DE102022200541A1 - Drive device for a vehicle and method for operating such a drive device - Google Patents

Abstract

The invention is based on a method for operating a drive device of a vehicle (14), in particular a bicycle, wherein the drive device comprises at least one motor (16) for driving the vehicle (14), wherein in at least one method step a thermal load (18) of at least one component of the vehicle (14) is monitored and in at least one method step a countermeasure to limit the thermal load (18) of the at least one component is implemented. It is proposed that an intensity of the countermeasure and/or a triggering condition of the countermeasure be modeled depending on the situation.

Description

State of the art

A method for operating a drive device of a vehicle, in particular a bicycle, has already been proposed, with the drive device comprising at least one motor for driving the vehicle, with a thermal load on at least one component of the vehicle being monitored in at least one method step and with at least one method step a countermeasure to limit the thermal load of the at least one component is carried out.

Disclosure of Invention

The invention is based on a method for operating a drive device of a vehicle, in particular a bicycle, wherein the drive device comprises at least one motor for driving the vehicle, wherein a thermal load on at least one component of the vehicle is monitored in at least one method step of the method and wherein a countermeasure to limit the thermal load on the at least one component is carried out in at least one method step of the method.

It is proposed that an intensity of the countermeasure and/or a triggering condition of the countermeasure is modeled as a function of the situation. A countermeasure of maximum intensity is, for example, completely switching off the monitored component and/or a heat source connected to the monitored component thermally. In particular, the motor and/or an energy supply unit of the drive device are heat sources that contribute to a thermal load, in particular significantly. The auxiliary engine and/or the energy supply unit are preferably monitored as components of the vehicle. Alternatively or additionally, further components of the vehicle can be monitored. The monitored components can be mechanical components, electronic components or other components which exhibit limited functionality and/or a risk of premature wear, particularly under thermal stress. The drive device preferably includes a sensor unit with at least one internal sensor element, which detects a load parameter of the monitored component, in particular a temperature. The drive device preferably includes at least one control unit, which initiates the countermeasure. When the thermal load reaches a limit value, the control unit preferably switches off the motor, the energy supply unit and/or another monitored component. The control unit particularly preferably works with the requirement to model the intensity and/or the triggering condition of the countermeasure in such a way that the engine, the energy supply unit and/or the other monitored components are prevented from being switched off while the vehicle is being driven.

In at least one operating mode of the control unit, the control unit individually defines the intensity and/or the triggering condition, in particular for a specific driving situation with the vehicle. Driving situations can differ in particular by a driving route, by environmental conditions, in particular weather, and/or by a state of the vehicle. In particular, the control unit defines the intensity and/or the triggering condition of the countermeasure differently for at least two different driving situations. “Situation-dependent” can be understood as depending on an actual driving situation, which is detected in particular by means of the sensor unit, and/or depending on an expected driving situation, which is determined by the control unit in particular when planning a route. In particular, the control unit manages an available thermal load contingent, which can be additionally applied to the monitored component while the vehicle is being driven, in order to maintain the functionality of the drive device. The control unit defines the intensity and/or the triggering condition, in particular as a function of the available, in particular the still remaining, quota for the thermal load. In particular, before and/or at the start of a trip with the vehicle, the control unit creates a plan for the triggering condition and/or the intensity of the countermeasure. The control unit preferably adapts the plan for the triggering condition and/or the intensity of the countermeasure while the vehicle is being driven. The triggering condition can in particular be a threshold value for a variable detected by the sensor unit or determined by the control unit, exceeding a travel time, reaching a position within a travel route or the like.

Specifically, the countermeasure is intended to slow down an increase in thermal stress, keep a level of thermal stress constant, and/or reduce thermal stress. The countermeasure is, for example, a limitation of a maximum permissible engine power of the engine. At a Limiting the maximum permissible engine power, the control unit defines in particular an upper limit for an output engine power of the engine, which lies between a maximum engine power, in particular a rated power, of the engine and a minimum engine power. The countermeasure is, for example, a reduction in the electrical power consumption of one or more additional components of the drive device. An “additional component” is to be understood in particular as an assembly that does not contribute to driving the vehicle. Additional components are, for example, an LED, a display, a loudspeaker, a communication interface, a position determination device or the like. The intensity of the countermeasure is in particular a measure of the reduction in the maximum permissible engine output of the motor and/or a measure of the reduction in the electrical power consumption of the additional component. A situation-dependent variation of the intensity of the countermeasure by the control unit preferably takes place in stages, in particular in more than three stages, or particularly preferably continuously. The control unit preferably defines the intensity of the countermeasure as a function of a planned overall duration of the countermeasure. In particular, the intensity of the countermeasure is not the total duration of the countermeasure. In terms of a degree of utilization, for example when controlling the motor by means of pulse width modulation or the like, the intensity of the countermeasure can be expressed by a period of time which, however, is in particular shorter than the total duration of the countermeasure. The countermeasure is, for example, a situation-dependent limitation of the available thermal load contingent.
As a result of the configuration of the method according to the invention, the countermeasure can advantageously be configured flexibly as a function of the driving situation, in particular a thermal load situation. In particular, there is no need to apply a countermeasure that assumes a worst-case scenario. In particular, a functionality of the drive device or parts of the drive device can advantageously be maintained for a long time. In particular, depending on the situation, an advantageously large thermal contingent can be used depending on the situation. In particular, a safety reserve of the thermal contingent that is necessary due to ignorance of the specific driving situation can advantageously be kept small.

It is further proposed that in at least one method step of the method the countermeasure is initiated before a threshold value and/or a limit value of the thermal load is reached. The countermeasure is preferably initiated in at least one method step of the method independently of an actual value of the thermal load. The countermeasure is initiated in at least one method step of the method, in particular as a preventive measure. The countermeasure is particularly preferably initiated in at least one method step as a function of an expected thermal load, in particular using the plan created by the control unit. The control unit calculates the expected thermal load, for example as a function of a power profile of the engine along the route, as a function of a relative wind, of weather conditions or the like. In particular, standard values for the parameters processed by the control unit for calculating the expected thermal load are stored in a memory of the computing unit. The control unit preferably updates the expected thermal load when actual values of the parameters processed by the control unit for calculating the expected thermal load are available. Actual values of the parameters processed by the control unit for calculating the expected thermal load can be recorded by the sensor unit, for example, or can be queried by external devices via the communication interface. As a result of the configuration according to the invention, a point in time when the threshold value and/or the limit value is reached can advantageously be delayed for a long time. In particular, at least part of the functionality of the drive device can advantageously be maintained for a long time.

Furthermore, it is proposed that in at least one method step of the method the countermeasure is modeled as a function of a heat flow balance. In particular, the expected thermal load is created as a function of the heat flow balance. In particular, the controller subtracts a heat input flow from a heat output flow to determine a change in thermal load. In particular, the control unit creates a time profile of the heat flow balance for the entire route. A time resolution of the travel route can be selected as desired by a person skilled in the art, taking into account the computing power and/or storage capacity made available by the control unit. The temporal resolution is preferably at least more than 1 value per 10 minutes, preferably more than 1 value per 5 minutes, particularly preferably more than 1 value per 1 minute. The control unit calculates the course over time of the heat input flow and/or the heat output flow, in particular by means of an approximation model as a function of environmental parameters and/or route parameters. The heat input flow is dependent, for example, on solar radiation on the vehicle, on a steep tion of the driving route, a driver's weight, a road condition of the driving route, consumption tables or the like. The heat output flow is determined, for example, as a function of the strength of a headwind, of an air temperature, or the like. The control unit preferably creates the heat flow balance for the entire route, in particular in advance. The control unit particularly preferably determines a derating threshold value and/or a derating limit value for the drive device, in particular the energy supply unit, the motor and/or the additional component, as a function of the heat flow balance. Optionally, created heat flow balances, countermeasures taken, recorded environmental parameters and/or route parameters of different journeys with the vehicle are collected and, in particular, evaluated together, in particular by the control unit or by an external computer system, in order to determine the accuracy of the heat flow balance and/or the effectiveness and/or efficiency of the improve countermeasures taken. An evaluation of the collected data can be carried out, for example, by means of statistical evaluation and/or a machine learning process. Due to the configuration according to the invention, the countermeasure can advantageously be modeled precisely.

Furthermore, it is proposed that the countermeasure is modeled as a function of at least one environmental parameter. In particular, the environmental parameter can be recorded or queried by an external device via the communication interface. For example, at least one temperature sensor of the sensor unit records an air temperature as an environmental parameter. For example, at least one ambient light sensor of the sensor unit detects solar radiation on the vehicle as an ambient parameter. For example, the control unit queries weather data for the time of the query from an internet-based weather service via the communication interface as environmental parameters. For example, at least one speed sensor detects a driving speed of the vehicle in order to determine the strength of the relative wind. For example, the control unit uses the communication interface to query the behavior of external networked devices in the vicinity of the vehicle, in particular using global navigation satellite system (GNSS) data and/or mobile radio data, such as cell, number of participants or the like. Due to the configuration according to the invention, external cooling and/or heating effects, in particular those that can change at short notice, can advantageously be taken into account when modeling the countermeasure.

In addition, it is proposed that the countermeasure is modeled as a function of at least one route parameter. In at least one method step, the control unit preferably requests an elevation profile and/or road conditions of a planned route from a local or network-based database as route parameters. In particular, the control unit determines the expected performance profile of the engine unit and/or an expected driving wind based on the elevation profile and/or the road conditions. In particular, the control unit divides the route into high-performance phases, in particular on an incline and/or unpaved roads within the route, and low-power phases, in particular on a downhill gradient, level and/or paved roads within the route, in order to determine the expected performance profile of the motor unit. In a high-performance phase, in particular more than 25%, preferably more than 35%, in particular more than 45%, of the maximum engine output of the engine is requested. In a low-power phase, in particular less than 40%, preferably less than 33%, particularly preferably less than 25%, of the maximum engine power of the engine is requested. The control unit preferably models different countermeasures for different high-power phases. In particular, the control unit works with the requirement to utilize the thermal load contingent available in the corresponding high-performance phase in order to keep the intensity and/or duration of the countermeasure as low as possible. Alternatively, the control unit models a countermeasure that is applied equally in all high-performance phases. For example, the control unit requests weather data for the time of the journey from an internet-based weather service via the communication interface as route parameters. For example, the control unit queries a local or network-based database as to whether the driving route leads through wooded area, built-up area, open area or the like in order to calculate an expected solar radiation and/or local temperature along the driving route. The control unit preferably queries as a route parameter from an operator of the drive device the time of day at which the trip with the vehicle is planned in order to calculate an expected solar radiation and/or local temperature along the route. In particular, the control unit queries a sunrise time and/or a sunset time as a route parameter from a local or a network-based database in order to calculate an expected solar radiation and/or local temperature along the driving route. In particular, the control unit asks an operator, as a route parameter, which operating mode the control unit is in while driving to operate. The operating mode defines and/or weights, for example, the driving situation in which the countermeasure is initiated. For example, the operating mode defines in which driving situation, which engine power should be available and/or in which driving situation engine power can be dispensed with in order to increase the available thermal contingent. For example, in one operating mode, the maximum permissible engine power in a high-performance phase is reduced to a lesser extent when the air temperature is relatively high than when the air temperature is relatively low, in particular to prevent the operator from sweating. Preferably, the operating mode can be changed while driving. At least one standard operating mode, in particular a large number of predefined operating modes, is preferably stored in a memory of the control unit. The on-board computer preferably provides an input option in order to define user-specific operating modes. Due to the configuration according to the invention, an expected power demand on the drive device and in particular a thermal load can advantageously be precisely modeled in advance. In particular, a maximum permissible value of the thermal load can be briefly exceeded in a high-performance phase in order to maintain the functionality of the drive device if this high-performance phase is followed by a route section with a sufficiently high cooling capacity.

It is also proposed that in at least one method step of the method a maximum permissible engine power of the engine is limited as a countermeasure. Due to the configuration according to the invention, a thermal load contingent of the drive device can be distributed over an advantageously long period of time.

Furthermore, it is proposed that the maximum permissible engine output of the engine is limited during a high-performance phase of the engine. The control unit recognizes the start of the high-performance phase, for example, based on the previously determined height profile and/or power profile in connection with determining the position of the vehicle within the route. The position determination can be, for example, a satellite-supported and/or transmission mast-supported position determination of the vehicle using the position determination device. As an alternative or in addition, the control unit recognizes the start of the high-performance phase by determining the distance covered by the control unit. The countermeasure can be initiated automatically by the control unit when the high-performance phase is detected, or can be triggered by an increase in the requested engine power of the engine. The control unit has preferably calculated a duration of the high-performance phase in advance using the route parameter and/or the environmental parameter. In particular, the control phase determines the maximum permissible engine output such that when the engine is operated at the maximum permissible engine output over the entire duration of the high-performance phase, a thermal load quota planned for the high-performance phase is maintained. In particular, the limitation of the maximum permissible engine output is greater, the lower the remaining contingent for the thermal load. In particular, the greater the remaining contingent for the thermal load, the lower the limitation of the maximum permissible engine output. Due to the configuration according to the invention, at least part of the engine power of the engine is available for the entire high-performance phase. In particular, a risk of a complete failure of the engine due to a threshold value or a limit value of the thermal load being reached during the high-performance phase can advantageously be kept low.

Furthermore, it is proposed that the maximum permissible engine output of the engine is limited outside of a high-performance phase of the engine. The maximum permissible engine power of the engine is preferably limited in the low-power phase. In particular, the control unit limits the maximum permissible engine output in such a way that the thermal load does not increase outside of the high-performance phase or, in particular due to the cooling capacity of the relative wind, decreases. The control unit preferably sets the maximum permissible engine output of the engine during the high-performance phase to the greatest possible value that allows continuous operation of the engine for the duration of the high-performance phase without using up the thermal load quota. In particular, the control unit determines the maximum permissible engine output outside and/or within the high-performance phase using the heat flow balance. If the expected thermal load for the high-performance phase is correspondingly low, the control unit sets the maximum permissible motor power in the high-performance phase to the maximum motor power of the motor. Due to the configuration according to the invention, a thermal load on the drive device can advantageously be kept low outside of the high-performance phase. In particular, an advantageously high contingent for the thermal load is available during the high-performance phase. In particular, the contingent for the thermal load can be saved through advantageously small losses in comfort outside the high-performance phase.

It is further proposed that in at least one method step of the method, as a countermeasure, an electrical supply voltage for supplying an additional component of the drive device is limited. The electrical supply voltage is provided in particular by the energy supply unit. The energy supply unit preferably comprises at least one voltage regulator for, in particular stepless, regulation of the supply voltage. The control unit preferably puts the additional component into an energy-saving mode in which the additional component dims LEDs and/or a display, for example, computing power is limited, a data transmission rate with external devices is limited and/or set, or the like. For a reduction in the electrical power consumed by the additional component, the control unit preferably queries an actual value of a necessary minimum voltage of the additional component, in particular in the energy-saving mode, from the additional component. In particular, as a countermeasure, the control unit sets the power regulator in such a way that the supply voltage provided by the supply unit approaches the minimum voltage, in particular corresponds to the minimum voltage. For example, the reduction in the power consumption of the additional components is triggered when the control unit determines that a derating threshold value of the energy supply unit has been exceeded, in particular as a function of a temperature of the energy supply unit detected by the sensor unit. The configuration according to the invention makes it possible to advantageously achieve low switching controller losses in the additional components. In particular, the power consumption of the additional components can also be maintained while maintaining at least part of their functionality. In particular, an advantageously large contingent of the thermal load can be reserved for the functionality of the motor.

Furthermore, it is proposed that in at least one method step of the method for modeling the countermeasure, a limitation of a power consumption of an additional component of the drive device is prioritized over a limitation of a maximum permissible engine power of the engine. If the remaining thermal load quota for the motor unit is not sufficient, the power consumption of the additional component is preferably limited or the additional component is switched off in order to be able to use the quota for the motor. Due to the design according to the invention, an advantageously large thermal load quota can be reserved for the functionality of the motor.

In addition, a drive device for a vehicle, in particular for a bicycle, is proposed with at least one motor for driving the vehicle and with at least one control unit for carrying out a method according to the invention. The vehicle is preferably a land vehicle, alternatively a watercraft or an aircraft. The vehicle can be a unicycle, a two-wheeler, in particular a bicycle or a motorcycle, a tricycle, a four-wheeled vehicle, in particular an automobile, a quad, a minibus, or a multi-axle vehicle, in particular a truck, a bus or the like. The control unit includes at least one electronic control unit. In particular, the control electronics include a processor unit and the memory as well as an operating program stored in the memory. Alternatively, the control electronics are implemented using an analog logic circuit. In particular, the control unit is specially programmed, designed and/or equipped to carry out the method according to the invention. The motor is preferably designed as an electric motor, in particular as an electric auxiliary motor. Alternatively, the motor is designed as the electric main drive of the vehicle or as an internal combustion engine. The energy supply unit comprises in particular at least one electrical energy store, in particular at least one accumulator, preferably a battery pack, for supplying the motor and/or the additional component with electrical energy. Depending on the design of the engine, the energy supply unit preferably has a fuel tank. As additional components, the drive device preferably comprises an on-board computer, an operating unit, a navigation device, in particular the already mentioned position determination device, the communication interface or the like. The drive device includes in particular the sensor unit. The sensor unit preferably includes at least one temperature sensor, which is provided for monitoring a temperature of the energy supply unit. The sensor unit preferably includes at least one temperature sensor, which is provided for monitoring a temperature of the motor. The sensor unit preferably includes at least one temperature sensor, which is provided for monitoring a temperature of the power regulator. The sensor unit preferably includes at least one ambient temperature sensor for detecting an air temperature. The sensor unit preferably includes at least one ambient light sensor, which is provided for detecting ambient light. The sensor unit preferably includes a speed sensor, which is provided for detecting a driving speed of the vehicle. Due to the configuration according to the invention, a drive device can be provided which can maintain at least parts of its functionality over an advantageously long period of time.

The method according to the invention and/or the drive device according to the invention should/should not be limited to the application and embodiment described above. In particular, the method according to the invention and/or the drive device according to the invention can have a number of individual elements, components and units as well as method steps that differs from the number specified here in order to fulfill a function described herein. In addition, in the value ranges specified in this disclosure, values lying within the specified limits should also be considered disclosed and can be used as desired.

character list

Further advantages result from the following description of the drawing. In the drawings an embodiment of the invention is shown. The drawing, the description and the claims contain numerous features in combination. The person skilled in the art will expediently also consider the features individually and combine them into further meaningful combinations.

• 1 eine schematische Darstellung eines Fahrzeugs mit einer erfindungsgemäßen Antriebsvorrichtung,
• 2 ein schematisches Flussdiagramm eines erfindungsgemäßen Verfahrens,
• 3 ein schematisches Höhendiagramm einer beispielhaften Route mit dem Fahrzeug,
• 4 ein schematisches Diagramm einer zu erwartenden Kühlleistung aufgrund von Fahrtwind auf der beispielhaften Route,
• 5 ein schematisches Diagramm einer abgegebenen Motorleistung eines Motors der erfindungsgemäßen Antriebsvorrichtung auf der beispielhaften Route,
• 6 ein schematisches Diagramm einer thermischen Belastung des Fahrzeugs auf der beispielhaften Route und
• 7 ein schematisches Diagramm einer zugelassenen Motorleistung des Motors auf der beispielhaften Route.

Show it:

• 1 a schematic representation of a vehicle with a drive device according to the invention,
• 2 a schematic flow chart of a method according to the invention,
• 3 a schematic elevation diagram of an exemplary route with the vehicle,
• 4 a schematic diagram of an expected cooling capacity due to airflow on the exemplary route,
• 5 a schematic diagram of an engine power output of a motor of the drive device according to the invention on the exemplary route,
• 6 a schematic diagram of a thermal loading of the vehicle on the exemplary route and
• 7 Figure 12 is a schematic diagram of an allowed engine power of the engine on the example route.

Description of the embodiment

1 shows a vehicle 14, in particular a bicycle. The vehicle 14 includes in particular a main drive unit 32 for driving the vehicle 14. The main drive unit 32 is provided in particular in at least one operating state of the vehicle 14 to drive the vehicle 14 alone. The main drive unit 32 includes, for example, pedals for driving the vehicle 14 using muscle power. The vehicle 14 includes a drive device 12. The drive device 12 for the vehicle 14 includes at least one motor 16 for driving the vehicle 14. The auxiliary motor 16 is provided in particular to support the main drive unit 32. The drive device 12 comprises at least one control unit 26. The control unit 26 is provided for carrying out a method 10, which in 2 is explained in more detail. The control unit 26 is provided in particular for controlling or regulating the motor 16 . The drive device 12 optionally includes at least one additional component 24, in particular an electronic additional component. The additional component 24 is in particular designed differently from the auxiliary motor 16 . The additional component 24 is, for example, an on-board computer, a navigation device, an interface for a smartphone, for a tablet or for another external device or the like. The drive device 12 preferably comprises an energy supply unit 28. The energy supply unit 28 comprises in particular at least one accumulator, in particular a battery pack, or some other type of electrical energy store. The energy supply unit 28 is provided in particular for supplying the motor 16 and/or the additional component 24 with electrical energy. The drive device 12, in particular the auxiliary motor 16 and/or the energy supply unit 28, is preferably attached to a frame 30 of the vehicle 14. The energy supply unit 28 is shown integrated in the frame 30 here by way of example. Alternatively, the energy supply unit 28 can be arranged on an outside of the frame 30 or on a luggage rack of the vehicle 14 . The additional component 24 is preferably attached to a handlebar of the vehicle 14 . The control unit 26 together with the auxiliary motor 16 preferably forms an assembly unit and is in particular arranged together with the auxiliary motor 16 in a common housing. Alternatively, the control unit 26 is arranged at a distance from a housing of the engine 16, preferably within the frame 30 of the vehicle 14. Alternatively, the control unit 26 is integrated into the additional component 24, which is designed in particular as an on-board computer. The control unit 26 preferably comprises at least one sensor unit. The sensor unit preferably includes at least one internal sensor element for detecting an operating parameter of vehicle 14, in particular a temperature of a component of vehicle 14. The sensor unit preferably includes at least one Environment sensor element for detecting an environmental parameter.

2 shows a flowchart of the method 10. The method 10 is provided for the operation of the drive device 12 of the vehicle 14. The method 10 preferably includes at least one detection step 40. In particular, the method 10 includes at least one control step 38. The method 10 preferably includes a load model step 36. In the detection step 40 of the method 10, a thermal load 18 (see 6 ) at least one component of the vehicle 14 is monitored. In the control step 38 of the method 10, a countermeasure to limit the thermal load 18 of the at least one component is carried out. In the load model step 36, an intensity of the countermeasure and/or a triggering condition of the countermeasure is modeled as a function of the situation.

In the load model step 36, the countermeasure is modeled as a function of a heat flow balance. In the load model step 36 the countermeasure is modeled as a function of at least one environmental parameter. The at least one environmental parameter is preferably recorded in the detection step 40 . In the load model step 36, the countermeasure is modeled as a function of at least one route parameter. The method 10 comprises at least one route planning step 34. The route parameter is queried in particular in the route planning step 34 by an operator and/or an external source, in particular a local or network-based database. In particular, the operator or a navigation program defines a travel route in route planning step 34 . In particular, the control unit 26 queries the at least one route parameter based on the planned driving route. In the load model step 36, the control unit 26 models in particular the expected thermal load 18 along the route. In particular, the control unit 26 plans the countermeasure in such a way that the quota for the thermal load 18 along the travel route is not completely used up. In particular, the control unit 26 determines an expected course of a heat flow over time as a function of the planned route, a position of the vehicle 14 at the time of the load model step 36, the route parameters, in particular the presence of uphill and downhill gradients, a shadow-casting environment along the route, a local weather forecast, a weather condition detected by the sensor unit at the time of the load modeling step 36, a time of day, a sunrise time, a sunset time or the like. In load model step 36, in particular while driving on the planned route, control unit 26 preferably determines a remaining quota of thermal load 18 at the time of load model step 36. In particular, control unit 26 in load model step 36 determines a time profile of a heat input flow. In particular, the control unit 26 determines the heat input flow as a function of, for example, an incline of the driving route, a driver's weight, solar radiation, a road condition, another route parameter, a consumption table or the like. In the load model step 36, the control unit 26 preferably determines a time course of a heat output flow. For example, the control unit 26 determines the heat output flow as a function of a driving speed, in particular recorded with the sensor unit, an air temperature, in particular recorded with the sensor unit, and/or other route parameters. In particular, the control unit 26 determines a course of the remaining quota for the thermal load 18 as a function of a difference between the heat input flow and the heat output flow. In particular, the control unit 26 models the countermeasure in such a way that the intensity of the countermeasure is as low as possible in an expected high-performance phase 22 along the route and at the same time a limit value 20 of the thermal load 18 along the route is not exceeded (cf. 6 ). In the load modeling step 36, a limitation of a power consumption of the additional component 24 of the drive device 12 is prioritized over a limitation of a maximum permissible engine power 56 of the engine 16 for modeling the countermeasure.

In control step 38, the countermeasure is initiated before a threshold value and/or limit value 20 of thermal load 18 is reached (cf. 6 ). In the control step 38, the control unit 26 determines, in particular, a necessary intensity of the countermeasure at the time of the control step 38. In the control step 38, the maximum permissible motor power 56 of the motor 16 is limited as a countermeasure. The method 10 preferably has at least one first operating mode 52 (cf. 5 until 7 ). In the control step 38, in particular the first operating mode 52, the maximum permissible engine power 56 of the engine 16 is limited during the high-performance phase 22 of the engine 16. The method 10 preferably has at least one further operating mode 54 (cf. 5 until 7 ). In the control step 38, in particular the further operating mode 54, the maximum permissible engine power 56 of the motor 16 outside of the High-performance phase 22 of the engine 16 is limited. The control unit 26 preferably asks the operator which of the operating modes 52, 54 the control unit 26 should execute. In the control step 38, in particular the first operating mode 52 and/or the further operating mode 54, an electrical supply voltage for supplying the additional component 24 of the drive device 12 is limited as a countermeasure.

3 until 7 show diagrams to illustrate the method 10 using an exemplary route with the vehicle 14. 3 shows an elevation 42 of the route plotted against time 44 . In particular, the height curve 42 has a gradient up to a maximum height and a gradient starting from the maximum height. 4 shows a cooling capacity 46 to be expected plotted against time 44 . The cooling capacity 46 on the driving route is dependent in particular on a headwind. In particular, while the vehicle 14 is driving up the incline, the cooling capacity 46 is at a minimum. In particular, while the vehicle 14 is driving down the incline of the driving route, the cooling capacity 46 is at a maximum.

5 shows an engine output 48 of the engine 16 delivered on the driving route versus time 44. 6 shows the thermal load 18 of the vehicle 14 occurring on the route against time 44. 7 shows the maximum permitted engine power 56 on the driving route against time 44. 5 until 7 show a previous course of the respective variable as known from the prior art 50, a first course as it results in the first operating mode 52 according to the method 10 according to the invention, and a further course as it results in the further operating mode 54 according to of the method 10 according to the invention results. The high-performance phase 22 is here, for example, identical to a section of the route on which the incline is located.

In the course so far, the engine power 48 delivered in the high-performance phase 22 increases to a maximum engine power of the engine 16 at the start of the incline. In the previous course, the engine power 48 delivered is maintained until the thermal load 18 reaches the limit value 20 . In the course so far, when the limit value 20 of the thermal load 18 is reached, the motor 16 is switched off completely, in particular regardless of whether the high-performance phase 22 has already been completed, in particular whether the maximum level has been reached. In the past, the motor 16 can only be put into operation again when the cooling capacity 46 increases.

In the first operating mode 52 of the method 10, the permissible engine output 56 is limited during the high-performance phase 22 in particular. In particular, in the first operating mode 52 of the method 10 in the high-performance phase 22 , a quota that is still available for the thermal load 18 is distributed over the entire high-performance phase 22 up to the limit value 20 . In particular, in the first operating mode 52 of the method 10 the maximum permissible engine power 56 in the high-performance phase 22 is determined as a function of the contingent still available for the thermal load 18 . In particular, in the first operating mode 52 of the method 10 the same engine power output 48 is made available over the entire high-performance phase 22 .

In the second operating mode 54 of the method 10, the maximum permissible engine power 56 before the high-performance phase 22 is limited in particular. In particular, in the second operating mode 54 of the method 10 the contingent that is still available for the thermal load 18 up to the limit value 20 for the high-power phase 22 is reserved. In the second operating mode 54 of the method 10, the maximum permissible engine output 56 is particularly preferably selected before the high-performance phase 22 such that the thermal load 18 is constant or falls. In particular, in second operating mode 54 of method 10, the same engine power output 48, in particular the maximum engine power, is available over the entire high-performance phase 22.

Claims (11)

Method for operating a drive device of a vehicle (14), in particular a bicycle, wherein the drive device comprises at least one motor (16) for driving the vehicle (14), wherein in at least one method step a thermal load (18) of at least one component of the vehicle (14) is monitored and a countermeasure to limit the thermal load (18) of the at least one component is carried out in at least one method step, characterized in that an intensity of the countermeasure and/or a triggering condition of the countermeasure is modeled depending on the situation. procedure after claim 1 , characterized in that in at least one method step the countermeasure is initiated before a threshold value and/or a limit value (20) of the thermal load (18) is reached. procedure after claim 1 or 2 , characterized in that in at least one method step the countermeasure is modeled as a function of a heat flow balance. Method according to one of the preceding claims, characterized in that the countermeasure is modeled as a function of at least one environmental parameter. Method according to one of the preceding claims, characterized in that the countermeasure is modeled as a function of at least one route parameter. Method according to one of the preceding claims, characterized in that in at least one method step a maximum permissible engine output of the engine (16) is limited as a countermeasure. procedure after claim 6 , characterized in that the maximum permissible engine power of the engine (16) is limited during a high-performance phase (22) of the engine (16). procedure after claim 6 or 7 , characterized in that the maximum permissible motor power of the motor (16) is limited outside of a high-performance phase (22) of the motor (16). Method according to one of the preceding claims, characterized in that in at least one method step, as a countermeasure, an electrical supply voltage for supplying an additional component (24) of the drive device is limited. Method according to one of the preceding claims, characterized in that in at least one method step for modeling the countermeasure, a limitation of a power consumption of an additional component (24) of the drive device is prioritized over a limitation of a maximum permissible engine power of the engine (16). Drive device for a vehicle (14), in particular for a bicycle, with at least one motor (16) for driving the vehicle (14) and with at least one control unit (26) for carrying out a method according to one of the preceding claims.

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