CN111656203A

CN111656203A - Measuring module for an on-board electrical system and associated on-board electrical system for a vehicle

Info

Publication number: CN111656203A
Application number: CN201980010787.0A
Authority: CN
Inventors: T·朗
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2018-02-01
Filing date: 2019-01-04
Publication date: 2020-09-11
Also published as: EP3746802A1; DE102018201582A1; WO2019149470A1

Abstract

The invention relates to a measuring module (10A) for a vehicle electrical system (1, 1A), comprising: at least one input-side electrical interface (LA1, LA2, KA1) via which the measuring module (10A) can be connected to the vehicle electrical system component (SG); at least one output-side electrical interface (DA, KA2) by means of which the measuring module (10A) can be connected to at least one line (L1, L2) and/or at least one data bus (DB1, DB2) of the cable harness (KB); and at least two measuring elements (S1, S2, V1, V2, I1, I2) which respectively detect the same physical measuring variable redundantly in a standardized manner and output corresponding measuring signals; wherein at least two independent acquisition and calculation units (TuC 1, TuC 2, PuC 1, PuC 2) receive and evaluate and/or process the measurement signals and provide the measurement signals as standardized redundant measurement data; and wherein the independent at least two transmitting and receiving devices (Tx1/Rx2, Tx2/Rx2) redundantly transmit the standardized measurement data to the corresponding on-board electrical system component (SG). The invention further relates to an onboard electrical system (1, 1A) for a vehicle, having at least one such measuring module (10A).

Description

Measuring module for an on-board electrical system and associated on-board electrical system for a vehicle

Technical Field

The invention relates to a measuring module for an on-board electrical system according to the preamble of claim 1. The invention also relates to an on-board electrical system for a vehicle, having such a measuring module.

Background

From the prior art, on-board electrical systems for vehicles are known, which comprise at least one on-board electrical system component, at least one data bus and at least one cable harness. A cable harness typically includes a plurality of wires. The at least one electrical system component is designed, for example, as a control unit, a distributor, a load, an energy store, etc. Additionally, at least one of the onboard electrical system components may have a semiconductor power switch with an integrated temperature measurer. The temperature in the control unit or the vehicle electrical system component can thus be measured directly on the circuit board, preferably on the temperature-sensitive electronic components.

In known on-board electrical systems, electrical system components from different manufacturers are usually installed, which use different measuring elements for measuring temperature, current and voltage, respectively. The measurement signals are then evaluated separately again using a manufacturer-specific algorithm. Due to the different calculation times required for the different algorithms, the mathematically prepared measurement data cannot be provided in the data bus in a time-synchronized manner with the other on-board network components, so that it cannot be guaranteed that each detected measurement variable corresponds to a specified actual point in time (also referred to as a time stamp) in the on-board electrical system. Therefore, the time-synchronized processing of current errors and/or voltage errors and/or temperature errors involves a high degree of uncertainty in the current method. To solve this disadvantage, a plurality of measurement cycles of the individual measuring elements are usually acquired and evaluated. However, this greatly increases the response time to errors. However, for highly automated vehicles, in order to stabilize the vehicle or to bring the vehicle into a safe state, an error response as fast as possible is required. Therefore, the lack of synchronization of measurement data in the on-board electrical system may become a bottleneck in safely and positively initiating measures in the on-board electrical system (e.g., cutting off a load path during electrical power distribution).

Disclosure of Invention

The measuring module for an on-board electrical system having the features of independent claim 1 and the corresponding on-board electrical system for a vehicle having at least one such measuring module have the following advantages: for highly automated driving, after measuring a voltage dip in the vehicle electrical system, a fault response can be made quickly, for example the load or load path can be switched off, or a backup current path or load path can be switched on.

Embodiments of the measurement module may include: redundant sensors, redundant measurement evaluation, redundant communication and redundant wired and/or wireless connections to further on-board electrical system components and measurement elements located therein and/or to further measurement modules. The measurement module may be connected to the onboard electrical system component by a current-carrying connector and may be connected to a data bus or communication network multiple times by a signal plug, an optical interface, and/or wireless communication.

An embodiment of the present invention provides a measurement module for an on-board electrical system, including: at least one input-side electrical interface, via which the measuring module can be connected to the on-board electrical system component; at least one output-side electrical interface, via which the measuring module can be connected to at least one line of the cable harness and/or to at least one data bus; at least two measuring elements, which respectively detect the same physical measuring variable redundantly in a standardized manner and output corresponding measuring signals; wherein the independent at least two acquisition and calculation units receive and evaluate and/or process the measurement signals and use them as standardized redundant measurement data. The separate at least two transmitting and receiving devices redundantly transmit the standardized measurement data to the corresponding on-board electrical system component.

The invention further relates to an onboard electrical system for a vehicle, comprising at least one onboard electrical system component, at least one data bus and at least one cable harness, which has at least one line. In this case, at least one vehicle electrical system component is connected to at least one line of the cable harness by means of such a measuring module.

Advantageously, embodiments of the invention enable a fail-safe detection of current and/or voltage and/or temperature in an on-board electrical system and a fail-safe provision of measurement data in a uniform manner. This means that the measurements in the individual measurement modules will be performed with the same resolution, the same measurement method and the same sampling rate, etc. Furthermore, uniform measuring elements for current and/or voltage and/or temperature are used in the measuring module. This makes it possible to evaluate the measurement data with less computational effort and a minimum delay time. Furthermore, embodiments of the invention enable failsafe monitoring of the relevant vehicle electrical system or of a part of the relevant vehicle electrical system, so that further measures, such as cutting off the load path, can also be performed.

The measuring modules can be used for placing the parallel measuring system on the on-board electrical system, since the individual measuring modules can be connected to different on-board electrical system components via different input interfaces and to at least one data bus and/or at least one communication network via different output interfaces. In this way, measurement data with reduced data quality actually collected in the individual vehicle electrical system components can also be generated by the corresponding measurement modules.

However, these measurement data generated by the corresponding measurement modules have the advantage of a synchronized data acquisition and a synchronized transmission within the on-board electrical system. The wearable measurement system may be used as a primary system, wherein if a newly implemented primary system fails, the previous measurement element may be used as a backup system in each of the onboard electrical system components. Furthermore, the previous measurement element can also be used as a learning system for a newly implemented master system to generate better and approximate measurement data.

In this context, an acquisition and evaluation unit is understood to be an electrical component which processes or evaluates the detected measurement signals. The acquisition and computation unit can have at least one interface, which can be designed as hardware and/or software. In the case of a hardware-based design, the interface can be part of a so-called system ASIC which, for example, contains the various functions of the acquisition and computation unit. However, the interface may also be a separate integrated circuit or be at least partly composed of discrete components. In the case of a software-based design, the interface may be a software module that exists on the microcontroller in parallel with other software modules. A computer program product with a program code which is stored on a machine-readable carrier, such as a semiconductor memory, a hard disk memory or an optical memory, and which is used to carry out the evaluation when the program is executed by the acquisition and computation unit is also advantageous.

In this context, a measuring element is understood to be a structural unit which directly or indirectly detects a physical variable or a change in a physical variable and preferably converts it into an electrical measurement signal.

The rationality check or rationality monitoring is understood to be the following method: the result or value of the determined physical quantity is checked to verify whether it is acceptable and/or unambiguous and/or understandable and/or reasonable.

The following electrical components are to be understood in the following as electrical components: the electrical structural unit is connected to at least one line of the cable harness and is designed, for example, as a control unit, a distributor, a load, an energy store or the like.

The measuring module for an electrical system specified in independent claim 1 and the electrical system for a vehicle specified in independent claim 12 can be advantageously optimized by the measures and extensions listed in the dependent claims.

It is particularly advantageous if the at least two measuring elements can be connected to the at least two acquisition and evaluation units by respective connecting lines. This makes it possible to redundantly evaluate and/or process the measurement signals of the respective measuring elements in the two acquisition and evaluation units. This means that the measurement signal of the first measurement element and the measurement signal of the second measurement element can be evaluated and processed by both acquisition and calculation units. In addition, a plurality of redundancies with regard to the connecting lines within the measuring module can be achieved.

In an advantageous embodiment of the measuring module, for example, both measuring elements of the first measuring element pair can each detect the temperature at a predetermined measuring point. Additionally or alternatively, the two measuring elements of the second measuring element pair can each detect a voltage between two predetermined measuring points. Additionally or alternatively, two measuring elements of the third measuring element pair may each detect a current through a predetermined line.

In a further advantageous embodiment of the measurement module, the at least two acquisition and calculation units can use the same algorithm for evaluating and/or processing the respective measurement signals.

In a further advantageous embodiment of the measuring module, the at least two acquisition and evaluation units can check the plausibility of the measuring signals of the first measuring element and/or of the measuring data generated from the measuring signals of the first measuring element with the measuring signals of the second measuring element and/or of the associated measuring element pair generated from the measuring signals of the second measuring element.

In a further advantageous embodiment of the measuring module, the at least two transmitting and receiving devices can transmit the respective measurement data wirelessly and/or by wire. The wireless transmission of the measurement data can take place, for example, by means of WLAN (wireless local area network) and/or NFC (near field communication) and/or bluetooth. The wired transmission of the measurement data can take place, for example, via a wired bus and/or via an optical bus.

In a further advantageous embodiment of the measuring module, at least one circuit breaker can be connected into at least one line within the measuring module, and the at least one circuit breaker can open or close the line in a manner controlled by the switching electronics. The load or the current path can thus be switched off simply, or an alternative current path can be switched on simply.

In a further advantageous embodiment of the on-board electrical system, the on-board electrical component can comprise at least one measuring element, which can detect the physical variable and output a corresponding measuring signal. The at least one acquisition and computation unit can receive and evaluate and/or process the measurement signals and use them as measurement data. In addition, the at least one transmitting and receiving device can transmit the measurement data to at least one corresponding measurement module and/or to a corresponding on-board electrical system component.

In a further advantageous embodiment of the on-board electrical system, the at least one first measuring element can detect a temperature at a predetermined measuring point. Additionally or alternatively, the at least one second measuring element may detect a voltage between two predetermined measuring points. Additionally or alternatively, the at least one third measuring element may detect a current through the predetermined line.

In a further advantageous embodiment of the on-board electrical system, the at least two acquisition and evaluation units of at least one respective measurement module can receive measurement data of the respective on-board electrical system component. The at least two acquisition and calculation units of the respective measuring module can thus continuously compare the measurement data generated from the measurement signal of the first measuring element and/or the measurement data of the relevant measuring element pair generated from the measurement signal of the second measuring element with the measurement data of the respective on-board electrical system component. Furthermore, the at least two detection and evaluation units of the respective measuring module can check the plausibility of the measurement signals of the first measuring element and/or the measurement data generated from the measurement signals of the first measuring element and/or the measurement signals of the second measuring element and/or the measurement data of the associated pair of measuring elements generated from the measurement signals of the second measuring element with the measurement data of the respective vehicle electrical system component. Thus, multiple redundancy with respect to the measuring element itself and multiple redundancy with respect to the evaluation of the measuring signal can be advantageously achieved. Furthermore, the at least two acquisition and computation units of the respective measuring module can generate and continuously optimize, on the basis of the measurement data comparison, a computation model which back-calculates the measurement data of the respective vehicle electrical system component from the measurement data generated from the measurement signal of the first measuring element and/or from the measurement data of the relevant measuring element pair generated from the measurement signal of the second measuring element. The generated mathematical model can be used by the at least two acquisition and calculation units, for example, to determine the current measured variable in the event of a failure of at least one measuring element of the respective on-board electrical system. Thus, for example, in the event of a failure of a measuring element in the on-board electrical system component, the critical temperature in the on-board electrical system component can be back-calculated in order to protect the on-board electrical system component from thermal overload by other measures.

In a further advantageous embodiment of the on-board electrical system, at least one transmitting and receiving device of the on-board electrical system can transmit the respective measurement data wirelessly and/or by wire.

Since the measuring module is small, it can be integrated into a plug which connects at least one line of the cable harness to the corresponding vehicle electrical system component. The plug may have at least one line terminal establishing an electrically conductive connection with a corresponding line terminal of the vehicle electrical system component and at least one first communication terminal establishing a first communication connection with a corresponding first communication terminal of the vehicle electrical system component. The first communication connection may be an optical communication connection, wherein the at least two acquisition and calculation units determine and evaluate the quality of the first communication connection in order to identify a release of the plug. Thus, when the signal quality e.g. falls below a predetermined threshold, the measurement module may immediately determine and report a loosening or a bad contact of the plug at the electrical connection point via said optical communication connection.

In a further advantageous embodiment of the on-board electrical system, the plurality of measurement modules can form a standardized network connection, in which a deterministic detection time for the at least one measurement variable and/or a calculation time for the measurement data and/or a transmission rate for the measurement data can be predefined.

Ideally, at least two acquisition and calculation units in the measurement module determine the same temperature value or measurement data on the basis of the measurement signals of at least two measurement elements of the measurement module. However, if one of the calculated temperature values is found to be unreasonable, for example by comparison with measurement data or temperature values calculated by the acquisition and calculation unit of the vehicle electrical system component, a redundant measurement chain which provides reasonable results and which is composed of the measurement elements, the acquisition and calculation unit and the transmitting/receiving device of the vehicle electrical system component is preferably used for the subsequent measurement tasks. The acquisition and arithmetic unit of the non-priority unit can then temporarily be used primarily for determining the location of the fault and, where appropriate, for making corrections in its measurement chain. A report of the type of fault (e.g., measurement data error, error in the acquisition and calculation unit, continuous error, sporadic error, etc.) may then be reported to another on-board electrical system component. Depending on the severity of the error, other components of the on-board electrical system may then recommend replacing the measurement module with information suitable for the control unit network and/or the driver, or even specifying the error redundancy required for the autopilot function. For example, if the measurement element is damaged, the measurement module may need to be replaced. Furthermore, the described method can also be used for the described measured variables of current and voltage.

Embodiments of the invention are illustrated in the drawings and are explained in the following description. In the drawings, the same reference numerals denote components or elements performing the same or similar functions.

Drawings

Fig. 1 shows a schematic block diagram of a part of an on-board electrical system with a first embodiment of a measuring module for an on-board electrical system according to the invention.

Fig. 2 shows a schematic block diagram of a part of an on-board electrical system with a second embodiment of a measuring module for an on-board electrical system according to the invention.

Fig. 3 shows a temperature-time diagram with two temperature profiles.

Detailed Description

As can be seen from fig. 1 and 2, the illustrated exemplary embodiments of the on-board electrical system 1, 1A, 1B for a vehicle respectively include: at least one electrical system component SG; at least one data bus DB1, DB 2; and at least one cable harness KB having at least one line L1, L2. Here, at least one vehicle-mounted electrical system component SG is connected via the measuring modules 10A, 10B to at least one line L1, L2 of the cable harness KB.

As can also be seen from fig. 1 and 2, the illustrated exemplary embodiments of the measuring modules 10A, 10B for the on-board electrical systems 1, 1A, 1B each comprise: at least one input-side electrical interface LA1, LA2, KA1, via which the measuring module 10A, 10B can be connected to the vehicle electrical system component SG; at least one output-side electrical interface DA, KA2, via which the measuring modules 10A, 10B can be connected to at least one line LI, L2 and/or at least one data bus DB1, DB2 of the cable harness KB; and at least two measuring elements S1, S2, V1, V2, I1, I2, which each detect the same physical measuring variable redundantly in a standardized manner and output corresponding measuring signals. As can also be seen from fig. 1 and 2, at least two separate acquisition and calculation units T μ C1, T μ C2, P μ C1, P μ C2 receive the measurement signals. At least two independent acquisition and computation units T μ C1, T μ C2, P μ C1, P μ C2 evaluate and/or process the received measurement signals and use them as standardized redundant measurement data. In addition, at least two independent transmitting and receiving devices Tx1/Rx2, Tx2/Rx2 redundantly transmit the standardized measurement data to the corresponding on-board electrical system component SG and/or other measurement modules 10A, 10B.

As can also be seen from fig. 1 and 2, in the exemplary embodiment of the vehicle electrical system 1, 1A, 1B shown, the measuring modules 10A, 10B are each integrated in a plug 10, which plug 10 connects the two lines L1, L2 of the cable harness KB to the corresponding vehicle electrical system component SG. This integration is easy to achieve due to the small design of the measurement modules 10A, 10B, e.g. LxBxH is 5x5x1 cm. As can also be seen from fig. 1 and 2, in the exemplary embodiment shown, the plug 10 comprises two line ports LA1, LA2 designed as plug sockets, which can be brought into electrically conductive connection with corresponding line terminals LA1, LA2 of the vehicle electrical system component SG designed as plug. In addition, in the exemplary embodiment shown, the plug 10 has a first communication terminal KA1 designed as a plug receptacle, which can establish a first communication connection with a corresponding first communication terminal KA1 of the vehicle electrical system component SG designed as a plug. As shown in fig. 1 and 2, the plug 10 is not yet connected to the vehicle-mounted electrical system component SG. In the exemplary embodiment shown, the first communication connection is designed as an optical communication connection.

As can also be seen from fig. 1 and 2, in the exemplary embodiment shown, the two measuring elements S1, S2 of the first measuring element pair each detect the temperature at a predetermined measuring point. Here, the first measuring element S1 detects the temperature at the first line terminal LA1, and the second measuring element S2 detects the temperature at the second line terminal LA 2. In the exemplary embodiment shown, two temperature measuring elements S1, S2 are connected to two acquisition and calculation units T μ C1, T μ C2, respectively, which evaluate and/or process the respective measurement signals using the same algorithm. In the exemplary embodiment shown, the first acquisition and computing unit T μ C1 receives the measurement signals of the first temperature measuring element S1 and the measurement signals of the second temperature measuring element S2, as does the second acquisition and computing unit T μ C2, which also receives the measurement signals of the first temperature measuring element S1 and the measurement signals of the second temperature measuring element S2. In addition, in the exemplary embodiment shown, the two measuring elements V1, V2 of the second measuring element pair each detect a voltage between two predetermined measuring points. In the exemplary embodiment shown, the two measuring elements V1, V2 each detect a voltage between a first line L1 of the cable harness KB (which is connected to the first line terminal LA1) and a second line L2 of the cable harness KB (which is connected to the second line terminal LA 2). Furthermore, in the exemplary embodiment shown, the two measuring elements I1, I2 of the third measuring element pair each detect a current through the first line L1 of the cable harness KB. In the exemplary embodiment shown, two voltage measuring elements V1, V2 and two current measuring elements I1, I2 are connected to two acquisition and calculation units T μ C1, T μ C2, respectively, which evaluate and/or process the respective measurement signals using the same algorithm. In the exemplary embodiment shown, the third acquisition and computation unit P μ C1 receives the measurement signals of the first voltage measuring element V1 and the first current measuring element I1 and the measurement signals of the second voltage measuring element V2 and the second current measuring element I2; and the fourth acquisition and computing unit P μ C2 likewise receives the measurement signals of the first voltage measuring element V1 and the first current measuring element I1 and the measurement signals of the second voltage measuring element V2 and the second current measuring element I2. The individual measuring elements S1, S2, V1, V2, I1, I2 are connected to the acquisition and computation units T μ C1, T μ C2, P μ C1, P μ C2, respectively, by means of respective connecting lines, wherein all connecting lines are not shown in the figure for the sake of clarity.

In the exemplary embodiment of the measuring module 10A, 10B shown, the first acquisition and evaluation unit T μ C1 tests the plausibility of the measurement signal of the first temperature measuring cell S1 of the first measuring cell pair with the measurement signal of the second temperature measuring cell S2. Additionally or alternatively, the first acquisition and evaluation unit T μ C1 can check the plausibility of the measurement data generated from the measurement signals of the first temperature measuring cell S1 of the first measuring cell pair with the measurement data generated from the measurement signals of the associated second temperature measuring cell S2. The second acquisition and evaluation unit tcuc 2 verifies the measurement signal of the second temperature measuring element S2 with the measurement signal of the first temperature measuring element S1 of the first measuring element pair. Additionally or alternatively, the second detection and evaluation unit T μ C2 can carry out a plausibility check on the measurement data generated from the measurement signals of the second temperature measuring element S2 of the first measuring element pair and on the measurement data generated from the measurement signals of the first temperature measuring element S1. In addition, the third acquisition and arithmetic unit P μ C1 performs a plausibility check on the measurement signal of the first voltage measuring element V1 and the measurement signal of the second voltage measuring element V2 of the second measuring element pair. Additionally or alternatively, the third acquisition and computation unit P μ C1 may check the plausibility of the measurement data generated from the measurement signals of the first voltage measuring element V1 of the second measuring element pair with the measurement data generated from the measurement signals of the associated second voltage measuring element V2. Furthermore, the third acquisition and arithmetic unit P μ C1 performs a plausibility check on the measurement signal of the first current measuring element I1 and the measurement signal of the second current measuring element I2 of the third measuring element pair. Additionally or alternatively, the third acquisition and computation unit P μ C1 may check the plausibility of the measurement data generated from the measurement signals of the first current measuring element I1 of the third measuring element pair with the measurement data generated from the measurement signals of the associated second current measuring element I2. The fourth acquisition and evaluation unit P μ C2 tests the plausibility of the measurement signal of the second voltage measuring element V2 of the second measuring element pair with the measurement signal of the first voltage measuring element V1. Additionally or alternatively, the fourth acquisition and calculation unit P μ C2 may check the plausibility of the measurement data generated from the measurement signals of the second voltage measuring element V2 of the second measuring element pair with the measurement data generated from the measurement signals of the first voltage measuring element V1. The fourth acquisition and evaluation unit P μ C2 tests the plausibility of the measurement signal of the second current measuring element I2 of the third measuring element pair with the measurement signal of the first current measuring element I1. Additionally or alternatively, the fourth acquisition and computation unit P μ C2 may check the plausibility of the measurement data generated from the measurement signals of the first current measuring element I1 of the third measuring element pair with the measurement data generated from the measurement signals of the second current measuring element I2. As can also be seen from fig. 1 and 2, the first transmitting and receiving device Txl/Rxl transmits the measurement data generated by the first acquisition and calculation unit T μ Cl and/or the measurement data generated by the third acquisition and calculation unit P μ Cl to the other measurement modules 10A, 10B and/or to the other on-board electrical system components SG wirelessly and/or by wire. The second transmitting and receiving device Tx2/Rx2 transmits the measurement data generated by the second acquisition and calculation unit T μ C2 and/or the measurement data generated by the fourth acquisition and calculation unit P μ C2 to the other measurement modules 10A, 10B and/or to the other vehicle-mounted electrical system components SG wirelessly and/or by wire.

As can also be seen from fig. 1 and 2, an exemplary embodiment of the vehicle electrical system component SG comprises a printed circuit board LP on which at least one measuring element S3, S4 is arranged, which measuring element S3, S4 detects a physical variable and outputs a corresponding measuring signal, wherein at least one acquisition and calculation unit T μ C3, P μ C3 receives and evaluates and/or processes the measuring signal and uses it as measuring data. The at least one transmitting and receiving device Tx3/Rx3 transmits the measurement data to at least one corresponding measurement module 10A, 10B and/or other on-board electrical system components SG.

As can also be seen from fig. 1 and 2, in the exemplary embodiment shown, two measuring elements S3, S4 detect the temperature detected at a predetermined measuring point. Here, the third temperature measuring element S3 detects the temperature at the first power transistor LT1 disposed on the printed circuit board LP, and the fourth temperature measuring element S4 detects the temperature at the second power transistor LT2 disposed on the printed circuit board LP. Preferably, the two measuring elements S3, S4 are located on the most heat-sensitive component on the circuit board LP of the vehicle electrical system component SG. The temperature measuring elements S1, S2, S3, S4 are preferably designed as Pt100, Pt1000 thermal sensors or semiconductor-based thermal sensors, so-called "KTY sensors". Alternatively, infrared temperature measurement is also possible. A third voltage measuring element (not shown) detects a voltage between the first line terminal LA1 of the vehicle-mounted electrical system component SG and the second line terminal LA2 of the vehicle-mounted electrical system component SG. A third current measuring element (not shown) detects the current through the line connected to the first line terminal LA 1. As can be seen from fig. 1 and 2, the fifth acquisition and calculation unit T μ C3 of the vehicle electrical system component SG receives the measurement signals of the two temperature measuring elements S3, S4, and the sixth acquisition and calculation unit P μ C3 receives the measurement signals of the third voltage measuring element and the third current measuring element. The measurement signals are evaluated and/or processed by two acquisition and calculation units T μ C3, P μ C3 and provided as measurement data. The third transmitting and receiving device Tx3/Rx3 transmits the respective measurement data of the two acquisition and calculation units T [ mu ] C3, P [ mu ] C3 wirelessly and/or by wire.

In the exemplary embodiment shown, the acquisition and calculation units T μ C1, T μ C2, P μ C1, P μ C2 of the respective measuring modules 10A, 10B receive measurement data of the respective electrical system component SG. Thus, the acquisition and evaluation units T μ Cl, T μ C2, P μ Cl, P μ C2 of the respective measuring modules 10A, 10B can continuously compare the measurement data generated from the measurement signals of the first measuring elements S1, V1, I1 and/or the measurement data of the associated measuring element pairs generated from the measurement signals of the second measuring elements S2, V2, I2 with the measurement data of the respective on-board electrical system component SG.

In the illustrated exemplary embodiment of the vehicle electrical system 1, 1A, 1B, the first and second detection and evaluation units T μ C1, T μ C2 can compare the measurement data generated from the measurement signals of the first temperature measuring element S1 of the measurement module 10A, 10B with the measurement data generated from the measurement signals of the third temperature measuring element S3 of the vehicle electrical system component SG. Furthermore, the first and second acquisition and arithmetic units T μ C1, T μ C2 compare the measurement data generated from the measurement signals of the second temperature measuring element S2 of the measurement module 10A, 10B with the measurement data generated from the measurement signals of the fourth temperature measuring element S4 of the vehicle electrical system SG. Furthermore, the third and fourth acquisition and arithmetic units P μ Cl, P μ C2 compare the measurement data generated from the measurement signals of the first voltage measuring element V1 of the measuring modules 10A, 10B and the measurement data generated from the measurement signals of the second voltage measuring element V2 of the measuring modules 10A, 10B with the measurement data generated from the measurement signals of the third voltage measuring element of the vehicle electrical system component SG. Furthermore, the third and fourth acquisition and calculation units P μ Cl, P μ C2 compare the measurement data generated from the measurement signals of the first current measuring element I1 of the measuring modules 10A, 10B and the measurement data generated from the measurement signals of the second current measuring element I2 of the measuring modules 10A, 10B with the measurement data generated from the measurement signals of the third current measuring element of the vehicle electrical system component SG.

Furthermore, the detection and evaluation units T μ Cl, T μ C2, P μ Cl, P μ C2 of the corresponding measuring modules 10A, 10B check the plausibility of the measurement signals of the temperature measuring elements S1, S2, current measuring elements I1, I2 and voltage measuring elements V1, V2 and/or of the test data generated from the measurement signals of the temperature measuring elements S1, S2, current measuring elements I1, I2 and voltage measuring elements V1, V2 with the measurement data of the respective vehicle electrical system component SG.

Furthermore, the acquisition and evaluation units T μ Cl, T μ C2, P μ Cl, P μ C2 of the corresponding measuring modules 10A, 10B generate and optimize, based on the measurement data comparison, calculation models RM1, RM2 which are able to back-calculate the measurement signals of the temperature measuring elements S3, S4, third voltage measuring elements and/or third current measuring elements I1, I2 of the respective electrical system component SG from the measurement signals of the temperature measuring elements S1, S2, voltage measuring elements V1, V2 and/or current measuring elements I1, I2. Fig. 3 shows the difference between a temperature profile from a characteristic Tm measured in the measuring modules 10A, 10B and derived from the calculation models RM1, RM2 and an actual temperature profile from the characteristic Tt in the respective vehicle electrical system component SG. As can be seen from fig. 3, the first calculation model RM1 at the start of activation deviates significantly from the actual temperature curve at the measurement point in the respective electrical system component SG. The model quality can be continuously optimized during the operating time, for example by correlating the dynamic current load and the resulting temperature increase in the vehicle electrical system components SG and/or in the measuring modules 10A, 10B. By modifying the electrical load on the vehicle electrical system component SG and the resulting temperature profile Tt during routine operation, a calculation model, for example an optimized second calculation model RM2 shown later, can be continuously optimized. The acquisition and calculation units T μ Cl, T μ C2, P μ Cl, P μ C2 determine the current measured variables using the generated calculation models RM1, RM2 in the event of a failure of the measuring elements of the respective vehicle-mounted power system component SG. If a temperature measuring element S3, S4 in the vehicle-mounted electrical system component SG fails, the corresponding temperature calculation model is used to determine the critical temperature.

Alternatively, the acquisition and evaluation units T μ Cl, T μ C2, P μ Cl, P μ C2 of the respective measuring modules 10A, 10B generate and optimize a calculation model based on the measurement data comparison, which back-calculates the measurement data generated from the measurement signals of the temperature measuring elements S1, S2, voltage measuring elements V1, V2 and/or current measuring elements I1, I2 of the vehicle electrical system component SG from the measurement data generated from the measurement signals of the temperature measuring elements S3, S4, third voltage measuring elements and/or third current measuring elements I1, I2.

As can also be seen from fig. 1 and 2, the measuring module 10A in the exemplary embodiment shown can be connected to the vehicle electrical system component SG via a first electrically conductive connection (formed between the first line terminal LA1 of the measuring module 10A, 10B and the first line terminal LA1 of the vehicle electrical system component SG), via a second electrically conductive connection (formed between the second line terminal LA2 of the measuring module 10A, 10B and the second line terminal LA2 of the vehicle electrical system component SG), and via a first communication interface (formed between the first communication terminal KA1 of the measuring module 10A, 10B and the first communication terminal KA1 of the vehicle electrical system component SG). In addition, the measurement modules 10A, 10B and the vehicle-mounted electrical system component SG are connected to a first data bus DB1 via data terminals DA, respectively. Furthermore, the two transmitting and receiving devices Txl/Rx2, Tx2/Rx2 of the measuring modules 10A, 10B and the transmitting and receiving device Tx3/Rx3 of the vehicle electrical system component SG are able to transmit and receive corresponding measurement data wirelessly and/or by wire. The wireless transmission of the measurement data takes place, for example, by means of WLAN and/or NFC and/or bluetooth. The wired transmission of the measurement data takes place via a first data bus DB1, which is designed as a wire bus, and via an optical first communication connection. By the preferred embodiment with a plurality of independent transmitting and receiving devices Tx1/Rx2, Tx2/Rx2, Tx3/Rx3, the respective measurement data can be transmitted redundantly. This redundancy enables bidirectional wireless transmission between the vehicle electrical system component SG and the measurement modules 10A, 10B if the optical first communication connection is disturbed or fails. The acquisition and evaluation units T μ Cl, T μ C2, P μ Cl, P μ C2 of the measuring modules 10A, 10B determine and evaluate the quality of the first communication connection in order to identify the release of the plug 10. In this case, a "plug connection failure" can be reported to the onboard electrical system 1, 1A, 1B by the measuring module 10A, 10B in order to be able to safely deactivate the vehicle within the scope of the safety shutdown strategy.

As can also be seen from fig. 2, in the second exemplary embodiment of the measurement module 10B, in contrast to the first exemplary embodiment of the measurement module 10A of fig. 1, further data are transmitted via an optical first communication connection. These data are routed via another optical line through the measuring module 10B and transmitted via the second communication interface KA2 to the second optical data bus DB2 and to other on-board electrical system components and/or measuring modules (not shown). It can also be seen from fig. 2 that at least one circuit breaker Swl, Sw2 is connected in the measurement module 10B into at least one line L1, L2. In the illustrated embodiment, the first circuit breaker Swl is connected into the first line L1, and the second circuit breaker Sw2 is connected into the second line L2. The two circuit breakers Swl, Sw2 open or close the respective lines L1, L2 controlled by the switching electronics SwE. The switching electronics SwE contain a switch driver and an associated monitor. Thus, the measurement module 10B can also switch on and/or off the load path autonomously or via a command from another on-board electrical system component SG.

Preferably, a plurality of measuring modules 10A, 10B form a standardized network connection in which a deterministic detection time for at least one measuring variable and/or a calculation time for measurement data and/or a transmission rate for measurement data are predefined.

Embodiments of the present invention provide a measurement module for an on-vehicle electrical system and an on-vehicle electrical system for a vehicle, which detect fail-safe measurement data of current, voltage, and temperature, and implement fail-safe in a unified manner in the on-vehicle electrical system with the same measurement resolution, the same measurement method, the same measurement sampling rate, and the like. Advantageously, an embodiment of the failsafe measuring module according to the invention has redundant sensors, redundant measurement evaluation, redundant communication options and redundant wired and wireless connections to the further on-board electrical system components SG and the measuring elements located therein. By using uniform or identically designed sensors for the current and/or voltage and/or temperature in the measuring module, the detected measuring signals can be advantageously evaluated with a low computational effort and minimal delay time.

Claims

1. A measurement module (10A, 10B) for an on-board electrical system (1, 1A, 1B), comprising:

at least one input-side electrical interface (LA1, LA2, KA1) via which the measuring module (10A, 10B) can be connected to a vehicle electrical system component (SG);

at least one output-side electrical interface (DA, KA2) via which the measuring module (10A, 10B) can be connected to at least one line (L1, L2) and/or at least one data bus (DB1, DB2) of a cable harness (KB); and

at least two measuring elements (S1, S2, V1, V2, I1, I2) which respectively detect the same physical measuring variable redundantly in a standardized manner and output corresponding measuring signals;

wherein separate at least two acquisition and calculation units (t μ C1, t μ C2, P μ C1, P μ C2) receive and evaluate and/or process the measurement signals and provide the measurement signals as normalized redundant measurement data; and is

Wherein the separate at least two transmitting and receiving devices (Tx1/Rx2, Tx2/Rx2) redundantly transmit the standardized measurement data to the corresponding on-board electrical system component (SG).

2. Measuring module (10A, 10B) according to claim 1, characterized in that said at least two measuring elements (S1, S2, V1, V2, I1, I2) are connected respectively to said at least two acquisition and calculation units (t μ C1, t μ C2, P μ C1, P μ C2) by respective connection lines.

3. The measurement module (10A, 10B) according to claim 1 or 2, wherein both measurement elements (S1, S2) of the first measurement element pair detect the temperature at predetermined measurement points, respectively.

4. Measuring module (10A, 10B) according to one of claims 1 to 3, characterized in that the two measuring elements (V1, V2) of the second measuring element pair each detect a voltage between two predetermined measuring points.

5. Measuring module (10A, 10B) according to one of claims 1 to 4, characterized in that the two measuring elements (I1, I2) of the third measuring element pair each detect a current through a predetermined line.

6. The measurement module (10A, 10B) according to any one of claims 1 to 5, characterized in that the at least two acquisition and calculation units (Tμ C1, Tμ C2, Pμ C1, Pμ C2) use the same algorithm for evaluating and/or processing the respective measurement signals.

7. Measuring module (10A, 10B) according to one of claims 1 to 6, characterized in that the at least two acquisition and calculation units (T μ C1, T μ C2, P μ C1, P μ C2) check the plausibility of the measurement signals of a first measuring element (S1, V1, I1) and/or the measurement data generated from the measurement signals of the first measuring element (S1, V1, I1) with the measurement signals of a second measuring element (S2, V2, I2) and/or the measurement data of the associated pair of measuring elements generated from the measurement signals of the second measuring element (S2, V2, I2).

8. The measurement module (10A, 10B) according to any of claims 1 to 7, characterized in that the at least two transmitting and receiving devices (Tx1/Rx2, Tx2/Rx2) transmit respective measurement data wirelessly and/or wiredly.

9. Measuring module (10A, 10B) according to claim 8, characterized in that the wireless transmission of the measurement data takes place by means of WLAN and/or NFC and/or bluetooth.

10. Measuring module (10A, 10B) according to claim 8 or 9, characterized in that the wired transmission of the measuring data takes place via a wire bus (DB1) and/or via an optical bus (DB 2).

11. Measuring module (10A, 10B) according to any of claims 1 to 10, characterized in that at least one circuit breaker (Swl, Sw2) is connected within the measuring module (10, 10B) into at least one line (L1, L2), and that the at least one circuit breaker (Swl, Sw2) opens or closes the line (L1, L2) in a manner controlled by switching electronics (SwE).

12. An on-board electrical system (1, 1A, 1B) for a vehicle, having at least one on-board electrical system component (SG), at least one data bus (DB1, DB2) and at least one cable harness (KB) having at least one line (L1, L2), characterized in that the at least one on-board electrical system component (SG) is connected to the at least one line (L1, L2) of the cable harness (KB) by means of a measuring module (10A, 10B) designed according to at least one of claims 1 to 11.

13. The vehicle electrical system (1, 1A, 1B) according to claim 12, characterized in that the vehicle electrical system component (SG) comprises at least one measuring element (S3, S4), which detects a physical variable and outputs a corresponding measuring signal (S3, S4),

wherein at least one acquisition and calculation unit (T μ C3, P μ C3) receives and evaluates and/or processes the measurement signals and provides them as measurement data, and

wherein at least one transmitting and receiving device (Tx3/Rx3) transmits the measurement data to at least one corresponding measurement module (10A, 10B) and/or to a corresponding vehicle electrical system component (SG).

14. The vehicle-mounted electrical system (1, 1A, 1B) according to claim 13, characterized in that at least one first measurement element (S3, S4) detects a temperature at a predetermined measurement point.

15. The on-board electrical system (1, 1A, 1B) according to claim 13 or 14, characterized in that at least one second measuring element detects a voltage between two predetermined measuring points.

16. The on-board electrical system (1, 1A, 1B) according to any one of claims 13 to 15, characterized in that at least one third measuring element detects a current through a predetermined line.

17. The on-board electrical system (1, 1A, 1B) according to any one of claims 13 to 16, characterized in that at least two acquisition and calculation units (T μ C1, T μ C2, P μ C1, P μ C2) of the at least one corresponding measurement module (10A, 10B) receive measurement data of a respective on-board power supply system component (SG).

18. The vehicle electrical system (1, 1A, 1B) according to claim 17, characterized in that at least two acquisition and calculation units (t μ C1, t μ C2, P μ C1, P μ C2) of the corresponding measurement module (10A, 10B) continuously compare the measurement data generated from the measurement signals of the first measurement element (S1, V1, I1) and/or the measurement data of the relevant measurement element pair generated from the measurement signals of the second measurement element (S2, V2, I2) with the measurement data of the respective electrical system component (SG).

19. The on-board electrical system (1, 1A, 1B) according to claim 18, characterized in that at least two acquisition and calculation units (t μ C1, t μ C2, P μ C1, P μ C2) of the corresponding measurement module (10A, 10B) check the plausibility of the measurement signals of the first measurement element (S1, V1, I1) and/or the measurement data generated from the measurement signals of the first measurement element (S1, V1, I1) and/or the measurement signals of the second measurement element (S2, V2, I2) and/or the measurement data of the associated measurement element pair generated from the measurement signals of the second measurement element (S2, V2, I2) with the measurement data of the respective electrical system component (SG).

20. The on-board electrical system (1, 1A, 1B) according to claim 18 or 19, characterized in that at least two acquisition and calculation units (T μ C1, T μ C2, P μ C1, P μ C2) of the corresponding measurement module (10A, 10B) generate and continuously optimize a calculation model (RM1, RM2) based on a measurement data comparison, which calculation model (RM1, RM2) back-computes measurement data of the respective on-board electrical system component (SG) from measurement data generated from measurement signals of the first measurement element (S1, V1, I1) and/or from measurement data of the relevant pair of measurement elements generated from measurement signals of the second measurement element (S2, V2, I2).

21. The vehicle electrical system (1, 1A, 1B) according to claim 20, characterized in that the at least two acquisition and calculation units (T μ C1, T μ C2, P μ C1, P μ C2) use the generated calculation model (RM1, RM2) in order to determine the current measurement variable in case of a failure of at least one measurement element (S3, S4) of the respective vehicle electrical system component (SG).

22. The vehicle electrical system (1, 1A, 1B) according to any of claims 13 to 21, wherein the at least one transmitting and receiving device (Tx3/Rx3) transmits the respective measurement data wirelessly and/or wiredly.

23. The on-board electrical system (1, 1A, 1B) according to any one of claims 12 to 21, characterized in that the measurement module (10A, 10B) is integrated into a plug (10), the plug (10) connecting at least one line (L1, L2) of the cable harness (KB) with a corresponding on-board electrical system component (SG).

24. The on-board electrical system (1, 1A, 1B) according to claim 23, characterized in that the plug (10) comprises:

at least one line terminal (LA1, LA2), the at least one line terminal (LA1, LA2) establishing an electrically conductive connection with a respective line terminal (LA1, LA2) of the vehicle electrical system component (SG); and

at least one first communication terminal (KA1), the at least one first communication terminal (KA1) establishing a first communication connection with a respective first communication terminal (KA1) of the vehicle electrical system component (SG).

25. On-board electrical system (1, 1A, 1B) according to claim 24, characterized in that the first communication connection is an optical communication connection, wherein the at least two acquisition and calculation units (T μ C1, T μ C2, P μ C1, P μ C2) determine and evaluate the quality of the first communication connection in order to identify a detachment of the plug (10).

26. The on-board electrical system (1, 1A, 1B) according to one of claims 12 to 25, characterized in that a plurality of measurement modules (10A, 10B) form a standardized network connection in which a deterministic detection time for at least one measurement variable and/or a calculation time for measurement data and/or a transmission rate for measurement data are preset.