CN103732467B - 用于制动机动车的方法和机动车 - Google Patents
用于制动机动车的方法和机动车 Download PDFInfo
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- CN103732467B CN103732467B CN201180072516.1A CN201180072516A CN103732467B CN 103732467 B CN103732467 B CN 103732467B CN 201180072516 A CN201180072516 A CN 201180072516A CN 103732467 B CN103732467 B CN 103732467B
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- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
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- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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Abstract
本发明涉及一种用于制动机动车(10)的方法,所述机动车通过与电蓄能器(14)电连接的至少一个电机(12)的驱动力矩驱动,其中,在第一运行模式中将至少一个电机(12)作为发电机运行以产生发电机制动力矩,并且在第二运行模式中这样为所述至少一个电机(12)供应来自所述电蓄能器(14)的电能,使得通过所述至少一个电机(12)产生与所述驱动力矩方向相反的制动力矩。
Description
技术领域
本发明涉及一种用于制动机动车的方法,所述机动车通过至少一个电机的驱动力矩驱动。本发明还涉及一种机动车。
背景技术
对于通过至少一个电机驱动的电动车或混合动力车,在机动车制动系统方面产生了新的要求。在这些机动车中,可以将用于制动机动车的电机作为发电机运行。通过这种所谓的回收利用存在这种可能性:在制动过程中将部分机动车动能转换回电能。
因为电机的制动力矩通常不足以完全制动机动车,所以附加地安装能够提供所需制动力矩的摩擦制动器。然而在能量效率的背景下合理的是,将尽可能大部分的机动车动能通过电机转化为电能并且将尽可能小部分的动能通过摩擦制动器转化为热能。
当驾驶员操作摩擦制动器的制动踏板时,他必须随着踏板首先经过一段空行程,在空行程中摩擦制动器不产生制动力。为了通过电动机或电机回收利用尽可能大部分的动能,必须在制动踏板的空行程中就已经进行回收利用。然而如果机动车的电池或者其它电蓄能器已经充满电,则不能通过发电机运行模式中的电机将能量返回供应到电池中。因此也不能通过电机产生制动效果,并且作用在机动车上的制动力改变。这种制动性能的变化会让驾驶员感到惊讶并且可能使他产生不安全感。
为了限制这种对制动性能的影响,在具有传统制动系统的电动车或混合动力车中,限制电机的制动力矩。然而这使得回收利用的潜力不能被充分利用。此外,使用所谓的可混合制动的制动系统,它们与驾驶员对制动踏板的操作无关地控制摩擦制动器,以实现尽可能均匀的制动性能。但是这种制动系统比较贵。此外,使用这样的解决方案,其中在电池充满电时通过附加欧姆电阻将电机的能量转化为热能。然而这种方案的缺点是由于装入附加电阻而产生附加所需的结构空间和附加的成本。
DE 103 36743 A1描述了一种系统,其用于机动车——尤其是电动车或者混合动力车——的协调扭矩控制装置,包括用于动力传动系的控制单元。在此控制由单独的扭矩源提供何种扭矩或者例如如何通过飞轮或者通过反流制动器减小扭矩。在此也监测电机的运行参数或者电池的荷电状态。此外,也可以根据行驶状况和驾驶员的驾驶风格调节机动车的挡位和踏板感觉。
EP 1 876 082 A2描述了一种用于车辆、特别是混合动力车的控制装置。在制动车辆时可以利用电动机产生电能,该电能被存储在电蓄能器中。如果电蓄能器超过预设的荷电状态,则这样控制与内燃机相连的发电机,使得车辆通过发动机制动器制动。
此外,DE 44 46 485 A1描述了一种用于制动具有混合动力驱动装置的机动车的方法。在此提出,如果动力电池被充满电,其温度处于预设的充电范围之外,或者属于由电动机所提供的电功率的充电电流强度超过预设的限值,则激活发动机制动运行。
由EP 2 314 486 A1已知了一种制动系统,其中,摩擦制动器和由电机产生的发电机制动力矩被根据制动踏板的位置进行调节。在此,在第一范围中利用电机产生增大的发电机制动力矩,在第二范围中利用电机产生恒定的发电机制动力矩,在第三范围中利用摩擦制动器产生增大的制动力矩。
最后,DE 10 2008 023 305 A1描述了一种用于控制混合动力驱动单元的回收力矩的方法。当超过蓄能器的荷电状态的限值时,在第一阶段中电机以发电机形式运行以便施加制动力矩,在随后的第二阶段中电机的发电机形式的力矩被控制。
发明内容
本发明的目的在于,提供一种特别有效的用于制动由至少一个电机驱动的机动车的方法。
根据本发明:在第一运行模式中将至少一个电机作为发电机运行以产生发电机制动力矩,并且在第二运行模式中这样为所述至少一个电机供应来自所述电蓄能器的电能,使得通过所述至少一个电机产生与所述驱动力矩方向相反的制动力矩。因此,电机的制动性能可以特别灵活地与机动车的相应运行状态适配。
机动车——尤其是电动车或者混合动力车——可以包括一个或多个驱动电机。按照本发明,电动机或电机除了驱动机动车之外也用于制动机动车。为此目的,可以将电机作为发电机运行。在也称为再生制动或者回收利用的第一运行模式中,由电机产生相应的发电机制动力矩,该发电机制动力矩产生作用在机动车上的制动力。在该第一运行模式中,由电机产生能够传递至机动车的电蓄能器的电能。此外在第二运行模式中设计为,为了制动机动车,这样为电机提供来自电蓄能器的电能,使得通过电机产生与驱动力矩方向相反的制动力矩。由此可以在制动具有电机的机动车时产生或者消耗电能。
优选根据所述电蓄能器的荷电状态调节运行模式。这种电蓄能器例如可以是电池或者蓄电池或者电容器。如果电蓄能器未充分充电,则电机作为发电机运行。因此可以为电蓄能器充电。如果电蓄能器已经充满电,则为电机供应电能以用于制动并且电蓄能器由此放电。电机通常具有相应的冷却装置——例如水冷却装置,以使电机不会由于在运行中产生的热能而受到热负荷。因此不需要在机动车中装入附加的电阻来将由电机产生的能量转化为热能。由此能够节省结构空间和附加成本。此外,可以与电蓄能器的荷电状态无关地将电机用于制动机动车。
在另一种实施形式中,根据机动车的摩擦制动装置的制动踏板的位置调节由至少一个电机产生的制动力。因为由电机提供的制动力矩通常不足以完全制动机动车,所以在机动车中安装附加的摩擦制动器。优选这样运行电机,使得由电机产生的制动力与摩擦制动器的制动力的和在整个踏板行程上产生基本上均匀增大的制动力,由此使驾驶员不会感觉到制动性能的影响。
在一种优选实施形式中,在制动踏板的踏板行程的第一范围中制动力仅由至少一个电机产生。踏板行程的该第一范围通常相应于制动踏板的空行程。在此,仅由电机提供制动力。为此目的,电机既可以在第一运行模式中运行,也可以在第二运行模式中运行。优选从驾驶员开始操作制动踏板的时间点起,在制动踏板的空行程中由电机提供制动力,该制动力根据踏板行程基本上线性地增大。因此可以在制动踏板的空行程中就已经由电机产生制动力并且由此制动机动车。此外可以——当电机作为发电机运行时——在该第一范围中特别高效地产生电能。
优选地,在制动踏板的踏板行程的第二范围中制动力由至少一个电机和摩擦制动装置产生。在经过制动踏板的空行程之后,由摩擦制动装置和电机产生制动力。因此也可以在使用摩擦制动器的制动作用之后通过电机在发电机运行模式中回收电能。
在另一种设计方案中,在踏板行程的第二范围中由至少一个电机产生的制动力基本上是恒定的。在经过制动踏板的空行程之后,由机动车的摩擦制动器产生基本上线性增大的制动力。如果在该范围中将由电机产生的制动力基本上调节为恒定的值,则由摩擦制动器和电机的制动力之和在整个踏板行程上形成基本上线性的曲线。由此形成驾驶员习惯的机动车制动性能。因此不会使驾驶员产生不安全感。因此可以确保车辆乘客和其他交通参与者的安全性。
之前描述的电机和/或摩擦制动器根据摩擦制动器踏板行程的运行能够以相同方式根据施加在摩擦制动器的制动踏板上的踏板力进行。
在另一种实施形式中,在超过表征电蓄能器的荷电状态的值的预设的第一阈值之后,从第一运行模式过渡到第二运行模式中,和/或在低于表征电蓄能器的荷电状态的值的预设的第二阈值之后,从第二运行模式过渡到第一运行模式中,其中,第二阈值小于第一阈值。因此可以与电蓄能器的荷电状态无关地总是通过电机提供制动力。
为了根据电蓄能器的荷电状态产生制动力,电机在第一运行模式或者第二运行模式中运行。两种运行模式之间的状态转换例如可以是类似滞后的曲线。如果机动车的电池或电蓄能器已经充分或者完全充电,则从第一运行模式过渡为第二运行模式。如果在另一种情况下电蓄能器相应放电,则从第二运行模式过渡到第一运行模式中。通过这种规定的状态转换防止在两个运行模式之间不受控地或者快速地转换,这种转换可能对机动车的制动性能产生不利影响。
通过至少一个电机也可以在惯性行驶或者例如在机动车下坡行驶时产生制动力矩。在此,电机可以在第一运行模式中或者在第二运行模式中运行。
在另一种实施形式中,为了产生制动力矩,改变至少一个电机的电接线端的极性。在使用直流电机时,可以转换电接线端的极性,由此使直流电机以相对于驱动时的旋转方向相反的旋转方向运行。如果电机设计为交流电机,则例如可以交换供电线的两相。以此方式,能够通过电机以简单的方式实现所谓的反流制动。
在另一种设计方案中,在将交流电机用作产生制动力矩的电机时,改变交流电机的定子的旋转场的频率。如果例如使用异步电机作为电机,则在此可以这样调节定子旋转场的频率,使得在定子和转子之间产生反流制动所需的滑转。在使用同步电机时,可以通过调节旋转场的频率使同步电机的定子和转子之间的角度偏移相应地适配。
最后,按照本发明提供一种机动车,其设计用于执行上述用于制动机动车的方法。为了在第二运行模式中运行电机,所述机动车包括用于转换至少一个电机的电接线端的极性的相应装置。为此目的,所述装置包括相应的功率元件。
关于按照本发明的方法描述的扩展设计方案可以相应地沿用到按照本发明的机动车上。
附图说明
现在参照附图进一步阐述本发明。在附图中:
图1示出通过电机驱动的机动车的示意图;
图2示出表示由电机产生的制动力和摩擦制动器的制动力与踏板行程或者施加在制动踏板上的踏板力的关系的曲线图;并且
图3示出用于阐述机动车电机的第一和第二运行模式之间的状态转换的示意图。
具体实施方式
以下详细阐述的实施例是本发明的优选实施形式。
图1以俯视图示出机动车10的示意图。机动车10优选是电动车或者混合动力车。机动车10包括至少一个电机12,通过该电机能够产生用于驱动机动车10的驱动力矩。所述机动车10同样可以包括多个电机12——例如用于每个驱动轮的电机12。此外,机动车10包括与电机12电连接的电蓄能器14。
电机12不仅可以用于驱动机动车10,而且也可以用于制动机动车10。为了制动,电机12可以在第一运行模式中作为发电机运行,其中它产生相应的发电机制动力矩。在也称为再生制动或者回收利用的第一运行模式中,由电机12产生可输入电蓄能器14内的电能。
为了制动机动车10,电机12同样可以在第二运行模式中运行。在此,这样为电机12提供来自电蓄能器14的电能,使得通过电机12产生与驱动力矩方向相反的制动力矩。此外,电机12可以具有相应的冷却装置——例如空气冷却装置或者水冷却装置,以防止电机12过热。
优选根据电蓄能器14的荷电状态设置运行模式。为此目的,机动车10包括相应的控制装置16,通过所述控制装置能够借助相应的传感器确定电蓄能器14的荷电状态。如果电池的荷电状态达到上限阈值,则不能再将电机12作为发电机运行,因为由其产生的电能不能再由电蓄能器14接收。在这种情况下,为了制动机动车10,为电机12供应来自电蓄能器14的电能。为此目的,控制装置16与机动车10的能够用于改变电机12的接线端极性的装置18耦合。为此,所述装置18可以包括相应的功率元件——如晶体管、晶闸管或者类似元件,通过所述元件能够交换电机12的极性或者电机12的相。以此方式通过电机12在所谓的反流运行中产生制动力矩,所述制动力矩与电机12的驱动力矩方向相反。
所述单元18同样可以设计用于使交流电机的旋转场相应地适配。在使用异步电机作为电机12时,可以通过单元18这样调节定子的旋转场频率,使得在异步电机的定子和转子之间形成相应的滑转。在将同步电机用作电机12时,可以通过相应地调节定子旋转场频率实现同步电机的定子和转子之间的相应角度偏移。
由电机12提供的制动力可以根据机动车10的摩擦制动装置的制动踏板的位置进行调节。为此,所述机动车10包括能够用于确定制动踏板位置的相应单元20。为此,所述单元20可以包括相应的位置传感器、距离传感器或者类似构件。
图2以图表22示出作用在机动车10上的制动力与机动车10的摩擦制动装置的制动踏板的踏板行程或者驾驶员施加在制动踏板上的踏板力的关系。横坐标26表示踏板行程或者踏板力,纵坐标24表示作用在机动车10上的制动力。在此,打点线30表示根据踏板行程或者踏板力由电机12提供的制动力的曲线。虚线28表示由机动车10的摩擦制动装置提供的制动力。实线32表示电机12和摩擦制动装置的制动力之和。
在通过箭头34表示的第一范围中制动力仅由电机12提供。所述第一区域相当于摩擦制动装置的制动踏板的空行程。在该第一范围中,由电机12提供基本上根据踏板行程或者踏板力线性增大的制动力。在此,电机12的制动力可以——根据电蓄能器14的荷电状态——在第一运行模式或者第二运行模式中提供。
在通过箭头36表示的第二范围中,作用在机动车10上的制动力由电机12和机动车10的摩擦制动装置提供。在此,这样运行电机12,使得基本上由电机产生在踏板行程上恒定的制动力。在该第二范围中,由摩擦制动装置产生根据踏板行程或者踏板力基本上线性增大的制动力。由此,通过线32表示的两个制动力之和在整体上在整个踏板行程或者在踏板力的整个曲线上线性地变化。因此不会产生使驾驶员不习惯的机动车10制动性能。
图3在图表38中示出电机12的运行模式与电蓄能器14的荷电状态的关系。在图表38中,横坐标表示电机12的运行模式,纵坐标表示电蓄能器的荷电状态。在此,在图表38中通过线40表示第一运行模式。在第一运行模式中将电机12作为发电机运行。在图表38中通过线42表示第二运行模式。在该运行模式中,由电机12产生与驱动力矩相反的制动力矩。也就是该电机在反流运行模式中运行。如果电蓄能器14的荷电状态超过由线44表示的预设的第一阈值,则从第一运行模式过渡到第二运行模式中。在第二运行模式中,由电机12从电蓄能器14中提取电能,因此使电蓄能器14放电。如果电蓄能器14的荷电状态低于由线46表示的预设的第二阈值,则再从第二运行模式过渡到第一运行模式中。以此方式形成了在图表38中示出的类似滞后的曲线。由此形成了防止对机动车10的制动性能产生不利影响的受控的状态转换。
Claims (6)
1.一种用于制动机动车(10)的方法,所述机动车通过与电蓄能器(14)电连接的至少一个电机(12)的驱动力矩驱动,其中,在第一运行模式中将所述至少一个电机(12)作为发电机运行以产生发电机制动力矩,
其特征在于,
在第二运行模式中这样为所述至少一个电机(12)供应来自所述电蓄能器(14)的电能,使得通过所述至少一个电机(12)产生与所述驱动力矩方向相反的制动力矩,
根据所述机动车(10)的摩擦制动装置的制动踏板的位置调节由所述至少一个电机(12)产生的制动力,
在所述制动踏板的踏板行程的第一范围中制动力仅由所述至少一个电机(12)产生,
在所述制动踏板的踏板行程的第二范围中制动力由所述至少一个电机(12)和所述摩擦制动装置产生,
在踏板行程的第二范围中由所述至少一个电机(12)产生的制动力基本上是恒定的。
2.根据权利要求1所述的方法,
其特征在于,
根据所述电蓄能器(14)的荷电状态调节运行模式。
3.根据权利要求1或2所述的方法,
其特征在于,
在超过表征所述电蓄能器(14)的荷电状态的值的预设的第一阈值之后,从第一运行模式过渡到第二运行模式中,和/或在低于表征所述电蓄能器(14)的荷电状态的值的预设的第二阈值之后,从第二运行模式过渡到第一运行模式中,其中,所述第二阈值小于所述第一阈值。
4.根据权利要求1或2所述的方法,
其特征在于,
为了产生制动力矩,改变所述至少一个电机(12)的电接线端的极性。
5.根据权利要求1或2所述的方法,
其特征在于,
在将交流电机用作产生制动力矩的电机(12)时,改变所述交流电机的定子的旋转场的频率。
6.一种机动车(10),具有
-用于产生用于所述机动车(10)的驱动力矩的至少一个电机(12),
-与电机(12)电连接的电蓄能器(14),和
-控制装置(16),为了制动机动车(10),通过所述控制装置能在第一运行模式中将所述至少一个电机(12)作为发电机运行以产生发电机制动力矩,
其特征在于,
-设有用于改变所述至少一个电机(12)的极性的装置(18),其中,为了制动机动车(10),能在第二运行模式中这样为所述至少一个电机(12)供应来自所述电蓄能器(14)的电能,使得能通过所述至少一个电机(12)产生与所述驱动力矩方向相反的制动力矩,根据所述机动车(10)的摩擦制动装置的制动踏板的位置调节由所述至少一个电机(12)产生的制动力,在所述制动踏板的踏板行程的第一范围中制动力仅由所述至少一个电机(12)产生,在所述制动踏板的踏板行程的第二范围中制动力由所述至少一个电机(12)和所述摩擦制动装置产生,在踏板行程的第二范围中由所述至少一个电机(12)产生的制动力基本上是恒定的。
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CN201180072516.1A Active CN103732467B (zh) | 2011-08-25 | 2011-11-15 | 用于制动机动车的方法和机动车 |
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EP (1) | EP2748044B1 (zh) |
JP (1) | JP2014525726A (zh) |
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DE102014007090B3 (de) | 2014-05-15 | 2015-09-10 | Audi Ag | Verfahren zum Betreiben eines Antriebsstrangs für ein Kraftfahrzeug sowie entsprechender Antriebsstrang |
CN104149638A (zh) * | 2014-08-01 | 2014-11-19 | 青岛盛嘉信息科技有限公司 | 一种基于全数字控制的制动方法 |
KR101704176B1 (ko) * | 2015-03-23 | 2017-02-07 | 현대자동차주식회사 | 하이브리드 차량의 제동 제어 방법 |
DE102015012900B4 (de) * | 2015-10-06 | 2021-06-10 | Audi Ag | Verfahren zum Betreiben eines Kraftfahrzeugs sowie entsprechendes Kraftfahrzeug |
US10464536B2 (en) | 2016-11-11 | 2019-11-05 | Honda Motor Co., Ltd. | Adaptive vehicle braking systems, and methods of use and manufacture thereof |
DE102017000516A1 (de) | 2016-12-17 | 2018-06-21 | Daimler Ag | Brennstoffzellenfahrzeug |
DE102017200978A1 (de) * | 2017-01-23 | 2018-07-26 | Audi Ag | Verfahren zum Betreiben eines Fahrzeugs |
CN106828470B (zh) * | 2017-02-28 | 2018-08-03 | 杭州衡源汽车科技有限公司 | 一种辅助制动控制方法和系统 |
CN106828474B (zh) * | 2017-02-28 | 2018-08-03 | 杭州衡源汽车科技有限公司 | 一种基于学习机制的制动方法及系统 |
DE102017210430A1 (de) * | 2017-06-21 | 2018-12-27 | Bayerische Motoren Werke Aktiengesellschaft | Energieversorgungseinrichtung für ein Kraftfahrzeug |
DE102018202861B3 (de) * | 2018-02-26 | 2019-08-29 | Audi Ag | Verfahren zum Betrieb eines Bremssystems eines Kraftfahrzeugs und Kraftfahrzeug |
FR3088393B1 (fr) * | 2018-11-08 | 2020-12-11 | Tallano Tech | Systeme d'aspiration des particules de freinage a anticipation de commande |
US11505086B2 (en) | 2019-07-08 | 2022-11-22 | Deere & Company | Vehicle speed control system and method of controlling retardation energy of a vehicle |
US11413970B2 (en) | 2019-08-21 | 2022-08-16 | Ford Global Technologies, Llc | System and method for improving traction of a vehicle that includes two electric machines |
DE102020001795B3 (de) | 2019-11-28 | 2020-10-29 | Hans Hermann Rottmerhusen | Elektromotorischer Antrieb für ein Kraftfahrzeug |
JP7361882B2 (ja) * | 2020-02-25 | 2023-10-16 | 株式会社ユニバンス | 制動装置 |
DE102020210382A1 (de) | 2020-08-14 | 2022-02-17 | Continental Teves Ag & Co. Ohg | Verfahren zur Steuerung eines elektromotorischen Antriebs eines Kraftfahrzeugs |
CN113263918B (zh) * | 2021-06-30 | 2023-06-23 | 北京车和家信息技术有限公司 | 能量回收控制方法及装置 |
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DE102008023305A1 (de) | 2008-05-07 | 2009-11-12 | Volkswagen Ag | Verfahren zur Steuerung eines Rekuperationsmomentes einer Hybridantriebseinheit |
SE534115C2 (sv) | 2009-09-23 | 2011-05-03 | Scania Cv Ab | Bromssystem där friktionsbroms och regenerativ broms aktiveras i beroende av pedalnedtryckning |
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- 2011-11-15 EP EP11784428.2A patent/EP2748044B1/de active Active
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EP2748044A1 (de) | 2014-07-02 |
DE102011111594A1 (de) | 2013-02-28 |
WO2013026459A1 (de) | 2013-02-28 |
US20140246281A1 (en) | 2014-09-04 |
EP2748044B1 (de) | 2018-01-10 |
US9242565B2 (en) | 2016-01-26 |
JP2014525726A (ja) | 2014-09-29 |
CN103732467A (zh) | 2014-04-16 |
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