1 A2 to the DC voltage output GA1, the input S1 E1 is connected via a resistor R1 to the output S2A1, the input S2E1 to the DC voltage input GE2 and the output S2A2 to the DC voltage output GA2.

4. Vehicle module CPM according to one of claims 1 to 3, characterized in that a second diode D2 is connected in parallel to the second controllable switch S2, conducting from GE2 to GA2 and blocking from GA2 to GE2, between the second DC voltage input GE2 and the second DC voltage output GA2, or can be switched as a bypass of the switch S2.

5. Vehicle module CPM according to one of claims 1 to 4, characterized in that the electrical connection between the first diode D1 and the first DC voltage output GA1 can be switched by means of a third controllable switch S3 arranged in between.

6. Vehicle module CPM according to claim 5, characterized in that the electrical connection between the second diode D2 and the second DC voltage output GA2 can be switched by means of a fourth controllable switch S4 arranged in between.

7. Vehicle module CPM according to one of claims 4 to 6, characterized in that a resistor R2 is connected between the second diode D2 and the controllable switch S4.

8. Vehicle module CPM according to one of claims 1 to 7, characterized in that the first controllable switch S1 and the second controllable switch S2 and, if present, the third switch S3 and, if present The fourth switch S4 is designed as a relay and / or contactor.

9. Vehicle module CPM according to one of claims 1 to 8, characterized in that the control unit comprises a voltage sensor which detects an electrical voltage U1 between the first DC voltage input GE1 and the second DC voltage input GE2 of the switching device and the control unit is designed and configured such that the switches S1 and S2, and if present, the third switch S3, and if present, the fourth switch S4 are controlled depending on the voltage U1 and / or its first time derivative dll1 / dt.

10. Vehicle module CPM according to one of claims 1 to 9, characterized in that the control unit comprises a current sensor which detects a current ID1 through the diode D1 and the control unit is designed and configured such that the switches S1 and S2, and if present, the third switch S3, and if present, the fourth switch S4 are controlled depending on the current ID1 and / or its first time derivative dlD1 / dt.

11. Vehicle module CPM according to one of claims 1 to 10, characterized in that the control unit comprises a current sensor which detects a current ID2 through the diode D2 and the control unit is designed and configured such that the switches S1 and S2, and if present, the third switch S3, and if present, the fourth switch S4 are controlled depending on the current ID2 and / or its first time derivative dI D2 / dt 12. Vehicle module CPM according to one of claims 1 to 11, characterized in that the control unit comprises a current sensor which determines a current IS1 through the first switch S1 and the control unit is designed and configured such that the switches S1 and S2, and if present, the third switch S3, and if present, the fourth switch S4 are controlled depending on the current IS1 and / or its first time derivative dlS1 / dt.

13. Vehicle module CPM according to one of claims 1 to 12, characterized in that the control unit comprises a current sensor which detects a current IS2 through the second switch S2 and the control unit is designed and configured such that the switches S1 and S2, and if present, the third switch S3, and if present, the fourth switch S4 depending on the current IS2 and / or its first time derivative dlS2 / dt.

14. Vehicle with a vehicle module CPM according to one of claims 1 to 13.

15. Inductive charging system comprising a vehicle module CPM according to any one of claims 1 to 14 and a ground module GPM, wherein energy can be inductively transferred from the ground module GPM to the vehicle module CPM and / or vice versa.

16. Method for operating a vehicle module CPM according to any one of claims 1 to 15, comprising the following steps: Open both switches S1 and S2, Closing of switch S2, inductive transfer of energy from the ground module GPM to the vehicle module CPM, resulting in the provision of electrical energy in the vehicle module CPM and the build-up of voltage between the first GE1 and second GE2 DC inputs, provided that at least one of the following conditions is met: closing of the first switch S1: - the voltage U1 is equal to a target voltage of the battery, the first time derivative dll1 / dt is equal to or approximately zero, the current ID1 exceeds a predetermined limit GW.

17. Method for operating a vehicle module CPM with a battery connected thereto, in particular with a high-voltage battery connected thereto, according to any one of claims 6 to 14, comprising the following successive steps: Closing switches S3 and S4, Closing switch S2, Initiation of an inductive transfer of energy from the ground module GPM to the vehicle module CPM, resulting in the provision of electrical energy in the vehicle module CPM and a voltage build-up between the first DC input GE1 and the second DC input GE2, provided that at least one of the following conditions is met: closing of the first switch S1: - the voltage U1 is equal to the target voltage of the battery, The first time derivative dll1 / dt is equal to or approximately zero, the current ID1 exceeds a predefined limit GWIDI , - the current IS2 exceeds a predetermined limit; and determine if the first switch S1 is closed, if so, open switches S3 and S4, and Performing a battery charging process.

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