DE102018219152A1 - Method for operating a vehicle drive train - Google Patents

Abstract

The invention describes a method for operating a drive train of a vehicle. In one step, at least one current operating parameter is recorded by a component of the drive train. In a further step, a current remaining service life for the component of the drive train is determined based on the at least one current operating parameter of the drive train component detected. In a further step, depending on the determined current remaining service life of the component of the drive train, a drive power that is currently available from the drive train is provided. The invention further describes a control device which carries out the steps of the method.

Description

Technical field

The present invention relates to a method for operating a drive train of a vehicle. Furthermore, the present invention relates to a control device for performing such a method.

State of the art

To estimate a state of a transmission, a state parameter of a transmission can be determined by measurement. In the DE 10 2013 014 622 A1 an inertial measuring device is used for a gearbox of a wind turbine for maintenance planning and damage detection.

Presentation of the invention

The present invention relates to a method for operating a drive train of a vehicle.

The drive train of the vehicle can include at least one component that generates drive power for a vehicle drive or transmits a generated drive power down to a road or on rails. Operating such a drive train can therefore include generating drive power and / or transferring drive power to a road or rail.

The vehicle can in principle be any non-rail-bound or rail-bound vehicle that can be driven with a drive train. For example, the vehicle can be a commercial vehicle, a truck (truck), a work vehicle, a bus, a tractor or a passenger car (car). The vehicle can be a vehicle that can be conventionally driven with an internal combustion engine, an electric vehicle or a hybrid vehicle.

As a step, the method comprises acquiring at least one current operating parameter from a component of the drive train. The detection of at least one current operating parameter can include a continuous detection of an operating parameter during operation of the vehicle.

The at least one current operating parameter of the drive train component can be based on operating data that can be recorded on the vehicle (onboard). The operating data can be component-related load data. For example, component-specific drive torques, output torques, temperatures and / or speeds can be recorded as component-related load data during operation of the vehicle. Such component-related load data can be used alone or in any combination as an operating parameter. Alternatively, the at least one current operating parameter of the component of the drive train can be calculated based on such component-related load data. Such load data can influence a remaining service life of the drive train component. The operating parameter or the operating data or the load data can be recorded with a control unit and / or with sensors arranged on the drive train.

If the drive train component is, for example, a transmission, user-specific or application-specific gear components or switching frequencies can be taken into account. If the drive train component is, for example, a drive machine, a user-specific or application-specific speed distribution can be taken into account. If the drive train component is, for example, a battery, battery charging cycles can be taken into account.

The component of the drive train can in principle be any electrically or conventionally driving or driven vehicle component or vehicle unit, which can comprise at least two sub-components. The component of the drive train can therefore in principle be any drive component of the vehicle for driving the same. The component can be a drive machine or a motor, for example an internal combustion engine or an internal combustion engine or an electric machine or an electric motor. In further examples, the component is a transmission or a transmission component, an inverter or a battery.

Furthermore, the component can also be a vehicle component that is operatively connected to the drive train. In principle, this can be any peripheral component of the drive train that is operatively connected to it. The component can also be an actuator, a pump or a pressure accumulator, which can intervene individually or in combination in the operation of the drive train.

As a further step, the method includes setting a current one Remaining service life for the component of the drive train based on the detected at least one current operating parameter of the component of the drive train. The determination of the remaining service life can include an estimation of the remaining service life based on the detected at least one current operating parameter of the component of the drive train. The method can therefore also be implemented as a method for estimating a remaining service life of a vehicle drive component.

The current remaining service life can be defined based on a predefined service life minus an already elapsed service life or load duration of the drive train component. The predefined service life can be determined before or during startup of the drive train for the drive train component. The current remaining lifespan can then be determined based on the predefined lifespan and a previous component usage or component load. For this purpose, the component usage or component load can be derived from the current operating parameter of the component. The predefined lifespan can be a predetermined product lifespan, mileage or total lifespan of the drive train component.

The predefined service life of a drive train component can also first be determined on the basis of a simulation, test results and / or field tests. Models for damage to the drive train component during operation of the vehicle can be validated and limit values for operation of the drive train can be determined. The initially predefined lifespan or the remaining lifespan defined during operation of the vehicle can be based on this.

Setting the current remaining life may include continuously setting a remaining life. In this way, a remaining service life of a drive train component can be continuously calculated, for example onboard or via the cloud. The current remaining service life can also be defined as a component-related service life line. A control unit collective can be taken into account for this. Such a life line can be determined based on at least one moment classification. Drive torques can be divided into specific increments. For example, events between zero and 50 Nm can be combined in one class. In this way, component-related service life lines can be assigned with a torque classification in order to achieve an efficient implementation of the method.

As a further step, the method comprises providing a drive power that can currently be called up by the drive train as a function of the specified current remaining service life of the component of the drive train. Based on the drive power provided, a temporary increase or decrease in the powertrain can be permitted or enforced. In this way, an operating strategy for operating the drive train during vehicle operation can advantageously be adapted or implemented in a changed manner.

The provision of the drive power that can currently be called up by the drive train can have a continuous provision of a drive power that can be called up. This can be carried out as a function of a continuously determined current remaining service life of the drive train component. The provision can furthermore have a provision of the drive power that can currently be called up in a time-variable manner, wherein different drive powers can be called up during operation of the drive train.

A component of the drive train can initially be designed for a design collective and its use can thus be provided for the operation of the vehicle. In a load spectrum of the drive train component, a load on the drive train component over a period of time, for example a predetermined service life, can also be shown. The load spectrum can therefore also be understood as a load spectrum. As an alternative or in addition to such a design of a component of the drive train with a design collective, increased loads or load increases can be permitted with the method according to the invention, which according to a design collective cannot be permitted in the operation of the vehicle. Thus, with the invention, mechanical interventions in a drive train or a change of control parameters of the electronic control of the drive train that are set at the factory can advantageously be dispensed with. Rather, higher drive powers can be permitted directly with the method according to the invention, which do not reduce the predefined service life of the drive train.

The method can be used to set operating parameters that are currently available from the drive train, based on driver behavior, that is to say on the basis of driver-specific operation of the drive train Drive power are taken into account. For this purpose, the current remaining service life of the drive train component can be determined based on an individual driver behavior.

Within the scope of the present invention, therefore, temporary power adjustments of components of the drive train can be carried out on the basis of the remaining service life of the same or further components relevant for the drive train service life. Here, a driver-specific operating behavior can be taken into account when operating the vehicle. The temporary power adjustment may have a temporary power increase or a temporary power reduction of components of the drive train in order to achieve a predefined drive train life.

In the case of a detected driver-specific operating behavior with which the specified current remaining service life can exceed the predefined service life of the drive train component, an increase in drive power during the operation of the vehicle can be permitted or a higher power can be called up by the driver. Furthermore, in the case of a driver-specific operating behavior in which the specified current remaining service life can fall short of the predefined service life of the component of the drive train, a power reduction can be forced or a lower power can be called up by the driver.

The predefined service life of the component of the drive train can thus be guaranteed or maintained using the method, wherein a maximum drive power that can be provided for this purpose can be called up by the driver of the vehicle during operation of the vehicle. A drive power can thus be effectively called up and exhausted while maintaining the predefined service life and depending on driver behavior. The predefined lifespan can also be maintained, for example, despite increased vehicle performance.

One embodiment of the method has as a step a detection of at least one current operating parameter of a plurality of components of the drive train. The at least one current operating parameter can thus relate, for example, to a drive machine and a transmission. As a further step, the embodiment has a determination of a current common remaining service life of the plurality of components of the drive train based on the detected at least one current operating parameter of the plurality of components of the drive train. For example, the common remaining service life of the drive machine and the transmission can be determined. As a further step, the embodiment comprises providing a drive power that can currently be called up by the drive train as a function of the defined current common remaining service life of the plurality of components of the drive train. A driver of the vehicle can thus call up the drive power from a drive component of the vehicle with which the common service life of the plurality of components can be achieved.

In a further embodiment of the method, the step of detecting the at least one current operating parameter is carried out over at least a defined operating time of the drive train. The operating time can be defined as a function of a mileage of the drive train or a period of time. The operating time can express how many hours or how many kilometers the drive train of the vehicle is in operation.

One of the described, defined operating times can be, for example, a warranty period for the drive train component. The warranty period can be, for example, a predetermined mileage or a predetermined operating time. One of the defined operating times described can also be, for example, one of the operating times on which the drive train component is based during product development. This operating time can be a mileage in accordance with the design or a period of time or total time in accordance with the design.

In a further embodiment of the method, the step of detecting the at least one operating parameter is carried out over a first defined operating period and a second defined operating period of the drive train. The second operating time can be shorter than the first operating time. The at least one operating parameter can be recorded for both operating periods. The operating times can be defined depending on a mileage of the drive train or a period of time. The step of determining the current remaining service life can then be carried out based on a weighting of the operating parameters recorded for both operating periods. With operating times defined in this way, individual user behavior can be specifically identified and determined. For example, a change of user can also be recognized and taken into account.

The first defined operating time can be an operating time since the drive train was commissioned. For example, the operating time can be zero Kilometers mileage up to the current mileage of the drive train. The first defined operating period can therefore also be described as a long-term period. The second defined operating time can be a retrospectively defined operating time of the drive train. For example, the operating time can have a certain period of time from a previous mileage to the current mileage of the drive train. The second defined operating period can therefore also be described as a short-term period.

In a further embodiment of the method, the step of providing the drive power that can currently be called up by the drive train comprises providing a drive torque that can currently be called up by a drive machine of the drive train as a function of the specified current remaining service life. A driver of the vehicle can thus call up a higher maximum drive torque or a lower maximum drive torque in comparison to a predetermined maximum drive torque, which enables compliance with the predetermined service life of the drive train component. In an advantageous example, the vehicle can be accelerated more quickly when driving up a slope or when a driver starts off. Another advantage can be seen in the fact that a vehicle can be operated in an increased torque range which, by design, could only be provided by products in a higher torque segment. The range of applications of a vehicle can be increased while maintaining the lifespan of the drive train.

In a further embodiment of the method, at least one of the at least one current operating parameter is based on a vehicle-specific application environment when operating the drive train. The current operating parameter can thus be based on user-specific operating data. The operating data can thus be component-related load data which can be generated by a specific user or driver when operating the drive train. In this way, user-specific drive torques, output torques, temperatures and / or speeds can be recorded in the operation of the vehicle, which can be used as user-specific operating parameters or on which a user-specific operating parameter can be based. Loads of a drive train that are requested by the user can thus be taken into account in an advantageous manner. With which a drive power provision can be adapted to user behavior in such a way that the predefined service life of a component can be achieved.

In a further embodiment of the method, at least one of the at least one current operating parameter is based on a user behavior of a user when operating the drive train. The application environment can relate to the type of vehicle in which the drive train can be used. For example, a distinction can be made between a truck and a passenger car. The step of determining the current remaining service life can thus be carried out, for example, based on a load on at least one component of the drive train due to the use of the drive train in a commercial vehicle. The application environment may also refer to the drive train environment regardless of the vehicle type. For example, a distinction can be made between use on a construction site and use on a road. Loads of a drive train that are required for specific applications can thus be taken into account in an advantageous manner. As a result, a drive power supply can be adapted to a drive train application in such a way that the predefined service life of a component can be achieved.

The user behavior and the vehicle-specific application environment can be weighted and scaled. Based on this, a common current operating parameter can be recorded, which also takes into account user behavior and the vehicle-specific application environment. The current remaining service life can then be determined in a corresponding manner, based on an operating parameter that is weighted and scaled in this way.

In a further embodiment of the method, one of the at least one current operating parameter takes component wear of the drive train into account. The wear of a component of the drive train can thus be used to determine the current remaining service life of this component. In the case of low-wear user behavior, performance increases necessary for peak loads can be permitted. In a further example, the wear increases necessary for peak loads can be reduced in the case of weary user behavior.

In a further embodiment of the method, an internal combustion engine or an electric motor of the vehicle is taken into account as a component of the drive train when carrying out the method steps. The provision of the drive power that can currently be called up by the drive train can be a provision of a function of a predefined current remaining service life of the Combustion engine or the electric motor maximum available engine speed. In this way, an engine life can be advantageously achieved in a user-specific and / or application-specific manner.

In a further embodiment of the method, a transmission of the vehicle is taken into account as a component of the drive train when performing the method steps. The provision of the drive power that can currently be called up by the drive train can include, for example, a provision of a translation range that can be called up as a function of a specified current remaining service life of the transmission. In this way, a transmission service life can be achieved in a user-specific and / or application-specific manner in an advantageous manner.

In a further embodiment of the method, the step of determining the current remaining service life includes taking a component replacement into account. Alternatively or additionally, the step of determining the current remaining service life can include taking into account repair or maintenance of a component of the drive train. In the case of an exchange, repair or maintenance, the remaining service life can be reset to a service life of the component, which can describe the predefined service life as an initial state of the component.

The invention further relates to a control device which is set up to carry out a method according to one of the described embodiments. The control device can have an input for a detected current operating parameter of a component of the drive train. The control unit can furthermore have a unit for determining a current remaining service life for the component of the drive train based on the detected at least one current operating parameter of the component of the drive train. The control unit can also have an output for providing a drive power that can currently be called up by the drive train as a function of the specified current remaining service life of the component of the drive train.

Figure list

• 1 shows a flowchart of method steps in an embodiment of the method for operating a drive train of a vehicle.

Detailed description of embodiments

In 1 are procedural steps S1 , S2 , S3 of the method for operating a drive train of a vehicle shown in a time sequence.

In a first step S1 there is an operating parameter acquisition. In this step S1 at least one current operating parameter is detected by a component of the drive train of the vehicle. The current operating parameter is continuously recorded during the operation of the vehicle as a time course of the operating parameter.

In a subsequent second step S2 a remaining lifespan is determined. In this step S2 becomes a current remaining life for the powertrain component based on that in step S1 continuously recorded at least one current operating parameter of the drive train component. The current remaining service life is continuously determined based on a comparison with a predefined service life during operation of the vehicle. The continuous determination also takes into account changing user behavior when operating the drive train.

In another subsequent third step S3 drive power is provided. In this step S3 becomes a drive power currently retrievable from the drive train depending on that in step S2 continuously determined current remaining service life of the drive train component is continuously provided.

Such a continuously available drive power means that the predefined service life, taking into account the user behavior, is neither substantially undershot nor substantially exceeded. Rather, the process enables the service life to be reached efficiently and in a targeted manner, while at the same time making optimal use of the available drive power.

Reference symbol list

S1

Operating parameter acquisition

S2

Remaining lifetime determination

S3

Drive power provision

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102013014622 A1 [0002]

Claims (12)

Method for operating a drive train of a vehicle, with the steps of acquiring (S1) at least one current operating parameter of a component of the drive train, Determining (S2) a current remaining service life for the component of the drive train based on the detected at least one current operating parameter of the component of the drive train and Providing (S3) a drive power that can currently be called up by the drive train as a function of the specified current remaining service life of the component of the drive train. Procedure according to Claim 1 , with the steps of acquiring (S1) at least one current operating parameter of a plurality of components of the drive train, determining (S2) a current common remaining service life of the plurality of components of the drive train based on the detected at least one current operating parameter of the plurality of components of the drive train and Providing (S3) a drive power that can currently be called up by the drive train as a function of the specified current common remaining service life of the plurality of components of the drive train. Procedure according to Claim 1 or 2nd , in which the step of detecting (S1) is carried out by the at least one current operating parameter over at least a defined operating time of the drive train, the operating time being defined as a function of a mileage of the drive train or a period of time. Method according to one of the preceding claims, in which the step of detecting (S1) is carried out by the at least one operating parameter over a first defined operating time and a second defined operating time of the drive train, the second operating time being shorter than the first operating time and the at least one operating parameter being recorded for both operating times, the Operating times are defined depending on a mileage of the drive train or a period of time, and the step of determining (S2) the current remaining service life is carried out based on a weighting of the operating parameters recorded for both operating times. Method according to one of the preceding claims, in which the step of providing (S3) the drive power currently retrievable from the drive train comprises providing a drive torque currently retrievable from a drive machine of the drive train as a function of the specified current remaining service life. Method according to one of the preceding claims, in which at least one of the at least one current operating parameter is based on a user behavior of a user when operating the drive train. Method according to one of the preceding claims, in which at least one of the at least one current operating parameter is based on a vehicle-specific application environment when operating the drive train. Method according to one of the preceding claims, in which one of the at least one current operating parameter takes into account component wear of the drive train. Method according to one of the preceding claims, in which an internal combustion engine or an electric motor of the vehicle is taken into account as a component of the drive train when carrying out the method steps. Method according to one of the preceding claims, in which, as a component of the drive train, a transmission of the vehicle is taken into account when carrying out the method steps. Method according to one of the preceding claims, in which the step of determining (S2) the current remaining service life comprises taking into account a component replacement. Control device which is set up to carry out a method according to one of the preceding claims.

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