AT513477B1 - Method for operating a drive train - Google Patents

Method for operating a drive train Download PDF

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Publication number
AT513477B1
AT513477B1 ATA50422/2012A AT504222012A AT513477B1 AT 513477 B1 AT513477 B1 AT 513477B1 AT 504222012 A AT504222012 A AT 504222012A AT 513477 B1 AT513477 B1 AT 513477B1
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AT
Austria
Prior art keywords
operating temperature
route
component
characterized
vehicle
Prior art date
Application number
ATA50422/2012A
Other languages
German (de)
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AT513477A1 (en
Inventor
Stephen Dr Jones
Emre Msc Kural
Alexander Dipl Ing Massoner
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Avl List Gmbh
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Priority to ATA50422/2012A priority Critical patent/AT513477B1/en
Publication of AT513477A1 publication Critical patent/AT513477A1/en
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Publication of AT513477B1 publication Critical patent/AT513477B1/en

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097Predicting future conditions
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001Details of the control system
    • B60W2050/0019Control system elements or transfer functions
    • B60W2050/0028Mathematical models, e.g. for simulation
    • B60W2050/0037Mathematical models of vehicle sub-units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/08Electric propulsion units
    • B60W2510/087Temperature
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/24Energy storage means
    • B60W2510/242Energy storage means for electrical energy
    • B60W2510/246Temperature
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2550/00Input parameters relating to exterior conditions
    • B60W2550/14Road conditions, road types or road features
    • B60W2550/143Road profile
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2550/00Input parameters relating to exterior conditions
    • B60W2550/40Involving external transmission of data to or from the vehicle
    • B60W2550/402Involving external transmission of data to or from the vehicle for navigation systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10Longitudinal speed
    • B60W2720/103Speed profile
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/184Preventing damage resulting from overload or excessive wear of the driveline
    • B60W30/1843Overheating of driveline components

Abstract

The invention relates to a method for operating a drive train of a vehicle (50) which can be driven via at least one electric drive machine (EM 1, EM 2), wherein a prognosis is made about the future temperatures of at least one preferably electrical component in the drive train and the drive train as a function of the predicted temperatures is operated. In order to improve the efficiency, it is envisaged a) that an optimal operating temperature range for optimum efficiency is assigned to each component in the drive train, b) that a travel route is selected and the route is assigned an initial speed profile v (s) for vehicle speed reference values, c that a prognosis is made about the future load and the future operating temperature of the components on the basis of the speed profile v (s) along this route (s) and d) that for the route (s) the speed profile v (s) for the vehicle (50) is adapted to the constraints that the optimum operating temperature range for each component is maintained during the selected route (s).

Description

The invention relates to a method for operating a drive train of a vehicle that can be driven via at least one preferably electric drive machine, wherein a prognosis is made about the future temperatures of at least one electrical component and the drive train is operated as a function of the predicted temperatures.

From US 2009/0115 491 A1 discloses a hybrid drive system is known, which has an internal combustion engine, an electric machine, and power electronics with a number of electrical circuits, and a cooling system. A method for managing the thermal energy of the power electronics has a plurality of temperature sensors for measuring the temperature in the power electronics, wherein the electrical energy of the power electronics monitors input and output side and a forecast of future temperatures for the electronic circuits is created and the hybrid drive system in dependence Predicted temperatures is operated.

Publications EP 02 476 596 A1, EP 02 476 597 A1 and US 2010 042 277 A1 disclose methods for power flow management, wherein an optimal speed profile for a vehicle for approaching a speed limited range is created.

In modern hybrid or electric vehicles, which can be driven by a plurality of electric drive machines, usually a complex thermal management with a complex cooling system for the electrical machines and / or the power electronics is required to operate the electrical components in the optimal operating temperature range, which has an adverse effect on costs, space and consumption.

It is the object of the invention to avoid these disadvantages and to reduce the cooling effort in a multiple electric drive machines having vehicle. Another object is to improve the efficiency of the drive train and to increase the range of the vehicle.

[0006] According to the invention, this is achieved by [0007] a) assigning each component an optimum operating temperature range for optimum efficiency, b) selecting a travel route and associating an initial speed profile for vehicle speed target values with the travel route [0009] c) that a prognosis is made about the future load and the future operating temperature of the components on the basis of the speed profile along this route, and d) that for the travel route the speed profile for the vehicle is adapted to the marginal condition in that the optimum operating temperature range for each electrical component is maintained during the selected travel route.

Steps c) and d) may be repeated several times to iteratively create the velocity profile.

The electrical components may be electric drive machines, power electronics, batteries or the like.

In order to remain in the optimum efficiency range, it is advantageous if the target speed is lowered in the speed profile in at least one section of the route when the predicted operating temperature of at least one component is above the optimum operating temperature.

Depending on the route, a forecast on the power requirement in each section is created on the basis of an initial speed profile. The initial speed profile can be determined from digital map material based on the allowed speed, the route, topography and / or existing average speed data in sections of the route. However, it is also possible to specify a flat velocity profile with a constant average value as the initial velocity profile. Based on the speed profile, the topography and the route, a load profile is calculated for each component considered. From this stress profile, using mathematical models, a forecast is determined for the future temperature of each component at each point and section of the route. In a further step, it is checked whether the predicted temperatures are within the optimal temperature range. If the temperature is too high for a considered component, the planned load on the component can be lowered, which usually has a direct effect on the vehicle speed. Thus, the speed profile for the vehicle is adjusted to the constraint that the optimum operating temperature range for each component is met.

If at least two functionally identical components are present, a lowering of the operating temperature can also be achieved if another dormant functionally identical component is switched on or at least one hot component is deactivated and preferably another dormant functionally identical component is activated. Thus, two functionally identical components can be operated alternately at least temporarily.

Thus, the components can be operated with appropriate activation and deactivation strategy so that an optimal operating temperature range and / or efficiency range for the electrical components is maintained during the selected route.

It can be provided that - at least temporarily - only one of several electrically driven axles - ie the front axle or the rear axle - or all electrically driven axles are also driven.

The forecast is based on a planned route, preferably with the support of satellite navigation, such as GPS, and / or digital maps or with the support of a vehicle communication system, such as a C2X communication system (C2X: car to car or car to infrastructure) , created. The vehicle communication system provides information about accidents, construction sites, detours, traffic restrictions, weather conditions, weather reports, or the like, which are included in the forecast. Furthermore, radar systems, video systems, telephone systems or the like can be used to obtain information.

Furthermore, in-vehicle data such as the thermal characteristic curve and / or the efficiency curve of the vehicle battery can also be included in the prognosis. Furthermore, the temperature of at least one electric drive machine, the power electronics and / or the cooling medium can be taken into account in the prognosis.

During operation, the electrical machines can be operated alternately or simultaneously so that the operation of the individual electric machines takes place in the optimum temperature range. By operating a plurality of electric machines simultaneously at low or medium power at medium or high demanded drive power (for example highway driving), for example, the temperature of each individual machine can be maintained in a medium temperature range. If little drive power is requested (for example, when driving on the street or when limiting the speed or in poor weather conditions), it may be more advantageous to activate only a few or only one electric machine. Accordingly, depending on the power requested in the course of the route, only one drive axle or all drive axles can be driven in order to operate the activated electric machines in the optimum temperature range.

By the method according to the invention, the cooling effort can be kept very low by a separate cooling medium and the vehicle can always be operated in the optimal efficiency range. As a result, the consumption and the battery size can be reduced and the range can be increased.

The invention will be explained in more detail with reference to FIG.

1 shows the method according to the invention in an overview, [0025] FIG. 2 shows a motor vehicle for using the method according to the invention, [0026] FIG. 3 shows the method according to the invention in detail and [0027] FIG. 4 is a comparison of velocity profiles.

Fig. 1 shows schematically the inventive method for operating a drive train of a drivable via at least two electric drive motor vehicle.

In a first step 1, a route is selected. In the second step 2, including data from a satellite-assisted navigation system 3 and a vehicle communication system 4, for example a C2X Fahrzeugkommunikationssys-tem, a forecast on the power requirement for each section of the route is created. The term C2X is used to describe vehicle to vehicle communication systems (C2C) and vehicle to infrastructure communication systems (C2I). Such communication systems allow the real-time transmission of distance relevant data such as construction sites, accidents, speed limits, diversions, congestion, weather, road conditions, temperature, etc. The navigation system 3 provides topographical information, information about the roads used, road layout, gradients, etc. The vehicle communication system 4 provides up-to-date supplementary information on construction sites, accidents, detours, road conditions, weather conditions, temperatures, and weather forecasts. Based on this data, an initial velocity profile is created.

On the basis of this initial speed profile, a prognosis for the expected power requirement - both the power level and the duration - is created in step 5 for each section. The power requirement serves as an input variable for a computer model 6 on the load of the individual electric drive machines EM1, EM2, depending on different modes of operation, as further input variables, the thermal characteristic 7, the efficiency curve 8 and the temperatures 9 of the electrical machines, the power electronics, the battery and / or the cooling medium of the cooling system can be used.

The intermediate result is a temperature profile over the travel route for the contemplated electrical components of the drive train, such as electric machines EM1, EM2, power electronics, battery or the like. If the temperature profile indicates that the optimum operating temperature of a component has been exited at any point on the route, the setpoint speed in the speed profile is lowered in good time before this point and the speed profile is accordingly adjusted accordingly. With the updated speed profile, a temperature profile for the route can be created again and iteratively an optimal speed profile can be generated.

In addition, the operating temperature of electrical components can be reduced by changing or dividing between functionally identical components and thus kept in the optimum efficiency range.

In the following, the electrical drive machines EM1, EM2 are used as components as examples of a load distribution between functionally identical components. The idea of load sharing is not limited to this.

The result of the calculation of step 6 is an optimized speed profile and an optimal operating mode 10 for the electric drive machines EM1, EM2, for each section of the travel route, wherein the drive torque is divided between the electric drive axes according to a mathematical algorithm. 2 shows schematically a vehicle 50 with a front axle 52 and a rear axle 54. The drive wheels are respectively designated by 58. Each drivable axle 52, 54 of the vehicle 50 is associated with an electric drive machine EM1, EM2. The drive machines EM1, EM2 are operated via a power electronics 60 and a control unit 62. A prediction and computation unit 64 creates, depending on the route and using data from a satellite navigation system 3 and a vehicle communication system 4, a forecast of the future load request and the expected load for each prime mover EM1, EM2, as a function of different operating modes and depending on the Actual state (for example, the temperatures) of the electric drive machines EM1, EM2 and the vehicle battery 66. The optimum operating mode is determined for each route section. In accordance with the operating mode determined in each case, the electric drive machines EM1, EM2 are operated via the control unit 62 and the power electronics 60 in accordance with an activation and deactivation strategy in each route section.

The switching from one operating mode to the other takes place while grinding and possibly seamlessly by the drive machines EM1, EM2 slowly switched on or switched off, so that sudden transitions and thus losses in ride comfort and safety can be avoided.

[0036] For example, in a vehicle 50 having an electrically driven front axle 52 and an electrically driven rear axle 54, the following mathematical relationship applies: uf = max ηί for all nEM, f > nEM, r, Mf, Mr (4) where [0042] uf: the torque split factor for the front axle 52 ur: the torque split factor for the rear axle 54 [0044] Mf; the torque request of the front electric drive machine EM1 Mr: the torque request of the rear electric drive machine EM2 Hf: the efficiency of the front electric machine for a given one

Operating point ηΓ the efficiency of the rear electric machine for a given

Operating point ng the global efficiency for certain of the torque split factors uf: and ur: ωn the optimal torque split for the front axle nEM, f the speed of the front electric drive machine EM1 nEM, r the speed of the rear electric drive machine EM2 is.

The calculation method enables the calculation of optimal values for the torque split factors uf: and ur at which a maximum global efficiency η9 is achieved. In this calculation, however, the temperature behavior of the powertrain elements due to the thermal reactions is not taken into account. The efficiency values apply to normal average temperatures.

However, the efficiencies of the electric machines depend largely on the thermal behavior of the electric machines. Therefore, the forecast of the future load of the electric machines allows a prediction of the future internal temperatures of the electrical components (for example, the stator, the rotor and the power electronics) as well as the battery. Thus, consideration of the thermal behavior also allows for better scheduling and control of the torque split to further improve the efficiency of the system.

Another strategy is defined for the case where the optimal torque split results in the use of only one electric machine. The decision as to which electric machine is used is also dependent on the thermal behavior of this electric machine. However, a continuous operation of a single electric drive machine would increase the temperature for the efficiency unfavorable, so from a defined point switching between the electric drive machines EM1, EM2 is necessary. Again, the prediction of the thermal behavior is very useful.

The predicted velocity profile and topographic profile have a strong influence on the determination of the operating points of the electrical machines and thus on their thermal behavior. External information about the environment - which is provided, for example, via C2X systems or other sources - such as traffic density, speed limits, construction sites, topology, etc. are the main factors influencing the calculation of future electrical load requirements.

The calculation method is shown schematically in FIG. The driver specifies a destination F. From the GPS coordinates S (t) of the current position CP and the GPS coordinates Sfinai of the destination F, the road characteristic SC is calculated taking into account the average speed over C2l structures on the one hand and the topography and speed restrictions from digital road maps on the other hand. From this, a speed profile v (s) and an inclination profile a (s) of the route are calculated, and from this a speed profile n (s) and the torque requirements Mdemand (s) to the electric machines EM1, EM2 are determined in a first prediction step PR1. The predicted speed profile n (s) and the torque requirements Mdemand (s) to the electric machines EM1, EM2 are fed to a thermal prediction model, which in a second prediction step - including current temperatures of the battery TBat (s) measured by temperature sensors MTS electric power electronics TPE | (s), the stators Tstator (s), and the rotors Tr0t0r (s) of the electric machines EM1, EM2, performs a prediction of the thermal load of the electrical components. From the current temperatures and the speed profile n (s) and the predicted power requirements Mdemand (s), a forecast for the temperatures of the battery TBat, pr (s), the electrical power electronics TpEi, pr (s), the stators Tstator, Pr ( s), and the rotors Trot0r, pr (s) of the electric machines EM. The predicted temperatures of the battery TBat (s), the electric power electronics Trei (s), the stators Tstator (s), and the rotors Tr0t0r (s) are used together with the speed profile n (s) and over the route s predicted torque requirements Mdemand ( s) as input variables for a calculation OPM of an updated velocity profile v * (s) and / or of the optimized torque distributions uf * and ur *. According to the optimum torque distributions uf * and ur *, control signals are transmitted to the electric machines EM1 and EM2.

The optimal torque split, in which the thermal behavior of the electric machines EM2 and the battery can be included, can be replaced by the following alternative

1) modeled predictive control The modeled predictive control continuously calculates the thermal state of the components based on a thermal model along a predefined event horizon at certain polling instants. This event horizon can be predetermined, for example, by a defined distance or travel time. Based on a defined optimization target (for example, maximum efficiency), the optimal torque distribution is determined and corresponding control signals are transmitted to the electric machines EM1, EM2. At the next polling time, the event horizon is moved one step and the optimization process is repeated.

2) Dynamic Programming The entire travel maneuver is divided into fixed segments (for example, x km segments). For each segment, a velocity profile is determined. Then, using the slope profile, the load requirement and the thermal load for the electrical components are calculated. Finally, an optimal torque distribution is calculated along for each segment and applied the calculated torque distribution. The process is repeated for each additional new segment.

3) Table-based heuristics: For different traffic volumes, speeds and pitch conditions, offline speed profiles, load requirements and thermal loads are considered and corresponding optimal torque divisions are calculated. The conditions and parameters are stored in the vehicle's own computer. A real-time optimization calculation is not required here. The stored values for the torque distribution are used for the corresponding conditions.

The advantage of the present method is particularly noticeable when driving with two electric drive machines EM1, EM2 on the front axle 52 and the rear axle 54: In the case of a long-lasting low load requirement (for example flat road with average constant speed), only one is needed electric drive machine are used, wherein after reaching a defined limit temperature of an electrical component (for example, stator or rotor), the two electric drive machines EM1 and EM2 are changed during operation. When the road conditions are known, the switching timing between the two electric drive machines EM1 and EM2 can be optimally determined. This makes it possible to operate the electric drive machines always with optimum efficiency and thus to extend the range of the vehicle maximum.

In particular, if the topology of the drive train allows only one of the two prime movers, for example on the rear axle 54, for recuperative operation, the present method enables recuperative braking to be performed with the best possible efficiency. For example, if a forward, red-switching traffic lights would allow for recuperative operation of the rear electric drive machine, this rear electric drive machine could be maintained at low temperature (advantageous for efficiency) until recuperatively using the front axle electric drive machine for propulsion becomes. The switching point between the two electric machines at the red light ahead can be calculated in advance by using information about the traffic lights and the traffic volume - for example, C2X, GPS and / or navigation systems.

In the real ferry operation, drivers have to continuously adapt the driving speed to speed limits, traffic regulations, road layout, traffic lights or the correct distance to the person in front. It essentially depends on the driver, whether his maneuvers sporty / aggressive nature, or running, balancing and thus energy-efficient. For different traffic scenarios, energy-optimal speed profiles can be calculated, taking into account the total propulsion efficiency, the recovered braking energy, the traffic situation, traffic signs, road and road profile or other factors. Optimal driving maneuvers can be calculated in advance and proposed to the driver by means of suitable displays or directly applied in semi-automatic operation.

The problem of optimizing the speed of the vehicle in deceleration and acceleration phases can be described as follows: [0069]

Where fk includes the air and rolling resistances, inertia effects and characteristics of the electric drive machine and the battery, vk is the vehicle speed, and uk is the torque request to the electric machines EM1, EM2 at the kth step.

The cost function J of the proposed optimization problem is [0072]

Where umax (vk) > uk > umin (vk) and v0 > vk > vdeSired is.

Ζκ is the total energy consumption of the vehicle during the optimized maneuver, umin and umax describe the speed-dependent operating range of the electric machines EM1, EM2, v0 is the initial speed and vdeSired the target speed at the end of the driving maneuver. The optimized speed requirement u * k is achieved by the real-time minimization of the cost function: [0075]

The result is the total torque demand of the vehicle which, in the case of two electric drive machines EM1, EM2, can be split between the two axles, as already described. Considering the non-linear behavior of the system, the optimization problem can be solved by the well-known dynamic programming methods.

The problem described is time-dependent, but it can easily be converted into a location-dependent form. While time-based solutions are more suited to time-critical cases (for example, approaching a traffic light with time-dependent phases), path-based approaches are more suitable for fixed boundary conditions, such as fixed speed limits.

4 shows an optimized velocity profile v * (s) for a deceleration of, for example, 100 km / h to 50 km / h, wherein the optimized velocity profile v * (s) an initial regeneration phase a (to energy losses at high speeds to avoid) and a driving and (apart from air and friction resistance) delay-free rolling (coasting) b has to reach the final speed. For comparison, a speed profile vh (s) is drawn, as it is chosen in most cases by the human driver. It can clearly be seen that this profile is far removed from the energy-optimal velocity profile. Similar optimizations can also be made for curves, dynamic traffic light phases, congestion or the like.

The inventive method has been explained for a drive with two electric drive machines via a front axle and a rear axle, but is not limited to this type of drive. Rather, the method can be used for all drive trains with at least two primary drive machines. Therefore, the method can also be used in hybrid vehicles and also other electric vehicles with at least two primary drive machines. For example, optimal torque distribution between the internal combustion engine and the electric drive machine can be carried out taking into account the thermal behavior of the drive system in hybrid vehicles.

The method can be used both in existing fixed cooling systems, as well as the management of the cooling system. This makes it possible to minimize the cooling effort, which has an advantageous effect on weight, space and production costs.

Claims (10)

1. A method for operating a drive train of at least one electric drive machine (EM1, EM2) drivable vehicle (50), wherein a forecast of the future temperatures of at least one preferably electrical component in the drive train created and the drive train is operated in dependence of the predicted temperatures characterized in a) that an optimum operating temperature range for optimum efficiency is assigned to each component in the drive train, b) that a travel route is selected and the route is assigned an initial speed profile v (s) for vehicle speed target values, c) that a forecast is given the future load and the future operating temperature of the components are established on the basis of the speed profile v (s) along this route (s) and d) that for the route (s) the speed profile v (s) for the vehicle (50) is applied to the Is adjusted to the optimum operating temperature range for each component during the chosen route (s).
2. The method according to claim 1, characterized in that the velocity profile v (s) is created iteratively by repeating the steps c) and d).
3. The method of claim 1 or 2, characterized in that the target speed in the speed profile v (s) is lowered in at least a section of the route (s) when the predicted operating temperature of at least one component is above the optimum operating temperature.
4. The method according to any one of claims 1 to 3, with at least two functionally identical components, characterized in that - if the predicted operating temperature of at least one component is above the optimum operating temperature - another dormant functionally identical component is switched on.
5. The method according to any one of claims 1 to 4, comprising at least two functionally identical components, characterized in that - if the predicted operating temperature of at least one component is above the optimum operating temperature, the at least one component is deactivated with high operating temperature and preferably another dormant functionally equivalent Component is activated.
6. The method according to any one of claims 1 to 5, comprising at least two functionally identical components, characterized in that the at least two functionally identical components - at least temporarily - are operated alternately.
7. The method according to any one of claims 1 to 6, with at least two functionally identical components, characterized in that the at least two functionally identical components - at least temporarily - are operated together.
8. The method according to any one of claims 4 to 7, characterized in that the functionally identical components are electric drive machines (EM1, EM2), wherein preferably at least one first electric drive machine (EM1), the front axle (52) or the wheels (58) and at least a second electric drive machine (EM2) drives the rear axle (54) or its wheels (58).
9. The method according to any one of claims 1 to 8, characterized in that the speed profile v (s) and / or the forecast with the support of satellite navigation (3) or digital road maps is created.
10. The method according to any one of claims 1 to 9, characterized in that the speed profile and / or the prognosis with the assistance of a vehicle communication system (4), preferably a C2X communication system is created.
ATA50422/2012A 2012-10-02 2012-10-02 Method for operating a drive train AT513477B1 (en)

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ATA50422/2012A AT513477B1 (en) 2012-10-02 2012-10-02 Method for operating a drive train
DE201310110346 DE102013110346A1 (en) 2012-10-02 2013-09-19 Method for operating drive train of motor vehicle driven through electric drive machine, involves attaching optimal operating temperature range for optimum efficiency of each component in drive train, where traveling route is selected

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AT513477A1 AT513477A1 (en) 2014-04-15
AT513477B1 true AT513477B1 (en) 2015-06-15

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