DE102007026165A1 - Switchgear for electrically connecting standby current consumers e.g. radio, of motor vehicle, has switch contacts switchable successively or simultaneously by turning switch e.g. gear shift drum, about rotational axis - Google Patents

Abstract

The switchgear has an electric motor-driven switch e.g. gear shift drum (29), with multiple switching conditions, where different standby current consumers (1-4) e.g. radio, are connectable with or separable from an electrical energy source individually, commonly or in preset groups during the switching conditions, respectively. Multiple switch contacts are arranged in parallel in an axial direction, where the switch contacts are switchable successively or simultaneously by the turning of the switch about a rotational axis.

Description

The The present invention relates to a switching device for electrical Connecting a plurality of consumers of a motor vehicle with at least an electrical energy source.

State of the art

The motor vehicle electrical system will become increasingly important in the future. Due to the increasing use of energy recovery for fuel economy z. B. at start-stop and recuperation, the electrical system must meet additional requirements. In addition, the battery failures, which account for up to 30% of vehicle failures according to ADAC statistics, should be significantly reduced. Solutions with UltraCap, like these in the DE 10213105.8 . WO 02/080334 A3 . EP 1410482 . DE 10250488.1 . DE 10305939.3 and DE 10313081.0 are described, provide a basis for this.

in the August issue of the magazine "Autmomobil-elektronik" of the Publishing house "modern industry" are other reasons for battery failures, as well as the battery management and the use of UltraCap's (UCap). A good approach to reducing the Battery failures by using a battery sensor and Shutdown of consumers is realized in the Audi A6 (built in 2006). In addition, a control unit for energy and quiescent current management (ERM) described.

A Another problem is the shutdown of battery or UltraCap as energy storage in a crash. Battery disconnectors are known here. A self-contained total solution for energy, Power and quiescent power management is not yet known. Z. B. are in the application of UCap and further improvement of the electrical system Power switch and additional shutdown paths necessary. The application of power semiconductors is because of the relatively high Resistances or power losses and the leakage currents, especially with defective semiconductors, which in turn the battery empty, critical.

The future wiring system concept with power, energy, quiescent current and signal management must fulfill the following tasks:

Energy management:

• a. needs-based and
• b. Situational control of generator power

• to a. depending on load, battery charge, compensation the leakage currents at several memories, z. B. UCap from battery
• to b. Recuperation in appropriate memory, control of Generator power during acceleration or energy supply and Energy recovery during and after recuperation, if necessary increase the generator voltage.
• Goal: min. fuel consumption

Power Management:

• • Power distribution in individual Current paths and their protection against short circuits;
• • power distribution in the multi-voltage electrical system;
• • starting the vehicle;
• • Circuit of the vehicle electrical system components in case of failure such as Generator or battery z. B. to ensure the function of Indicators or brakes;
• • third party start;
• • polarity reversal protection;
• • Shutdown of the current paths in the event of a crash;
• • Protection of on-board network against impulse load and overvoltage;
• • min. el. losses and min. Harness weight.

• Target: fail-safe circuit without risk of fire

Current Management:

• • Battery condition detection, eg. B. SOC (charge), SOC (cell state);
• • Monitoring the current paths to quiescent current and Shutdown if limit values are exceeded;
• • temporal monitoring of quiescent consumers;
• • detection of incorrect operation and corresponding shutdown;
• • Gradual shutdown of closed circuit loads.

• Target: Min. Battery failure Service life Vehicle greater 6 Months with starting ability. According to the prior art Individual areas of o. G. already solved, but not holistic Concept, which also includes a multi-voltage vehicle electrical system.

Signal or communication management:

• • The state of the art is networking of control units with CAN, LIN and MOST bus protocol;
• • Recently FlexRay comes for higher Speeds and error safety are used.

• Goal: Reduction of the cable set and variant representation highly complex functions.

task The present invention is a switching device for to provide an electrical system with the requirements described above.

These Task is with a switching device with the features of the claim 1 solved. Further advantageous embodiments of the switching device according to claim 1 result from the features the dependent claims.

By the advantageous use of an electromotive operated switch, in particular in the form of a shift drum, can be a central electronic Control for power, energy and quiescent power management the connection and disconnection of closed circuit, normal and emergency vehicles, the starter and generator, as well as the electrical energy storage by controlling the drive of the switch. The use of the switch enables the switching of high currents with small contact resistance. In addition, a high reliability given the switch. The switching contacts of the switch are advantageous bistable, so that only two stable switching states exist for each switching contact. The connection and disconnection of Generator, starter and energy storage takes place with high flexibility for the design of the electrical system.

The Switching device according to the invention can be advantageous be used in a wiring system of the future, with the switch arranged with his at least one drive in a module who the can. In addition, the control electronics can be arranged in this module be, resulting in advantageous short signal paths and a compact and low cost construction results. The control electronics can also monitor the battery charge using a battery sensor.

In This module can integrate the necessary fuses become.

The Switching device can be used for a 1-voltage electrical system as well be used for a multi-voltage electrical system.

As well can the switching device together with other on-board electronics, such as B. DC / DC converter, are arranged together in a module.

The the switching device having module can also be the central Gateway have.

At the Electrical system is also a reverse polarity protection for Fremdstart and Battery connection and thus central reverse polarity protection for to provide the entire electrical system and electronics.

The The above-described module can advantageously directly on the energy storage be grown or arranged.

• • weniger Batterieausfälle durch Abschaltung der Batterie im Normalbetrieb, Energiespeicherung und Ausgleich über Ucap;
• • sichereres und schnelles Starten mit höherer Spannung;
• • zentrales Ruhestrommanagement, zentrale Steuerung des Bordnetzes über PSM mit kleinen Ruheströmen und bistabilen Schalterfunktionen;
• • Gewichtsreduzierung durch kleinere Batterie und im Leitungssatz, teilweise Entfall von Sicherungsdosen;
• • erhöhte Sicherheit gegen Brandgefahr durch Abschalten der Energiespeicher z. B. bei Crash;
• • Kostenreduzierung durch Entfall der Relais und Vorsicherungsdosen, Verringerung des Leitungssatzes und zentraler Verpolschutz. Die Verpolschutzmaßnahmen in den vielen Steuergeräten und Komponenten entfallen. Alle Schalter und Steuerfunktionen werden zentral im PSM erledigt;
• • Funktionen von Start-Stop, Rekuperation und besseren Wirkungsgrad im Generator und gesamten Energiemanagement bringen erhebliche Kraftstoffverbrauchsreduzierung;
• • höhere Zuverlässigkeit durch redundante Funktionen bei den Schaltern und Betätigung.

The above-described concept with power and energy management has the following advantages:

• • less battery failure due to battery shutdown during normal operation, energy storage and balancing via Ucap;
• • safer and faster starting with higher voltage;
• • Central quiescent power management, central control of the vehicle electrical system via PSM with small quiescent currents and bistable switch functions;
• • Reduced weight due to smaller battery and in the wiring harness, partial elimination of fuse boxes;
• • increased safety against fire hazard by switching off the energy storage z. In crash;
• • Reduced costs by eliminating the relays and fuses, reducing the wiring harness and central reverse polarity protection. The reverse polarity protection measures in the many control units and components are eliminated. All switches and control functions are done centrally in the PSM;
• • Functions of start-stop, recuperation and better efficiency in the generator and overall energy management bring significant fuel consumption reduction;
• • higher reliability due to redundant functions at the switches and actuation.

following become possible designs based on drawings from on-board networks using the invention Switching device explained in more detail.

It demonstrate:

1 Structure of a power switching module (PMS) with integrated switching device and control device according to the invention;

2 possible embodiment of the contact operation of the switching device;

3 spatial arrangement of the module at the energy storage;

4 a 1-voltage on-board network with power switch module;

5 a 2-voltage on-board network with power switching module and three energy storage units;

6 a 2-voltage on-board network with two energy storage units and starter arrangement via mosfet.

The 1 1 shows a possible embodiment of a power switching module (PSM) for a 1-voltage on-board network, which has connections for the consumers listed below:

1-4

Quiescent current loads such as Radio, heater, telephone, el. Theft warning

5

connection Rear fuse box

6

class 15 Consumer z. Activated via ignition lock Here it makes sense to use the corresponding fuses of the class 15 consumer 6a - 6e to integrate into the PSM, as well as the outputs for 8, 9 and 18 and 19

7

starter and generator

8th

braking systems

9

motor fan

10

Reserve Pin

11

PTC heater

12

Front fuse box

13

light sensor

14

door contact

15

Ignition lock

16

Temparatursensor from battery

17

bus connection z. B. also for generator controller

18

Front fuse box

19

Rear fuse box

In this representation, the entire circuit is combined in a module PSM, and the switching contacts S _i are via a central shift drum 29 pressed, which of the drives 30 . 30a is driven. It is of course possible more than a shift drum 29 to be provided in the module. It is also possible that more than one module PSM is arranged in the motor vehicle, each module having an electric motor-operated switch. In addition to the shift drum, it is also possible to use relays or power semiconductors.

The output 5 is with the rear fuse 18 and 12 with the front fuse box 19 and connection 20 is connected to the jump start point. This is via switch S _F with the electrical system and the polarity reversal protection diode 21 with the el. circuit 22 connected. This means that the PSM is protected against reverse polarity via the external start input. As you know, this service can cause incorrect operation, causing a lot of damage. Therefore, all control units and components are protected against reverse polarity. The same applies to the battery connection 23 , the switch S _B from the electrical system and the reverse polarity protection diode 21a is disconnected from the electrical circuit. In a concept with UCap 24 is the battery 25 preferably housed in the rear of the vehicle. For battery monitoring is preferably a temperature sensor 16a integrated with the battery. The generator feeds via wire 7 the electrical system and the UCap 24 as energy storage. To this line 7 is the main supply line 26 connected, which connects via conventional shunts and the switches S1-S11 all consumers via appropriate current paths. The shunt is suitable for current monitoring, so that in the event of an implausible current via the switches, the corresponding output can be switched off, which is eg. B. in case of short circuit or crash, but also for monitoring the quiescent current of importance.

The function of generator battery, UCap and DC / DC converter 28 is in 4 explained. The switching contacts are via the shift drum 29 operated, which preferably has 2 redundant electric motors 30 . 30a is driven by a position sensor 31 can be controlled in the desired position. This task is performed by the electrical circuit 22 , which depends on the electrical system signals 15 - 17 , and signals which are fed via the bus, the corresponding switch combination drives.

The electrical circuit 20 assumes all switching functions for energy, power and quiescent current management.

For energy management:

• • Generator power control and tension;
• • recording the load of the consumer;
• • battery charge;
• • Recuperation in appropriate memory.

For power management:

• • Monitoring of the individual current paths and, if necessary, switching off in the event of a short circuit 3 ;
• • Provision of the appropriate switch position to start;
• • dto.bei Fremdstart;
• • polarity reversal protection;
• • Shutdown of the current paths in case of a crash.

For closed-circuit current (parked vehicle):

• • battery condition detection;
• • Monitoring of the current paths and, if necessary, shutdown with implausible electricity;
• • temporal monitoring and, if necessary, shutdown the retirement consumer;
• • Detection of incorrect operation z. B. parking light and corresponding shutdown;
• • gradual shutdown.

In addition, the circuit includes 20 a safety circuit for serious electrical system failures z. B. a.) Battery and b.) Generator failure for the safety of the driver and the vehicle.

In the event of a battery failure, the safety circuit ensures that the gear lock or parking brake is activated before engine shutdown he follows. In addition, corresponding instructions on displays and display are communicated to the driver.

at a generator failure, the safety circuit ensures that the functional safety of the displays is ensured. In addition, operating instructions before stopping the engine over the ads are issued. If the battery is almost empty, must still enough power reserve be present, that with automatic Engine shutdown still a sufficiently large power reserve for gear lock and parking brake is present.

The electrical circuitry communicates for the functions listed above 20 over the bus line 17 with other systems such. For example, display instrument, engine control, brake, anti-theft alarm, keyless go systems. To minimize the quiescent current consumption, it is advisable to integrate the systems access and driving authorization and theft warning, so that only one quiescent current consumer remains during prolonged vehicle suspension. This keeps the battery active for many months.

The power switching module PSM is preferably attached to the energy storage, z. B. UCap 24 , over which the power and energy management runs, z. B. entspr. 3 arranged. The power switching module PSM replaces a variety of relays or power semiconductors and onboard power supply control units, as they are used today. For the shutdown of quiescent consumers or in a crash bistable relays or switches are necessary to secure the electrical system or the battery. The electrical circuit 22 assumes the bistable shutdown of the consumer in the event of a crash, short circuit or closed-circuit load depending on the state of charge of the battery.

The individual current paths are connected to the el. Circuit whose control lines 44 marked with arrows. Usually, a so-called. Vorsicherungungsdose is turned on after the battery, which protects the main consumer fuse box and power consumers such as motor fan (800 W) and PTC heating (1500 W). This is complex and requires a lot of installation space, which is now integrated in the power switching module PSM, with the added advantage of individual connection and disconnection. About the power switch S _B and S _K , the energy storage 24 and 25 be separated from the electrical system, which reduces the risk of fire, especially in a crash. These power switches are now used as separate battery disconnectors, but are expensive. For example, over current path 11 a powerful PCT, which is conventionally protected by a relay or high current fuse. This is possible with little effort via the power switching module PSM. It is beneficial in the electrical circuit 22 the function of the remote control with antenna 32 or keyless entry, as this feature is used in quiescent shutdowns 1 - 4 should be switched off last, if the state of charge of the battery is very low. Through described integrations in the power switching module PSM very many lines can be saved, which not only reduces the failure rate, but also costs and weight can be saved. In the switching module thus all the essential functions of power, energy and quiescent power management are holistically summarized.

There this circuit is the central control center for the entire On-board network represents, it is useful here too to integrate the central gateway. It is still, in particular for smaller vehicles, beneficial to the functions of To integrate basic vehicle circuits in the power switching module PSM. Here are the functions for windscreen wipers, light, Heating instrument cluster (here the master computer functions, at where the outsourced displays and instruments are slaves) to call.

The 2 shows the arrangement of the shift rollers 29 . 29a , which have corresponding cams 29n the transmission levers with the contact spring 34 raise and thus the contact 35 from the edition 36 takes off. So that the contact experiences a fast opening and closing speed, here is a in the housing 41 attached permanent magnet 37 with opposite pole 38 on the contact spring 34 in the case 41 used, which determines the contact force. About the permanent magnet is the well-known snap effect both when opening and closing. Due to the small distance between the P-magnet and the contact, its magnetic field contributes to a reduction of arcing. On the left side is a high current contact z. B. drawn for 1000 A, which undergoes a warming despite low contact resistance, over the meandering spring 39 is discharged and occasionally with an insulated heat sink 40 can be connected. On the right half of the picture a normal contact <50 A is drawn. To reduce the engine drive torque may be in the transmission lever a role 42 be provided. To increase the reliability and low power loss and thus less heating, the contacts are redundant, which means in this concept, a small overhead through stamped grid, so consistently the control of the electric motors, the parallel motors 30 . 30a with a separate or shared transmission to contact everything is designed redundantly, which can give a negligible small failure rate of <10 ^-10 ppm. By comparison, a relay with el. Connection and control is in the range of 10 ppm. With low power of some W can be a revolution with z. B. cope with 10 switching positions in 0.3 s.

The 3 shows the attachment to the memory preferably UCap. The dimensions B × H are oriented to the battery, since the arrangement of PSM and UCap is preferably used instead of the battery in the corresponding space. The length L is relatively small. On the side are the el. Connections 7 and 7a well accessible for starter and generator here compared to 1 provided separately. The cable is directed down to the rear 23a laid to the battery with a relatively small cross-section. Above is the foreign launch base 20 and the + connection 24a provided by UCap. Also above two plugs are provided for power and signal, corresponding to the outputs 1-17 accordingly 1 , As an alternative to housing in the battery compartment, the passenger footwell or trunk can also be used, since the distance to the starter and generator is still low here as well.

The future wiring system needs for power and energy management Be prepared, in addition to a reduction in battery failure Possibilities of Consumption Savings by Improved Generator efficiency, start-stop (S-S) and recuperation (Rek.) stand in the foreground. Accordingly, the PSM should be able be to realize many concepts of power and energy management.

The 3a shows a forward - looking arrangement of UCap and PSM together with a new electromotive brake booster with pressure modulation for ABS and ESP, as found in PCT / EP2006 / 003647 is described. Here are the installation dimensions of the small electric motor 48 z. B. with 80 mm diameter much smaller than a vacuum brake booster 52 with 200 to 250 mm diameter. In the described new solution is in extension of the engine of the tandem master cylinder 49 arranged on the sides of the valve block 50 and the controller 51 arranged for BKV and ESP. The freed-up space works well for the UCap cells connected in series 56 use, to the side of the PSM with integrated fuses, accordingly 1 , is grown. Furthermore, the free space can still be used for additional controllers 55 with plug 55a z. B. from the body area or passive safety. From this position, the distance to the generator and stator is very small, so that only relatively small cross sections and thus a small cable harness weight is necessary. Since the installation space in the engine compartment is extremely scarce for E / E components, which often leads to the complex displacement of the battery with thick lines in the trunk, this arrangement is a great advantage. If the starting of the engine via the aforementioned energy storage is done, the battery has only functions with low currents such. B. Emergency in case of generator failure, quiescent current or charging the UCap. Then the cable cross-sections are small and the effort is small, so that the accommodation in the rear of the vehicle is no longer disadvantageous in cost and the benefits of additional weight on the rear axle are fully effective.

The 4 shows a concept that is designed primarily for start-stop function and minimizing battery failures. This is also in 1 already executed and partially described. Outlined in thick is the functional content of the PSM. In order to keep the load on the battery low, especially in the case of heavy load fluctuations, even by strong current pulses, the battery is normally disconnected from the vehicle electrical system via the switch SB. A powerful generator supplies circuit I over the line 26 by adding a UCap 24 covering the heavy loads. The start is also via the UCap. At longer standstill, a small DC / DC converter charges 28 the UCap 24 from the battery 25 on z. B. 20 V, which makes the starting process faster and safer, especially at low temperatures by higher speed. This DC / DC converter also equalizes the leakage current of the UCap up to a battery discharge of about 10%, after which it is switched off to avoid a deeply discharged, ie no longer chargeable battery. The DC / DC converter is controlled by the PSM. By starting through the UCap, the battery is no longer burdened by the high starting currents, which has the consequence that the life is considerably extended and even starting at low residual capacity is still possible, since only a small amount of current to charge the UCap on the DC / DC converter is necessary. With conventional dimensioning, a battery with a capacity of <40% at low temperatures is no longer bootable. The battery is used when the vehicle is stationary to supply the quiescent load and for emergency driving in case of failure of the generator or short-term heavy load z. B. by PTC heating. Accordingly, the capacity must be sized, which makes it possible to reduce the battery by more than 50%, which means a considerable space and weight reduction. This concept is also suitable for recuperation. However, since more than 5 kW are necessary for effective recuperation, both the generator and the UCap are not optimally dimensioned by high currents in terms of cost-benefit.

To charge the battery, the switch S _{B is} closed and thus connected to the generator. The battery monitoring preferably SOC (state of change) and SOH (state of health) takes over a battery sensor 43 , which in conjunction with the in 1 temperature sensor determined the correct state of charge by the balance of the charging and discharging currents is detected and, accordingly, the missing charge is added to the full capacity. The temperature sensor can also be omitted, since charge and discharge currents are low and thus the self-heating. Thus, the battery has approximately outside temperature when installed in the tail section. As a result, the battery is always fully charged, which significantly affects the life. The PSM then supplies, as in 1 described, the quiescent and 14-V normal consumers of the electrical system, which communicate via a bus with the PSM. The switches S are shown here in principle only. This concept allows in addition to a reduction in battery size and a reduction in the weight of the lines, since z. B. the battery line only for the performance of Notfahrverbraucher <50 A and not 1000 A must be measured. In addition, the starter line can be made smaller, as a higher voltage and a lower internal resistance of the UCap compared to the battery can be used. In addition, the battery size can be significantly reduced because they are no longer used for starting and essentially only for rare emergency driving and to supply the quiescent consumers. By focusing the quiescent power management on one device, the PSM, the quiescent current consumption can also be reduced. In spite of the smaller battery, the startability of vehicle standstill that has been up to now several months has been improved by factors. The dashed lines show measuring and control lines 44 for the PSM, essentially voltage and current and in the generator the voltage regulator control. In contrast to the conventional electrical system, in which the upper voltage limit is determined by the battery, with higher voltage z. B. 16 V are driven, which can be used in recuperation. Here then the generator is switched off after charging the UCap, until the voltage on z. B. 10 V drops. Prerequisite for this is the voltage regulation of voltage-sensitive components such. B. incandescent, which is already the case with the headlights. The dashed lines represent predominantly voltage or current measuring points that of the el. Circuit 22 are processed.

The 5 shows an embodiment of a 2-voltage electrical system, which z. In WO 02/080334 A3 is described in a similar form. Here, preferably, a freewheeling generator in a voltage range of 14 to 50 V feeds the vehicle electrical system II, to which the high-performance consumers such as heaters and EC motors are connected via switch S. The vehicle electrical system I is connected via a bidirectional DC / DC converter 28 supplied, which normally z. B. 500 W and temporarily 1000 W transmits. If even higher power levels are required for a short time, the battery can be switched on via switches S _B and S _R. Again, as in 4 normally, the battery is not connected to the electrical system.

During braking and recuperation, the generator voltage is released up to approx. 60 V and accordingly the UCap 24a charged as energy storage and then discharged with the generator off to about 20 volts. This voltage fluctuation endure the high-performance consumers described, since z. B. EC motors anyway operate current-controlled. The second UCap 24 is switched on for starting and is via the DC / DC converter 28 after closing the switches S _B , S _R , S _A and S _C charged to about 20 V and also the leakage current of the UCap 24 from the battery 25 balanced. To start the switches S _C and S _{A are} closed and S _K open to the UCap, if this has too high a voltage. As in 4 has the battery 25 the same task. Quiescent current consumers are supplied by closing S _B , S _R and S, as well as during emergency driving when the generator fails. The circle II is here first of UCap 24a supplied and upon reaching the lower voltage limit of z. B. 20 V via the DC / DC converter 28 , If the battery is located in the rear part of the vehicle, the battery line is protected against short-circuiting by the fuse 45 meaningful. It is sufficient here z. B. a 50 A fuse and with a small cable cross-section, since the power supply only as in 4 described is needed for borderline cases. For the high current switch in the PSM is, as well as in 4 and 6 important that these switch substantially load-free. This can be easily realized via the networking of the consumers via the bus to the PSM, as switching on or off takes place only after switching the PSM switches. To relieve the switch z. B. S _C and S _A can also be a mosfet for a short time 46 be switched in parallel. This 2-voltage electrical system has advantages in generator efficiency, the so-called freewheeling generator can, for. B. a 2.5 kW generator size easily at 50 V 8 kW afford, without significant additional costs and weight. Furthermore, the EC motors preferably operate at 24V with better efficiency and have a higher power to weight ratio with additional power line weight savings. Instead of the 42 V can also higher voltages depending on the ges. Voltage range can be set. Furthermore, the battery is relieved of starting and heavily cyclic loading and thus has low failures. The advantage of the 2nd UCap 24 is also equal to the smaller capacity compared to UCap 24a in the kl. Leakage current.

For renouncement of functions z. B. S _F corresponding reverse polarity protection or security z. B. S _K , S _B , these circuit breakers are not necessary.

The 6 also shows a 2-voltage on-board network, but only with a UCap 24 in circle II. The function of DC / DC converter 28 and switch correspond 5 , The difference lies in the control of the 12V starter from the electrical system II, ie UCap via Mosfet 47 in PWM mode.

Thereby The starter can be independent of the corresponding supply voltage always be driven with the appropriate current.

In order to There are a number of potentials to simplify the starter.

A another alternative to the PWM operation of the 12V starter is a 24V starter, briefly similar to the jump start of the 12V starter with double voltage - here with 48 V - operated can be, if the memory is full. These are smaller cross sections necessary for the starter.

This concept has all the features and benefits of 5 but is easier and cheaper. Instead of a separate starter and generator can also be an integrated starter generator (ISG) are used, in which case the Mosfet 47 is not necessary because the controller is not shown in the pulse inverter.

The Application of the circuit concept requires for the many Functions for energy, power and quiescent power management, which is very cost-effective, especially with the power switching module, High reliability with low electrical losses can be represented.

As an extension can also be similar 5 a dashed second UCap 24a can be used, which is used during prolonged vehicle standstill only for starting. In this case, only this is compensated in the leakage current, which is also small because of the significantly smaller capacity, since the leakage current depends essentially on the voltage and capacity. Even with a third party start this is faster charged via the DC / DC. An advantage over the embodiment according to 5 is the same voltage range, so that its energy storage can be fully used for recuperation.

1-4

Quiescent current consumers such as Radio, heater, telephone, el. Theft warning

5

connection Rear fuse box

6

class 15 Consumers, eg. B. activated via ignition

7, 7a

starter and generator

8th

braking systems

9

motor fan

10

Engaging relay

11

PTC heater

12

Front fuse box

13

light sensor

14

door contact

15

Ignition lock

16 16a

temperature sensor from battery

17

Bus connection, z. B. also for generator controller

18

Rear fuse box

19

Front fuse box

20

Foreign launch base

21 21a

reverse polarity protection

22

el. circuit

23 23a

battery terminal and el. connection

24 24a

ucap and el. connection

25

battery

26

Main supply line

27

shunts

28

DC / DC converter

29

shift drum

30 30a

Electric motors

31

locator

32

radio antenna

33

transmission lever

34

contact spring

35

Contact

36

output 1-12

37

magnet

38

Antithesis / Anchor

39

heat dissipation

40

heatsink

41

casing

42 42a

plug

43

battery sensor

44

measurement and control lines

45

High-current fuse

46

MOSFET

47

Startermosfet

48

electric motor

49

Tandem master cylinder

50

manifold

51

control unit for BKV and ESP

52

outline contour of vacuum brake booster (BKV)

53

PSM

54

fuses

55

body ECUs

55a

plug

56

cell of energy storage, z. B. UCap

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 10213105 [0002]
• WO 02/080334 A3 [0002, 0043]
• EP 1410482 [0002]
• - DE 10250488 [0002]
• - DE 10305939 [0002]
• - DE 10313081 [0002]
• - EP 2006/003647 [0040]

Claims (24)

Switching device for electrically connecting a plurality of consumers of a motor vehicle with at least one electrical energy source, characterized in that the switching device comprises at least one electric motor-driven switch, wherein the switch has a plurality of switching positions, and at the various switching positions each different consumers individually, together or in predetermined groups the at least one energy source are connectable or separable from this. Switching device according to Claim 1, characterized that the switch is a shift drum. Switching device according to Claim 2, characterized that by turning the shift drum about its axis of rotation more in the axial direction juxtaposed switching contacts in succession or simultaneously switchable. Switching device according to claim 2 or 3, characterized in that the switch is designed as a high-current switch is. Switching device according to one of the claims 2 to 4, characterized in that the switch guiding curves, in particular cams, which in the axial direction next to each other are arranged, wherein the guide curves in particular cams have, adjust the switching contacts. Switching device according to Claim 5, characterized in that at least one switching contact has a wheel or roller which rolls on the guide curve. Switching device according to Claim 5, characterized that each guide curve is distributed more than its circumference a radial projection, in particular in the form of a cam, which interact with one or two switch contacts and these depending on the angle of rotation of the guide cam or cam disk adjust. Switching device according to one of the preceding claims, characterized in that the switching device additional Relay and / or semiconductor switch has. Switching device according to one of the preceding claims, characterized in that the switching device at least one Control unit which, depending on the vehicle condition the Adjusted switch under control of at least one drive. Switching device according to one of the preceding claims, characterized in that the switching device at least two parallel arranged redundant switch at least for which has high currents, each from a drive are drivable. Switching device according to one of the preceding claims, characterized in that the switching device to the energy storage arranged for power and energy management responsible is. Switching device according to one of the preceding Claims, characterized in that the switching device is arranged in a module, wherein the switch following switching functions Fulfills: • Current paths to the outside to the consumers or groups • closed-circuit consumers, in several stages = switch positions depending be turned off by SOC of the memory • inside Switching DC / DC for charging • inside separation the memory • inward parallel connection DC / DC in case of failure (SA) • Jumpstart • Control the switch functions of central control Switching device according to Claim 12, characterized that the module fuses for individual consumers or groups of consumers. Switching device according to claim 12 or 13, characterized characterized in that the control means the flow of the individual Paths for short-circuit detection, quiescent current, battery charge and discharge and / or reverse polarity monitored. Switching device according to claim 12, 13 or 14, characterized in that the control means the voltage for determining the voltage level of the memory, the generator and / or monitors the voltage level of the vehicle electrical system. Switching device according to one of claims 12 to 15, characterized in that a central control and monitoring for the evaluation of the vehicle condition "drive", "standstill" or "crash" occurs. Switching device according to one of claims 12 to 16, characterized in that the control unit via a communication bus quiescent current relevant signals such. z. B. door contact, Light sensor, ignition switch are transmitted. Switching device according to one of the claims 12 to 17, characterized in that the control unit monitors the charge (SOC) and operational safety (SOH) of the memory, in particular the battery and calculates its state. Switching device according to one of claims 12 to 18, characterized in that the control unit certain or individual current paths depending on the charge of the Energy storage and vehicle condition turns off. Switching device according to one of claims 12 to 19, characterized in that the control unit in dependence of an electrical system failure, initiates action according to priorities ordered, whereby the following measures are ensured have to be: 1. Ensuring the function of the display (s) (Display) to display a fault, a hazard and optionally the display associated therewith operating instructions; Second Shutdown Motor function (exception when accelerating) with low power SOC at failure generator; 3. Shutdown motor function when Gear lock or / and function of the parking brake activated. Switching device according to one of the preceding Claims, characterized in that the switching device together with a central gateway in a module or to a Unit is summarized. Switching device according to one of the preceding Claims, characterized in that the switching device in a 2-voltage on-board network with bidirectional DC / DC converter is arranged for 14V electrical system. Switching device according to one of the preceding claims, characterized in that the switching device is arranged in the region of an energy store, wherein the individual cells of the energy store around the circumference of an electromotive brake booster ( 3a ) are arranged. Switching device according to one of the preceding Claims, characterized in that the electrical system a first and a second UCap, the UCaps strongly different Have capacity, with the smaller UCap for starting is turned on when the larger UCap at prolonged vehicle standstill significantly below the rated voltage to start.