METHOD FOR OPERATING AN ELECTRICALLY DRIVABLE MOTOR VEHICLE AND A DEVICE THEREFOR

Abstract

The invention relates to a method for operating an electrically drivable motor vehicle. A triggering signal for a pyrotechnic separating element is determined and output with application of a triggering criterion to a received respective electrical signal and/or at least three detected measured values by a microcontroller. A detection unit, two interfaces, and the separating element are electrically coupled to one another centrally via the microcontroller. Depending on the received triggering signal, at least one electrical connecting element is disconnected by the separating element.

Claims

1. A method for operating an electrically drivable motor vehicle, comprising the following steps: receiving a respective electrical signal by two interfaces integrated into a housing of a device, wherein a first of the interfaces is designed as a high-voltage interface for an electrical energy accumulator and a second of the interfaces is designed as a low-voltage interface for at least one external control unit; detecting at least three electrical measured values by a detection unit arranged inside the housing, which are correlated with a current through the detection unit, wherein the three measured values comprise a measured value of a current strength as a first measured value and a measured value of a voltage as a second measured value and a measured value of an insulation resistance as a third measured value; determining a triggering signal for a pyrotechnic separating element with application of a triggering criterion to the respective electrical signal received from at least one of the external control units and/or the at least three detected measured values by a microcontroller arranged inside the housing, wherein the detection unit, the interfaces, and the pyrotechnic separating element are coupled to one another centrally via the microcontroller; if the received respective electrical signal and/or at least one of the detected measured values meets the triggering criterion, outputting the triggering signal by the microcontroller for triggering the pyrotechnic separating element; and disconnecting the at least one electrical connecting element by the pyrotechnic separating element due to the triggering signal.

2. The method as claimed in claim 1, wherein the respective electrical signal is received by the microcontroller at the second interface via a vehicle bus, in particular a CAN bus, and at least one of the measured values and/or the triggering signal is transmitted to the at least one external control unit and/or the separating element.

3. The method as claimed in claim 1, wherein the respective electrical signal is received from the at least one external control unit designed as a battery control unit and/or as an airbag control unit.

4. The method as claimed in claim 3, wherein the respective electrical signal received from the airbag control unit is taken into consideration when monitoring an ignition line of an airbag by an ignition circuit simulation arranged inside the housing.

5. The method as claimed in claim 1, wherein a limiting value and/or a limiting value characteristic curve is taken into consideration in a configuration of the triggering criterion, wherein the limiting value and/or the limiting value characteristic curve is predetermined by a component and/or a storage unit.

6. The method as claimed in claim 1, wherein the first measured value is determined by a current measuring sensor, in particular a Hall probe, and/or a current measuring resistor, in particular a shunt, wherein the current measuring sensor and/or the current measuring resistor is arranged on a busbar.

7. The method as claimed in claim 6, wherein the triggering signal is transmitted to an ignition circuit of the separating element integrated into the housing and then the separating element is triggered by the ignition circuit, wherein upon triggering of the separating element, the at least one electrical connecting element is irreversibly disconnected by the separating element arranged on the busbar and/or via the low-voltage interface on an outside of the housing.

8. The method as claimed in claim 1, wherein the second measured value is detected by multiple electrical connecting elements, wherein a high voltage of the electrical energy accumulator designed as a high-voltage battery is received by the second measured value.

9. The method as claimed in claim 1, wherein an insulation test of the electrical energy accumulator with respect to a vehicle body of the motor vehicle is carried out on the basis of the third measured value.

10. A device for operating an electrically drivable motor vehicle, comprising: a housing having a microcontroller for determining and outputting a triggering signal for a pyrotechnic separating element, having a detection unit for detecting at least three measured values, and having two integrated interfaces for receiving an electrical signal, wherein the detection unit, the interfaces, and the separating element are electrically coupled to one another centrally via the microcontroller.

11. The method as claimed in claim 2, wherein the respective electrical signal is received from the at least one external control unit designed as a battery control unit and/or as an airbag control unit.

12. The method as claimed in claim 2, wherein a limiting value and/or a limiting value characteristic curve is taken into consideration in a configuration of the triggering criterion, wherein the limiting value and/or the limiting value characteristic curve is predetermined by a component and/or a storage unit.

13. The method as claimed in claim 3, wherein a limiting value and/or a limiting value characteristic curve is taken into consideration in a configuration of the triggering criterion, wherein the limiting value and/or the limiting value characteristic curve is predetermined by a component and/or a storage unit.

14. The method as claimed in claim 4, wherein a limiting value and/or a limiting value characteristic curve is taken into consideration in a configuration of the triggering criterion, wherein the limiting value and/or the limiting value characteristic curve is predetermined by a component and/or a storage unit.

15. The method as claimed in claim 2, wherein the first measured value is determined by a current measuring sensor, in particular a Hall probe, and/or a current measuring resistor, in particular a shunt, wherein the current measuring sensor and/or the current measuring resistor is arranged on a busbar.

16. The method as claimed in claim 3, wherein the first measured value is determined by a current measuring sensor, in particular a Hall probe, and/or a current measuring resistor, in particular a shunt, wherein the current measuring sensor and/or the current measuring resistor is arranged on a busbar.

17. The method as claimed in claim 4, wherein the first measured value is determined by a current measuring sensor, in particular a Hall probe, and/or a current measuring resistor, in particular a shunt, wherein the current measuring sensor and/or the current measuring resistor is arranged on a busbar.

18. The method as claimed in claim 5, wherein the first measured value is determined by a current measuring sensor, in particular a Hall probe, and/or a current measuring resistor, in particular a shunt, wherein the current measuring sensor and/or the current measuring resistor is arranged on a busbar.

19. The method as claimed in claim 2, wherein the second measured value is detected by multiple electrical connecting elements, wherein a high voltage of the electrical energy accumulator designed as a high-voltage battery is received by the second measured value.

20. The method as claimed in claim 3, wherein the second measured value is detected by multiple electrical connecting elements, wherein a high voltage of the electrical energy accumulator designed as a high-voltage battery is received by the second measured value.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Exemplary embodiments of the invention are described hereinafter. In the figures:

[0030] FIG. 1 schematically shows a sequence of a method for operating an electrically drivable motor vehicle;

[0031] FIG. 2 schematically shows a device having a separating element arranged on an outside of the housing; and

[0032] FIG. 3 schematically shows the device having the separating element arranged inside the housing on a busbar.

DETAILED DESCRIPTION

[0033] The exemplary embodiments explained hereinafter are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention to be considered independently of one another, which each also refine the invention independently of one another. Therefore, the disclosure is intended to include combinations of the features of the embodiments other than those shown. Furthermore, the described embodiments can also be supplemented by further features of the invention that have already been described.

[0034] In the figures, the same reference numerals designate elements that have the same function.

[0035] An exemplary embodiment of a method for operating an electrically drivable motor vehicle 10 is shown in FIG. 1, wherein the motor vehicle 10 comprises a device 12 shown in FIG. 2 and FIG. 3. The motor vehicle 10 (not shown) forms an environment for the device 12. The device 12 can comprise a microcontroller 14, two interfaces 16, 18, and a detection unit 20, wherein the detection unit 20, the interfaces 16, 18, and a separating element 54 can be electrically coupled to one another centrally via the microcontroller 14 via at least one electrical connecting element 22. The microcontroller 14 and the detection unit 20 can be arranged here inside a dustproof and/or drip-proof housing 23 of the device 12 and the two interfaces 16, 18 can be integrated into the housing 23.

[0036] In a first step 51 of the method, a respective electrical signal 24, 26 can be received by means of the two interfaces 16, 18. A first of the interfaces 16, 18 can be designed as a high-voltage interface 16 for an electrical energy accumulator 28 and a second of the interfaces 16, 18 can be designed as a low-voltage interface 18 for at least one external control unit 30, 32. The at least one external control unit 30, 32 can be designed, for example, as a battery control unit 30 and/or as an airbag control unit 32. For example, the electrical signal 24, 26 can be a control signal 24 of the at least one control unit 30, 32 or a current signal 26 characterizing a a charge level of the energy accumulator 28.

[0037] In a second step S2 of the method, at least three electrical measured values 34, 36, 38 can be detected by means of the detection unit 20, wherein the at least three electrical measured values 34, 36, 38 are correlated with a current by the detection unit 20. The at least three measured values 34, 36, 38 can comprise here a measured value of a current strength as a first measured value 34, a measured value of a voltage as a second measured value 36, and a measured value of an insulation resistance as a third measured value 38. As shown in FIG. 1, the detection unit 20 can comprise a current measuring resistor 40, in particular a shunt, which is arranged on a busbar 42 of the device 12, for detecting the first measured value 34. Alternatively, the first measured value 34, as shown in FIG. 2, can be detected with the aid of a current measuring sensor 44 are arranged on the busbar 42, in particular a Hall probe. Alternatively, the first measured value 34 can be detected with the aid of the detection unit 20 (not shown) having the current measuring resistor 40 and the current measuring sensor 44. For example, the second measured value 36 can be detected on the basis of the received current signal 26 by means of the at least one first connecting element 22, which is designed in the present case as multiple electrical connecting elements 22 connected in parallel. Alternatively or additionally, at least some of the connecting elements 22 can be connected in series. In this case, a high voltage for the electrical energy accumulator 28 designed as a high-voltage battery can be described by means of the second measured value 36. Alternatively or additionally, an electrical voltage of at least one further component, for example, the separating element 54, can be detected by means of the second measured value 36. Alternatively or additionally, the third measured value 38 can be determined on the basis of the received current signal 26, by means of which an insulation test of the electrical energy accumulator 28 with respect to a vehicle body of the motor vehicle 10 (not shown) can be carried out.

[0038] In a third step S3 of the method, a triggering signal 46 is determined with application of a triggering criterion 48 to the received respective electrical signal 24, 26 and/or one of the at least three detected measured values 34, 36, 38 by means of the microcontroller 14. When the triggering criterion 48 is specified, a limiting value, i.e., a predetermined threshold value, and/or a limiting value characteristic curve, i.e., a dependence of two physical variables, can be taken into consideration, wherein the limiting value and/or the limiting value characteristic curve is specified by a component 50 and/or a storage unit 52. For this purpose, for example, the microcontroller 14 can comprise the component 50, such as a comparator, and/or the storage unit 52, such as program code simulating a function of the comparator. If the received respective electrical signal 24, 26 and/or one of the measured values 34, 36, 38 meets the triggering criterion 48, in a fourth step S4 of the method, a triggering signal 46 for a pyrotechnic separating element 54 is output by means of the microcontroller 14, as schematically indicated in a joint illustration of steps S3 and S4 in FIG. 1.

[0039] In a subsequent fifth step S5 of the method, the at least one electrical connecting element 22, for example the busbar 42 and/or a power line, can be disconnected in dependence on the received triggering signal 46 by means of the pyrotechnic separating element 54. The triggering signal 46 can be detected by an ignition circuit 56 which switches the separating element 54, wherein the ignition circuit 56 is arranged inside the housing 23 of the device 12. The separating element 54 can be arranged on the busbar 42 (see FIG. 3) and/or via the low-voltage interface 18 on an outside 58 of the housing 23 (FIG. 2). Furthermore, the separating element 54 can comprise a propellant charge, in particular a squib, which is designed to interrupt, i.e., to short-circuit, the at least one connecting element 22, for example, to the energy accumulator 28, upon activation by means of the received triggering signal 46, i.e., upon ignition.

[0040] Furthermore, the respective electrical signal 24, 26 can be received by the microcontroller 14 at the second of the interfaces 16, 18, i.e., at the low-voltage interface 18, via a vehicle bus 60, in particular a CAN bus, and at least one of the measured values 34, 36, 38 and/or the triggering signal 46 can be transmitted to the at least one external control unit 30, 32 and/or the separating element 54. For this purpose, the electrical signal 24, 26 transmitted by the airbag control unit 32 can be taken into consideration by the microcontroller 14 when monitoring an ignition line by means of an ignition circuit simulation 62, wherein a simulated squib is simulated to detect the respective electrical signal 24, 26 designed as an ignition signal. Communication between the battery control unit 30 and the microcontroller 14 can be implemented via a communication unit 64 of the device 12.

[0041] The device 12 shown in FIG. 2 and FIG. 3 for operating an electrically drivable motor vehicle 10 can thus comprise the housing 23 having the microcontroller 14 for determining and outputting the triggering signal 46 for the pyrotechnic separating element 54, having the detection unit 20 for detecting the at least three measured values 34, 36, 38, and having two integrated interfaces 16, 18 for receiving the respective electrical signal 24, 26. The detection unit 20, the interfaces 16, 18, and the separating element 54 can be electrically coupled to one another centrally via the microcontroller 14. The microcontroller 14 can be configured to carry out the above-described method.

[0042] Presently, energy accumulators 28, in particular designed as HV energy accumulators, comprise multiple electronic componentsthe detection unit, the battery control unit 30, and the separating element 54which can perform various functions. These functions can be necessary for safe operation of the electrically drivable motor vehicle 10 and/or safe switching off of the energy accumulator 28 in case of fault. The current, in particular the current strength and the insulation resistance, is measured by means of a current sensor (detection unit 20). Low requirements with respect to functional safety can be placed here, for example, a safety requirement level (Automotive Safety Integrity Level) less than or equal to level B. Due to the low safety requirement level, the component 50, like the current measuring sensor 44 and/or the current measuring resistor 40, can be formed redundantly, for example, doubled or tripled. Furthermore, it can be necessary to combine different technologies with one another, for example Hall probes and shunts. By means of a battery controller (battery control unit 30), the ignition circuit simulation 62, i.e., a simulation of the squib can be implemented for detecting ignition signals of the airbag controller (airbag control unit 32) and thereupon opening of main contactors. Furthermore, the battery control unit 30 can be configured to measure the insulation resistance and can comprise the ignition circuit 56 for the pyrotechnic separating element 54. In addition, the battery control unit 30 can comprise high-voltage and low-voltage components combined on a circuit board, wherein a combination increases a price of the battery control unit 30, i.e., makes it more expensive. The pyrotechnic separating element 54 can be configured to disconnect the HV battery (energy accumulator 28) from a high-voltage system upon triggering. Activation of the separating element 54 can only take place via the airbag control unit 32 (airbag ECU or airbag electronic control unit) and the triggering signal 46 transmitted via an ignition line in the event of a crash, i.e., an accident. However, the separating element 54 is not ignited in the event of overcurrent.

[0043] In other concepts, for example a modular electric drive kit (or MEB) from Volkswagen or Tesla Model 3, a fuse can be implemented by a combination of the current sensor (detection unit 20) and the pyrotechnic separating element 54. The measured current can be monitored by the battery control unit 30 (battery SG or battery controller) and the separating element 54 is ignited via the battery control unit 30 if a current threshold is exceeded. In addition, the separating element can be ignited in the event of the accident (crash) at least partially via the ignition signal of the airbag control unit 32 (airbag SG or airbag controller). This can place high demands with respect to the functional reliability, for example, a current measurement and/or shutdown of the current requires the safety requirement level D, which can be necessary due to an increased energy density of cells, in particular of battery cells.

[0044] A disadvantage of the prior art is that safety-critical functions of the energy accumulator 28 can be distributed to various components (detection unit 20, battery control unit 30, and separating element 54), wherein it can be necessary for the components 20, 32, 54 to communicate with one another, and for these components to be interconnected via lines (connecting element 22). This can result in an increased design effort, for example due to HV potentials, i.e. high-voltage potentials, on a circuit board, for measuring the current and/or the insulation resistance. Furthermore, a complex coordination of the various components 20, 30, 54 designed as high-voltage components with one another may be necessary and cause unintended redundancies in the system.

[0045] The invention is based on the insight of implementing the functions of the current measurement, a voltage measurement via multiple channels, for example, a battery voltage and/or an intermediate circuit voltage, the insulation resistance measurement, the ignition circuit simulation 62, and the ignition circuit 56 for a pyrotechnic separating element 54 in a common sensor safety module (device 12). This module (device 12) can communicate with the centrally formed battery control unit 30 (BMS or battery management system) of the energy accumulator 28 or other controllers, for example, the microcontroller 14 and/or the airbag control unit 32, via the vehicle bus 60, in particular the CAN bus, to transmit measured values 34, 36, 38 and/or diagnostic data, for example, the respective electrical signal 24, 26, and/or to ignite the separating element 54 in response to a received message (triggering signal 46). The separating element 54 and the sensor module (detection unit 20) can be installed here in, i.e., inside the housing 23 of the device 12. The separating element 54 and the sensor module (detection unit 20) can be arranged on a shared busbar (busbar 42), wherein the shunt for current measurement and a disconnecting point for the separating element 54 can be integrated into the busbar. The module (detection unit 20) can take over the function of the fuse together with the separating element 54, in that it measures the current and if a threshold (limiting value and/or limiting value characteristic curve), which can be parameterized and is based on hardware or software, is exceeded, it ignites the separating element 54. Furthermore, the module (device 12) can monitor the ignition line of the airbag SG (airbag control unit 32) via the ignition circuit simulation 62 and can ignite the separating element 54 if the ignition signal is detected (triggering signal 46).

[0046] This has the advantage that safety-critical functions for operating and/or shutting down the energy accumulator 28 can be unified on one component, i.e., inside the device 12, without creating a need for communication between multiple components 20, 30, 54. As a result, high requirements for the functional reliability can be implemented more easily, since a smaller number of participating components 20, 30, 54 can be implemented and there may be a lower need for communication. Furthermore, by means of a combination of the functions in one module (device 12), the operation and/or the shutdown of the energy accumulator 28 can be implemented faster and/or more flexibly, in particular in the case of safety-critical and/or time-critical functions, such as an evaluation of the respective electrical signal 24, 26 and/or the activation of the ignition circuit 56, for example, within 1-2 ms. In addition, an overcurrent threshold (limiting value and/or limiting value characteristic curve) can be adjusted flexibly, for example, by means of software, which is not possible with fuses. Furthermore, the use of materials can be reduced and/or a loss due to contact resistances can be reduced or avoided with the shared busbar (busbar 42) for the detection unit 20 and separating element 54. Alternatively or additionally, the shunt can be embodied in such a way that it comprises a weak point in the busbar (busbar 42) and thus the separating point for the separating element 54.

[0047] All functions that require special measures due to the HV potentials, for example, air and creepage distances, are unified on the circuit board, so that cost and/or installation space advantages result in comparison to an implementation on distributed circuit boards. Expenditures for implementing functional reliability, for example, hardware (component 50) having special requirements and/or complex development and/or release processes occur for only one of the components, the common device 12, so that further cost advantages result. Furthermore, the complexity of the HV system can be reduced and unintentional and/or unnecessary redundancies can be avoided.

[0048] The measurement of the current via the shunt, the measurement of the HV voltage via multiple channels, and the measurement of the insulation resistance between the respective HV potentials and a vehicle ground can be implemented here by means of the device 12. Furthermore, if the parameterizable current threshold (limiting value and/or limiting value characteristic curve) is exceeded, which is specified by the software and/or the hardware, the separating element 54 can be ignited via the ignition circuit 56 if the ignition signal (triggering signal 46) is detected. In addition, the separating element 54 can be ignited in the course of monitoring of the ignition line of the airbag SG (airbag control unit 32) and/or via the control unit 24 of the BMC (battery control unit 30). Furthermore, all relevant signals (measured values 34, 36, 38 and/or the respective electrical signal 24, 26) can be transmitted to the BMC (battery control unit 30).

[0049] All functions can be integrated into the device 12, wherein the device 12 can comprise the circuit board having electronic components (detection unit 20, communication unit 64 for the battery control unit 30, ignition circuit 56 of the separating element 54, ignition circuit simulation 62 for the airbag control unit 32) and the housing 23. The detection unit 20 can be designed as a shunt arranged on the busbar 42 (busbar). Furthermore, the device 12 has the two interfaces 16, 18 (plug-in interfaces), i.e., the high-voltage interface (HV plug-in interface) 16 and the low-voltage interface (LV plug-in interface) 18.

[0050] Overall, the examples show how the invention can provide an intelligent HV sensor system (detection unit 20) and and HV pyrotechnic disconnection (separating element 54) for the EV energy accumulator (energy accumulator 28).