EP4107809A1

EP4107809A1 - Battery module for constructing a battery system for a vehicle

Info

Publication number: EP4107809A1
Application number: EP21707235.4A
Authority: EP
Inventors: Patrick ASSMANN; Björn Langhof
Original assignee: Webasto SE
Current assignee: Webasto SE
Priority date: 2020-02-19
Filing date: 2021-02-19
Publication date: 2022-12-28
Also published as: US20230070899A1; DE102020104375A1; WO2021165490A1; CN115152072A

Abstract

The present invention relates to a battery module (1) for constructing a battery system for a vehicle, the battery module having at least one battery cell and a battery management controller (BMC) comprising a battery management controller interface (BMCS), wherein the battery management controller interface (BMCS) has at least two address contacts for assigning an address to the battery module, and the battery management controller (BMC) is designed and configured to identify an address assigned to the address contact and from this, to derive an address for the battery module.

Description

Battery module for building a battery system for a vehicle

Technical area

The present invention relates to a battery module for building a battery system for a vehicle, as well as a cable harness with several connectors for connecting several battery modules, and a battery system with at least one battery module and a cable harness, and a method for communication between a central control unit and at least one battery module.

State of the art

In order to increase the range and performance of electric vehicles, several high-voltage storage systems, which are organized in battery modules, which are also known as battery packs or in battery packs, in any configuration in a series and / or parallel connection, e.g. 1sXp or 2sXp, are electrical interconnected to a battery system. The battery modules are usually high-voltage storage devices with a voltage of 400V or 800V.

Each battery module in the battery system must be able to be uniquely assigned and recognized in order to implement and guarantee stable communication and functional execution.

This assignment is typically performed by a central and higher-level control unit, which can be integrated in one of the built-in battery modules or in a separate switch box, for example a so-called “vehicle interface box”. The higher-level control unit then uses a master-slave principle to ensure that each battery module is uniquely recognized.

The individual battery modules can be addressed using a wide variety of methods. In any case, each battery module must be assigned a unique identifier, in particular a unique address. There are two established addressing methods to solve this problem: Either the address is permanently programmed into the battery module at the beginning, or the addressing of the battery modules is regulated in a dynamic method.

A disadvantage of static battery module addressing is that the system can no longer be started in the event of a fault. The error must then be corrected manually in the battery system. This proves to be time-consuming at least when battery systems have already been delivered to the end user and integrated in the vehicle.

In a dynamic method, for example, each battery module is repeatedly assigned a unique ID with each start process. A disadvantage of such a dynamic solution is that each start process requires a certain amount of time for the secure assignment of addresses and identifiers. Usually, however, the end user wants to start the vehicle and use it immediately without any waiting times. In addition, the complexity of the software and the associated development and validation effort for the system are significantly increased. Furthermore, an analysis of the status of an individual battery module is made more difficult in the case of dynamic address assignment, since the address of the battery module can change over its lifetime.

Regardless of dynamic or static battery module addressing, the previous concepts mostly only support a certain high-voltage topology. This means that previous concepts are very inflexible. In the event of changes to the high-voltage topology, the source code or the hardware of the central control unit must therefore always be adapted.

Presentation of the invention

Based on the known prior art, it is an object of the present invention to provide an improved device for assigning an address to a battery module, as well as a corresponding method.

The object is achieved by a battery module for setting up a battery system for a vehicle having the features of claim 1. Advantageous further developments result from the subclaims, the description and the figures.

Accordingly, a battery module is proposed for setting up a battery system for a vehicle, the battery module having at least one battery cell and a battery management controller with a battery management controller interface, the Battery management controller interface has at least two address contacts for assigning an address to the battery module; and the battery management controller is designed and set up to recognize an assignment of the address contacts and to derive an address for the battery module therefrom.

A battery module is an interconnection of battery cells, the latter preferably storing electrical energy in the form of chemical energy. A battery cell can be a lithium iron phosphate cell, for example. When interconnecting battery cells, the capacity and voltage of the battery module can be varied depending on the circuit. Depending on the application, different battery cells can be interconnected to form battery modules.

A battery module is understood here to be a sub-unit of a battery system, a plurality of battery cells being interconnected in a battery module. According to the understanding on which this is based, a battery module can also comprise a combination of several such subunits. In other contexts, such a combination is also referred to as a battery pack, but this also falls under the definition of a battery module.

A battery module usually comprises a battery management controller, which takes over the interconnection of the respective subunits as well as their monitoring and control, or at least one cell measuring device for measuring the status of the battery cell (s).

In another definition of the hierarchy of the assemblies, a battery module comprises at least one battery cell and a cell measuring device for measuring the state of the battery cell (s). Several battery modules are combined to form a battery pack, the battery pack comprising a battery management controller which is set up to interconnect, control and monitor the battery modules in the battery pack. Several battery packs are then combined to form a battery system that provides the vehicle with energy.

In the definition used here, for the sake of simplicity, the hierarchy levels of the battery module and the battery pack are equated and referred to as “battery module”.

Various battery modules can then be interconnected to form a battery system. These battery systems can then be used, for example, in vehicles, with the interconnections used, the number of battery modules and / or cells depending can be differentiated according to purpose. The battery systems used in vehicles are in principle also suitable for stationary storage of energy.

A vehicle is any means of transportation that has an electric motor. For example, a car is a vehicle, but trucks, buses, aircraft equipment such as fixed-wing aircraft or rotary-wing aircraft, boats, submarines, electrically-assisted scooters and bicycles, electric bicycles in the form of pedalecs or golf caddies are also vehicles within the meaning of the claim.

If the battery system is stressed, for example by drawing energy from a motor, the battery discharges. A battery management controller monitors the status of the battery modules on which the battery is based, regulates the extraction of energy from the various battery modules and protects the battery modules against, for example, deep discharge. A battery management controller can be associated with the entire battery system, or with the individual battery modules or with the individual cells or combinations thereof.

To control the charging and discharging currents, however, it is important that, for example, the individual battery modules can be clearly identified so that the respective battery modules can be controlled accordingly. For this purpose, the battery management controller can have a battery management controller interface which has at least two address contacts. The battery management controller recognizes an assignment of the address contacts and can, for example, assign an address to the battery module.

For example, from a network of several battery modules, each battery module can be assigned a unique address by assigning the respective address contacts. In particular, the battery management controller also assigns itself an address in the overall network based on the address contact assignment, so that the controller itself can also be addressed via the address on the battery management controller interface.

A controller, in particular a battery management controller, is a control unit. A controller can be software that is imported into existing hardware, but it can also be a hardware component that is connected to an existing hardware component. However, it can also be a hardware component which is taken into account in parallel in the circuit layout during the production of an already known hardware component. However, it can also be a hardware component which, together with an already known hardware component is integrated. In particular, it can be the case that the hardware component only assumes its function through the software.

In particular, the use of a battery module can also mean that the hardware and / or software has at least partially a modular structure. In particular, a modular structure can also mean that the overall system can also function without the battery module, but then does not have the desired improvements. In particular, a modular structure can also mean that the battery module can be attached to existing systems.

In particular, a modular structure can also mean that different systems and devices, in particular battery systems, circuit units and control systems and control software, can be equipped with the module and then have a common basic configuration on the basis of which data and information can be exchanged.

The controller has an interface. An interface is a connection unit that allows information to be transmitted to the controller, which can then be processed in the controller.

The interface has at least two address contacts. An address contact is, for example, a conductive connection of the interface at which the controller can take measurements of one or more physical quantities. Physical variables are, for example, the resistance, the conductivity and / or the electrical potential of the address contact.

The at least two address contacts can be used to assign an address to the battery module. An address is a combination of specific and defined physical quantities. An address is also unique in the communication area of the controller, i.e. the system, so that a module can be clearly identified. The address can be assigned to the module in the controller. The controller can, for example, transfer data, information and control commands that are sent to the address to the module. On the other hand, the controller can also send data from the module, provided that it is requested or requested by the respective module address.

Depending on how many modules are to communicate with one another, for example M modules, the number A of address contacts must be adapted. If only one physical variable, for example the voltage, is to be measured at all address contacts, and this only in two States are present, for example high voltage or no voltage, or negative voltage and positive voltage, then you always need at least Log2 (M)

Address contacts, where Log2 (M) must be rounded up to the next higher natural number. If, for example, 5 modules are to communicate with each other, 3 address contacts are required, as 9 different contact options are then available (000, 100, 010, 001, 110,

101, 011 and 111). If only 4 modules are to come into contact with each other, 2 address contacts are sufficient, since there are then 4 different possibilities for contacting (00, 01, 10, 11). If further data and information about the address contacts are to be transmitted, this must be taken into account when selecting the number of address contacts.

To assign an address, the controller can read or measure the assignment of the address contacts of the interface. For example, the combination of physical measured variables that are present at the interface is associated with the module.

An assignment of two address contacts can consist, for example, in that a high electrical voltage is applied to the first address contact, while no electrical voltage is applied to the second address contact.

The module can be configured overall, for example, in such a way that it has a controller, the hardware of which has two contact surfaces to which a voltage can be applied. The controller software recognizes these voltages and assigns the module an address that is associated with the combination of voltages on the contact surfaces.

In one embodiment, the address contacts can each be contacted by an addressing pin with a connector and applied to electrical potentials.

A connector is a device for connecting a cable harness to the battery management controller interface. A connector can have means that enable the connector to be locked in the connector counterpart, for example the battery management controller interface. A connector can, for example, also be standardized to a specific external geometry and can contain connecting elements via which data and information can be transmitted from the cable harness. A connector can be designed, for example, in the form of a plug or a socket in order to be able to establish a plug connection in this way. Such connecting elements can be so-called addressing pins. Addressing pins can be conductive elevations or depressions that are attached in or on the connector. One side of the addressing pins can each be connected to one of the cables of the cable harness. The other side of the addressing pins can then transport the data and information from the cable harness towards the battery management controller interface.

The data and information can in particular be transported and generated via electrical potentials, as described above.

The address contacts of the battery management controller interface can by default also be at a first potential and brought to a second potential through a contact with the addressing pin.

The connector can in particular ensure a secure hold of the addressing pins on or on the address contacts. The use of electrical potentials enables simple, safe and direct communication with the electronics of the battery management controller.

The connector can in particular be a CAN connector, the first potential being the ground of the CAN connector and the addressing pins being the freely selectable pins of the CAN connector.

CAN is the abbreviation for Controlled Area Network, which is a serial bus system and is used especially in vehicles for communication between different participants.

The first potential of the connector can be connected to the ground of the CAN connector. The second potential can be applied via the freely selectable or assignable pins of the CAN connector to the battery management controller interface.

By using a CAN connector, in particular, compatibility of the battery management controller communication with other components can be ensured. Furthermore, it allows the use of established hardware, as well as established methods and protocols, in particular communication protocols that are typical and / or standardized in motor vehicles. The electrical connection between an addressing pin and a first potential can be interpreted by the battery management controller as a logical 0, and an electrical connection between an addressing pin and another second potential can be interpreted as a logical 1 by the battery management controller.

Alternatively, instead of a second potential, the respective addressing pin can simply remain unconnected, so that the battery management controller can distinguish between a defined (first) potential and an undefined potential for the unconnected addressing pins and interprets them accordingly as a logical 0 and a logical 1 .

This has the advantage that a distinction only has to be made between two potentials, so that communication is less error-prone than if an indefinite number of potentials have to be differentiated and processed.

For example, the first potential can be at ground (GND), while the second potential is 5 volts. If, for example, the potentials GND, 5V, 5V, GND, GND are applied to a connector with 5 addressing pins, these potentials are transferred to the battery management controller interface, where they are interpreted as "01100" by the battery management controller.

The combination of the electrical connections of the addressing pins can be interpreted as an address by the battery management controller.

This has the advantage that a complex physical variable can be coded via the simple assignment of the addressing pins, which can be used in the further process for communication with the battery module.

For example, a control command can be sent to address “01100” so that only the battery module with the above address reacts to the control command.

The topology of the battery module and / or the battery system, in particular the role of the battery module in the topology of the battery system, can be coded in the address of the battery module.

The topology of an electrical system provides information about the interconnection of the electronic components. For example, the topology of the battery module contains information about the Interconnection of the battery cells. The topology of the battery system contains information about the interconnection of the battery modules.

The role of a battery module in the topology can include information about the interconnection of the battery module, its position in the overall system, the voltage and other properties.

This has the advantage that the various components can already be assigned in the address, so that the address already contains information about the overall system. This makes it possible, in particular, to carry out simple plausibility considerations between the information of the address and other state variables of the system. This can in particular lead to the creation of protective mechanisms that protect against incorrect operation of the battery system.

For example, the address “1011” can be assigned to a battery. The first bit of the address could, for example, indicate that the battery module is connected in series with another battery module. The numerical number resulting from the address, "1011" corresponds to the number 1 · 2 ³ + 0 · 2 ² +1 · 2 ¹ +1 · 2 ° = 8 + 2 + 1 = 11. The numerical number could stand for an identification number of the battery module, which prefers a certain degree of degradation of the battery module in the overall system during the production process. It could also be that the last bit indicates whether the battery module is located on the right-hand side of the overall system or on the right-hand side of the overall system relative to a predefined orientation variable. For example, the first bit can mean whether the battery module is connected in series with another battery module. If the first bits of these two series-connected battery modules differ, the system can output an error message.

It can also be that the module is the battery management controller or the battery management controller is connected to the module or the module is integrated in the battery management controller.

For example, existing battery management controllers can also be retrofitted with a module so that the module assigns an address to the existing battery modules.

A module for setting up a battery system for a vehicle is also proposed, in particular a control module, the module having a controller and an interface, wherein the interface has at least two address contacts for assigning an address to the module and a controller, the controller being designed and set up to recognize an occupancy of the at least two address contacts and to derive an address for the module therefrom.

Likewise, a cable harness with several connectors is provided for connecting several battery modules, the connectors occupying the address contacts of the battery modules differently.

A cable harness is a multi-part and electrically conductive connection with several connections and branches. A cable harness can in particular improve the cable organization when interconnecting several components. In particular, several devices can communicate with one another via these lines via a cable harness.

There can be a connector at each branch of the cable harness. This connector can be, for example, a CAN connector or another connector. In particular, the contacts of the connector can be connected by the cables of the cable harness. In particular, several connectors can be connected via these disk cables and can be in contact with one another.

A different assignment of the address contacts of the battery modules can lead to a unique and unique address and enable the identification of the battery modules in the overall system. The different assignment can be achieved by using the combination of the electrical connections from the connector to the address contacts in the system only once.

For example, in a combination of two battery modules, a first battery module can be connected to a connector in which the first addressing pin is on ground (0) and the second addressing pin is on 5V (1) and so the battery module is assigned the address "01" and A second battery module can be connected to a connector where the first addressing pin is at 5V and the second addressing pin is at ground and the battery module is assigned the address "10". Then the address contacts of each battery module are assigned differently. This enables the various battery modules to be clearly identified and addressed.

The cable harness can have a modular, in particular expandable, structure. Modular construction means that the entire cable harness can be put together from sections. Each section has at least one input to which a section can be adapted, as well as at least two outputs to which further cable harness sections can be connected. If further wiring harness sections are connected to a wiring harness section, it will expand.

A modular structure has the particular advantage that only one model of a cable harness section has to be produced, and this one section can be assembled to form an entire cable harness. The length of the cable harness and the number of connectors can be freely selected, so that only as many cable harness sections have to be installed as connectors are required.

The cable harness can partially place the addressing pins of the connectors on the same electrical potential, in particular the same ground.

This enables the addressing pins to access a common connection.

For example, the connectors can access a common ground line so that all modules or battery management controllers are connected to the same ground. This can reliably prevent electrical flashovers and also forms a common basis for communication between the various battery management controllers.

The cable harness can be integrated into the high-voltage cable harness and / or formed parallel to it and / or linked to it.

In the high-voltage wiring harness, the various battery modules are interconnected to form a total battery with a total voltage and total capacity. For example, two 400V battery modules can be connected in series to form an 800V battery. The wiring harness for communication between the battery modules can be configured parallel to the high-voltage wiring harness, so that with a given high-voltage topology the wiring harness and the high-voltage wiring harness are assembled and mix-ups between the high-voltage topology and the communication connections are avoided. The cable harness can be laid parallel to the high-voltage cable harness, for example using cable ties, so that each connector for the battery management controller interface and the connectors for the high-voltage topology have a spatially adequate relationship ensures that both the correct connector and the correct battery connector are assigned to each battery module.

In principle, the high-voltage topology is defined within the overall battery system via the high-voltage wiring harness. The cable harness for communication between the battery modules can therefore also be integrated into the high-voltage cable harness so that the communication lines and the power lines are parallel to one another. This can avoid mix-ups. By using an integrated cable harness in the high-voltage cable harness, it can be ensured that the high-voltage topology is consistent with the address assignment to the battery modules. This avoids incorrect configurations.

A battery system with at least one battery module and a cable harness is also provided, the battery modules being brought together with the cable harness in a central control unit.

A battery system is the interconnection of several battery modules. This interconnection takes place, for example, with a cable harness. Connectors can be connected to the wiring harness, which in turn occupy the address contacts of the battery modules. In this way, addresses can be assigned to the contacted battery modules by the respective battery management controllers.

The different packs can be connected to a central control unit. This central control unit can, for example, recognize which battery addresses are assigned in the battery system. The central control unit can also regulate the communication between the battery modules or communicate with the individual battery modules.

For example, the central control unit can also assign specific roles in the overall topology to the battery modules via a master / slave system.

The central control unit can assign the various addresses of the battery modules of the battery system to an overall topology.

The overall topology reflects the entire interconnection of the battery modules with a total capacity and a total voltage.

This has the advantage that the central control unit can infer its respective operating mode on the basis of the overall topology. Furthermore, through the information of the Overall topology, plausibility studies can also be carried out to protect the battery system from incorrect operation.

For example, the central control unit can use the addresses to recognize whether battery modules are connected in series. For example, it can be stored in the central control unit that batteries are connected in series when the first address bit is 1.

If, for example, the position of the battery module is also transported in the address, the central control unit can recognize battery modules connected in series. For example, a battery module with the address “1011” can be connected in series with the battery module with the address “0011”. Based on this assignment, the central control unit can manage the battery modules with the addresses “1011” and “0011” as a unit.

The central control unit can be designed in a battery module or independently and / or the central control unit can be formed by the module.

This has the advantage that a communication interface can be retrofitted to existing battery systems. In particular, however, existing battery modules and battery management controllers can also take on the role of a central control system in a resource-saving manner and monitor tasks, communication and hierarchies in the battery system.

When a battery module is installed in the battery system, the battery system, in particular the connector, can assign the address to the battery module according to the assignment of the addressing contacts of the connector and, in particular, when changing or replacing a battery module, assign the same address to the new battery module.

Since the connector occupies the address contacts of the battery module, the communication of the battery module can be started via the address of the old battery module in the event of a change.

This has the advantage that the topology and the structure of the battery system are independent of the battery controller used. In particular, there can be no duplicate addresses when a battery module is changed, since the addressing information is stored in the connector. The teaching of the battery modules is ensured by the assignment of the connectors. The object set above is also achieved by a method for communication between a central control unit and at least one battery module having the features of claim 16. Advantageous developments of the method emerge from the subclaims as well as the present description and the figures.

In the method, the central control unit can communicate with the battery module via the assigned address and / or transmit the assigned address when communicating with the battery module and / or identify the battery module by means of the assigned address.

This has the advantage that the communication commands can be sent and received via a communication connection common to all battery modules, but only one specified or addressed battery module actively executes the communication commands.

For example, the central control unit can request the addresses of the connected battery modules via a global command via the CAN bus. The responses from the individual battery modules can then be processed in the central control unit and, for example, registered. For example, the battery module voltages can then be queried at regular intervals from the various addresses. For example, the battery modules can also send their address when communicating with the control unit, so that an assignment in the central control unit is possible.

Brief description of the figures

Preferred further embodiments of the invention are explained in more detail by the following description of the figures. Show:

FIG. 1 shows a schematic representation of a battery module;

FIG. 2 shows a tabular representation of various address contact assignments;

FIG. 3 shows a schematic structure of a battery system;

FIG. 4 shows a schematic structure of a 2s4p battery system;

FIG. 5 shows a schematic representation of a plausibility analysis;

FIG. 6 possible connectors; FIG. 7 shows a schematic representation of the mode of operation of a connector;

FIG. 8 shows a schematic representation of the communication between a battery module and a central control unit; and

FIG. 9 shows a schematic representation of a modular cable harness.

Detailed description of preferred exemplary embodiments

Preferred exemplary embodiments are described below with reference to the figures. Identical, similar or identically acting elements are provided with identical reference symbols in the different figures, and a repeated description of these elements is in some cases dispensed with in order to avoid redundancies.

A battery module 1 is shown schematically in FIG. The battery module 1 comprises a battery cell 16, a battery management controller BMC, and a battery management controller interface BMCS.

The battery management controller interface BMCS has four address contacts 12. The battery management controller also has a microcontroller pC in which data and information can be processed. The address contacts 12 are connected to the addressing pins 14 of a connector 10 (not shown here). By occupying the addressing pins 14, three address contacts 12 are connected to ground. An address contact 12 remains unoccupied. The unused address contact is interpreted by the microcontroller pC as "1", the address contacts 12, which are connected to ground, are interpreted as "0". The battery management controller thus assigns the address "1000" to the battery module.

In FIG. 2, the various possible assignments of the address contacts 12 of a battery module 1 with four address contacts 12 are shown in a table. This table can be stored, for example, in a memory of the battery management controller BMC and used as a so-called look-up table. On the basis of the connector 10 connected to the battery management controller BMC and its assignment, the battery management controller BMC assigns the battery module 1 the appropriate address to recognize its role in the overall system.

The address contacts 12 are numbered in descending order in the table and start with address contact no. 4 ADR4 up to address contact no. 1 ADR1. The "Dec" column indicates the decimal number that corresponds to the binary address. For example, "1111" = 1 2 ³ +1 2 ² +1 2 ¹ +1 2 ° = 8 + 4 + 2 + 1 = 15. The “ECU type” column shows the type of electronic control unit (ECU). For example, in addition to battery management systems BMS, so-called “vehicle interface boxes” VIB, such as a central control unit ZS, are also provided.

The role of battery module 1 is specified in the "ECU sub type" column. If the battery module 1 is connected to an “1111” connector 10, it is a single battery module 1 with its own control (“standalone”). If a battery management controller BMC is connected to the connector (“plug”) “0000”, it recognizes that it takes on the role of a central control unit ZS (“VIC”) and controls a 400V battery system, for example.

The battery system 3 can be specified, for example, in that the battery modules 1 are simply connected in series and x-times in parallel (1sXp). If the battery management controller BMC is connected to a "1000" connector 10, it recognizes, for example, that it is controlling an 800V battery system 3, whereby two battery modules 1 are connected in series and these two battery modules 1 are connected in parallel with other x battery module pairs ( 2sXp).

If the battery management controller BMC is connected, for example, to an “0110” connector 10, it recognizes its role as a “slave” and is therefore subordinate to another control unit. Various identifiers can also be associated with the address, which are listed in the "Pack ID" column. For example, central control units ZS and standalone battery modules can be assigned Pack ID 0. #

Other battery modules 1 with the ECU sub type “slave” can then be numbered in ascending order based on their binary address. The "Pack Name" column indicates the name of the respective battery module. The first digit in the "Pack Name" indicates the position within a serial battery system structure, the second number indicates the position within a battery system structure connected in parallel.

This makes it possible to clearly identify the respective slave participants and to obtain a definition of the overall topology in the central control unit ZS.

Simply by using four dedicated addressing pins, as shown in the table, you can carry out inexpensive and stable addressing of the battery modules 1 without great effort, with the so-called integrated 4-bit coding concept also giving you the option of extracting and / or extracting a lot of additional information from the system. to prove. In addition, the pack addressing through the connector configuration facilitates variant management between different battery system solutions. Since different customers with different desired high-voltage topologies are to be served with a central control unit ZS, this solution does not have to make a distinction in production for the use of the central control unit ZS. That makes the logistical effort easier.

Thanks to the addressing concept shown, you are also able to configure a large number of different high-voltage topologies of an overall system without costly realignment or programming or hardware changes on the central control unit ZS.

The arrangement of battery modules 1 in a battery system 3 is shown schematically in FIG. The serial index, ie the first digit of the “pack name”, is shown on the y-axis. The parallel index, i.e. the second digit of the “pack name”, is indicated on the x-axis. Various battery cells are arranged in the xy plane. The polarity is marked with +/- in the respective battery cells. The assigned address is in the first row of the identifier, the second row shows the pack name. The third line shows the respective ID. All identifiers were taken from the table in FIG. It can be clearly seen that battery modules 1 with the same parallel index are placed next to one another, while battery modules 1 with the same serial index are arranged one above the other.

FIG. 4 shows the schematic structure of a 2s4p battery system 3. Two of the battery modules 1 with the IDs 0 to 3 and 7 to 10 are connected to one another in series via the HV wiring harness 22 so that the voltage of both battery modules 1 adds up. A total of four serially connected battery module pairs are again connected in parallel so that the capacity of all battery module pairs adds up. The battery modules are additionally connected to a VIB via a cable harness 20 with connectors (not shown). The VIB has been assigned the address "1000" via the connector so that the VIB takes on the role of the central control unit ZS of the 800 V system with 2s4p topology.

If one of the battery modules 1 is exchanged and replaced by a new battery module 1, it is assigned the address and properties of the previous battery module 1 via the connector, so that the battery modules can be exchanged and serviced without any problems, with only a simple plugging in of the respective connectors 10 for assigning the respective address is necessary. FIG. 5 shows a possible plausibility analysis that can protect against incorrect operation of the battery system 3. In particular, communication errors that occur and misuse of the battery system due to the impermissible interconnection of battery modules are detected and checked for plausibility. In FIG. 5A, the battery modules 1 are correctly interconnected, since the parallel indices of the battery modules 1 match. However, the central control unit ZS has been assigned an address “0000” which controls a battery system 3 in which the battery modules are not connected in series. This discrepancy between the information from the central control unit ZS and the information about the topology of the battery cells can lead to an error message which indicates the lack of interconnection and thus protects the battery cells from damage. In FIG. 5B, the central control unit ZS has been assigned the correct address for a serial connection of the two battery modules 1. However, the parallel indices of the two linked battery modules 1 do not match. This can be interpreted by the central control unit ZS as a possibly faulty circuit, so that an error message is output. Overall, the system can check whether the specified topology of the central control unit ZS matches the information from the battery modules 1.

Possible embodiments of the connector 10 are shown in FIG. The connector 10 in FIG. 6A is a CAN connector 100 which has five addressing pins 14. The addressing pins 14 are characterized in the figure that they are filled with either black or white. Hatched pins represent communication pins that are not required for pure addressing and that ensure the functionality of the CAN communication. Since various pins are used as standard for communication via the CAN bus, the freely selectable pins of the CAN connector must be selected for correct addressing. It is assumed here that pins 2, 4, 5 as well as 8 and 9 can be freely assigned for CAN communication. Pin no. 3 is connected to ground as standard. For example, the addressing pins 14 can also be connected to ground via the CAN ground, provided the connector is set up accordingly. The addressing pins 14 connected to ground are then registered by the address contact 12 and interpreted as “0” by the battery management controller. The address contacts 14 ‘are not connected to ground and are therefore interpreted as" 1 ".

A standard CAN connector 100 and an address connector 102 are shown in FIG. 6B. The address connector 102 is connected to the CAN connector 100 via an electrical line. The addressing pins 14 of the address connector 102 can thus use the ground of the CAN connector 100. A combined connector 104 with 15 pins can be seen in FIG. 6C, of which pins 6 to 8 as well as 14 and 15 are addressing pins 14. In the connector of FIG. 6C there are in particular communication pins and addressing pins 14 and 14 '.

The mode of operation of a connector 10 is shown schematically in FIG. The address contacts 14 of the battery management controller interface are assigned via the connector 10. For example, the address contacts 14 labeled ADR2 and ADR3 are connected to the ground of the central control unit ZS via the connector. The address contacts with the labels ADR1 and ADR4 remain unoccupied. The unused address contacts 14 are interpreted as "1" by the battery management controller. The occupied address contacts 14 are interpreted as "0" by the battery management controller. In the example, 1001 is the address for battery module 1.

The central control unit ZS and the battery module 1 can exchange data and information via the transmission and reception lines (TX and RX) of the cable harness 20. For example, the central control unit ZS can communicate with the specific battery module 1 by using the registered address of the battery module 1 in the communication. The battery module 1 can then also send its address in its response, so that the response can be assigned to the corresponding battery module 1.

In Figure 8, the communication scheme between battery module 3 and a central control unit ZS is illustrated. Shown is a 2s2p battery system 3 with a total of four battery modules 1. The central control unit ZS sends a control command, for example "1000: 1010: V?" To the entire battery system 3. The command structure can, for example, look like the first communication block contains the sender address, here "1000". In this way, the recipient can check the admissibility of a subsequent request using the system hierarchy. The second communication block contains the recipient address, here "1010". The receiver block is read by all battery modules 1 of the battery system 3. The third block can contain the specific request, here "Status".

Only the battery module 1 with the specified recipient address processes the “status” command and then returns, for example, the current temperature and the current voltage to the central control unit ZS. The return of this information is again specified to the address "1000" and is therefore only processed selectively in the battery system 3. If the battery module 1 with the address 1010 is exchanged, the new battery module 1 receives the same address, since the addressing contacts are occupied by the addressing pins of the connector. The communication is therefore independent of any programming of the respective battery module 1.

A schematic representation of a modular cable harness 20 is shown in FIG. Each harness section 202 has at least one input and two outputs. This allows the various wiring harness sections 202 to be connected to one another. The wiring harness also allows the various addressing pins of the connectors 10 to be connected to the same ground, provided that the ground contact is looped through the wiring harness. Depending on how many battery modules are to be used in the battery system, such a cable harness can easily be expanded by attaching new cable harness sections. As far as applicable, all the individual features that are shown in the exemplary embodiments can be combined with one another and / or exchanged without departing from the scope of the invention.

Reference list

1 battery module

10 connector

100 CAN connector 102 Address connector

104 Combined connector

12 Address contact

14 addressing pin

16 battery cell 2 wiring harness

202 harness section

22 HV wiring harness

3 battery system

4 Module ID identifier

VIB Vehicle Interface Box

BMC battery management controller

BMCS battery management controller interface

ZS central control unit, central control unit

Claims

Expectations

1. Battery module (1) for building a battery system for a vehicle, wherein the

The battery module has at least one battery cell and a battery management controller (BMC) with a battery management controller interface (BMCS), the battery management controller interface (BMCS) having at least two address contacts for assigning an address to the battery module, and the battery management controller (BMC) is designed and set up to recognize an assignment of the address contacts and to derive an address for the battery module therefrom.

2. Battery module (1) according to claim 1, characterized in that the address contacts are each contacted by an addressing pin with a connector and are placed on electrical potentials.

3. Battery module (1) according to claim 2, characterized in that the electrical connection between an addressing pin and a first potential from

Battery management controller (BMC) is interpreted as a logical 0, and an electrical connection between an addressing pin and another second potential or a free potential is interpreted as a logical 1.

4. Battery module (1) according to one of claims 2 or 3, characterized in that the connector is a CAN connector, the first potential the ground of the CAN

Connector and the addressing pins are the freely selectable pins of the CAN connector.

5. Battery module (1) according to one of the preceding claims, characterized in that the combination of the electrical connections of the addressing pins of the battery management controller (BMC) are interpreted as an address.

6. Battery module (1) according to one of the preceding claims, characterized in that the topology of the battery module (1) and / or in the address of the battery system, in particular the role of the battery module in the topology of the battery system, is coded.

7. Control module (4) for setting up a battery system for a vehicle, in particular in the form of a central control unit (ZS), comprising a controller with an interface, the interface having at least two address contacts for assigning an address to the control module (4) , and the controller is designed and set up to recognize an assignment of the at least two address contacts and to derive an address for the control module (4) therefrom.

8. Control module (4) according to claim 7, characterized in that the

Address contacts are contacted by one addressing pin each with a connector and applied to electrical potentials.

9. Control module (4) according to claim 8, characterized in that the electrical connection between an addressing pin and a first potential is interpreted by the controller as a logical 0, and an electrical connection between an addressing pin and another second potential or a free potential is interpreted as a logical one 1 is interpreted.

10. Control module (4) according to one of claims 8 or 9, characterized in that the connector is a CAN connector, the first potential the ground of the CAN

11. Control module (4) according to one of claims 7 to 10, characterized in that the combination of the electrical connections of the addressing pins of the controller are interpreted as an address.

12. Control module (4) according to one of claims 7 to 11, characterized in that the topology of the battery system, in particular the role of the controller in the topology of the battery system, is coded in the address.

13. Cable harness (2) with at least two connectors for connecting at least two battery modules (1), the connectors occupying the address contacts of the battery modules (1) differently.

14. Cable harness (2) according to claim 13, characterized in that the cable harness (2) is modular, in particular expandable.

15. Cable harness (2) according to one of claims 13 or 14, characterized in that the connectors have addressing pins and place these partially on the same electrical potential, in particular the same ground.

16. Cable harness (2) according to one of claims 13 to 15, characterized in that the cable harness (2) is integrated into a high-voltage cable harness and / or is formed parallel to this and / or is linked to it.

17. Battery system (3) with at least one battery module (1) preferably according to one of claims 1 to 6 and a cable harness (2) preferably according to one of claims 13 to 16, characterized in that the battery modules (1) with the cable harness (2 ) are brought together in a central control unit (ZS), preferably with a control module (4) according to one of claims 7 to 12.

18. Battery system (3) according to claim 17, characterized in that the different addresses of the battery modules (1) are assigned to an overall topology in the central control unit (ZS).

19. Battery system (3) according to one of claims 17 or 18, characterized in that the central control unit (ZS) is formed in a battery module or independently and / or the central control unit (ZS) is formed by a control module (4).

20. A method for communication between a central control unit (ZS) and at least one battery module (1), characterized in that the central

Control unit (ZS) communicates with the battery module (1) via the assigned address and / or the battery module (1) sends the assigned address during communication and / or that the central control unit (ZS) identifies the battery module (1) by means of the assigned address .