CN110116633B - 用于运行用于机动车的制动设备的方法及相应的制动设备 - Google Patents

用于运行用于机动车的制动设备的方法及相应的制动设备 Download PDF

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CN110116633B
CN110116633B CN201910107435.9A CN201910107435A CN110116633B CN 110116633 B CN110116633 B CN 110116633B CN 201910107435 A CN201910107435 A CN 201910107435A CN 110116633 B CN110116633 B CN 110116633B
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electric machine
eddy
current brake
braking force
wheel
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CN110116633A (zh
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C·格吕克
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Audi AG
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Audi AG
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Automation & Control Theory (AREA)
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Abstract

本发明涉及一种用于运行用于机动车的制动设备(1)的方法，其中，制动设备(1)具有与机动车的至少一个车轮机械耦合的涡流制动器(3)用以提供作用到车轮上的制动力，其中，电机(2)与车轮机械耦合或能与车轮机械耦合并且被电连接在涡流制动器(3)上。在此提出，在紧急制动运行模式中为了制动车轮为涡流制动器(3)并行地加载借助于作为发电机运行的电机(2)提供的能量和从蓄能器(8)中提取的电能。本发明还涉及一种用于机动车的制动设备(1)。

Description

用于运行用于机动车的制动设备的方法及相应的制动设备
技术领域
本发明涉及一种用于运行用于机动车的制动设备的方法，其中，制动设备具有与机动车的至少一个车轮耦合的涡流制动器用以提供作用到车轮上的制动力，其中，电机与车轮机械耦合或能与车轮机械耦合并且被电连接在涡流制动器上。本发明还涉及一种用于机动车的制动设备。
背景技术
由现有技术例如已知文献DE 10 2010 064 252 A1。该文献描述一种用于至少被电动驱动的机动车的附加的制动系统。被设计为电动机和反向电流制动器的第一电机被用于在车辆中产生附加的制动力。为此必需的电能通过第二电机提供，该第二电机作为发电机制动器耦合于机动车的内燃机。
发明内容
本发明的目的是，提出一种用于运行用于机动车的制动设备的方法，该方法相对于已知的方法具有优点，特别能实现机动车的迅速的和在多种不同的环境条件下非常可靠和迅速的制动。
所述目的根据本发明借助于具有下文所述的特征的用于运行制动设备的方法来实现。在此提出，在紧急制动运行模式中为了制动车轮为涡流制动器并行地加载借助于作为发电机运行的电机提供的电能和从蓄能器中提取的电能。
制动设备用于制动机动车并对此优选地被设计为行车制动设备。制动设备具有电机和涡流制动器，电机和涡流制动器这两者可以被操控用以制动机动车的车轮。为了运行涡流制动器，也就是说为了借助于涡流制动器产生作用到车轮上的制动力，为涡流制动器加载电能。换句话说，一旦和只要为涡流制动器加载了电能，涡流制动器就产生作用到车轮上的制动力。
电机同时可以是用于机动车的驱动装置的组成部分并且就此来说至少暂时提供用于驱动机动车的转矩。然而在制动设备的范围内电机在大多数情况下被运行用以产生作用到车轮上的制动力和因此用以制动车轮。在此然而也可以设置车轮的驱动，例如在防抱死功能的范围内。机动车优选地具有多个车轮，所述多个车轮中的至少一个、然而优选多个车轮是所述的至少一个车轮。
除了电机和涡流制动器之外，制动设备还可以具有机械制动器，该机械制动器可以另选地被称为摩擦制动器。机械制动器也被设计为用于制动车轮或用于产生作用到车轮上的制动力。优选地，仅当不能借助于电机和涡流制动器制动车轮时才使用机械制动器。为了实施所述的防抱死功能可以提出，借助于机械制动器制动车轮并且同时—如果必要的话—借助于电机驱动车轮，以便防止车轮抱死。换句话说电机这样反作用于机械制动器，从而防止或中止车轮抱死。
不仅电机而且涡流制动器都与车轮机械耦合，至少暂时或持久地机械耦合。例如可以提出，将涡流制动器直接分配给车轮并且使涡流制动器持久地与该车轮或轮轴耦合，反之，电机通过换挡离合器连接于车轮，借助于该换挡离合器能选择性地中断或建立电机与车轮之间的作用连接。然而也可以提出，将电机和涡流制动器分别直接地分配给车轮并且优选地使其持久地与车轮耦合。在最后一种情况下，电机和涡流制动器例如是用于车轮的单轮驱动装置的组成部分。
原则上值得期望的是，尽可能不使用机械制动器。对此已经加以了说明。然而必须在任何情况下和在所有的环境条件下都确保车轮的可靠制动。由于这个原因而提出，在紧急制动运行模式中不是只为涡流制动器供给来自一个能量源的电能，而且供给来自多个能量源的电能。作为能量源在此使用电机和蓄能器，所述电机被作为发电机运行，所述蓄能器用于暂存电能。
在紧急制动运行模式中，电机原则上可以被任意地驱动。例如在紧急制动运行模式中作为发电机工作的电机与车轮机械耦合，使得电机产生作用到车轮上的部分制动力。制动力的剩余部分由涡流制动器产生。
另选地然而也可以提出，在紧急制动运行模式中使电机与车轮机械退耦，例如通过断开前面已经提到的换挡离合器。在这种情况下例如借助于机动车的驱动装置或借助于机动车的驱动装置的动力单元驱动电机用以提供用于涡流制动器的电能。
动力单元可以作为另外的电机而存在或被构造为内燃机或类似装置。在这种操作方式中，电机没有为产生作用到车轮上的制动力作出贡献。更确切地说，该制动力单独地借助于涡流制动器获得。
一方面也就为涡流制动器加载借助于电机所产生的电能。另一方面应该附加地将涡流制动器电连接于蓄能器并且从该蓄能器中提取用于运行涡流制动器的电能。在此优选地，使电机和蓄能器电并联于涡流制动器，其中，特别优选的是以下情况，即，借助于电机所提供的电能没有被输送到蓄能器，而是被输送到涡流制动器。例如为此设置电机、蓄能器和涡流制动器的相应的线路布置，例如在应用至少一个二极管的情况下进行设置。
通过将涡流制动器与多个能量源电连接或为涡流制动器加载从多个能量源中提取的电能，确保了涡流制动器的特别高的功能安全性。因此尤其即使当电机或蓄能器发生故障时也能制动车轮或机动车。
此外特别优选的是，电机和蓄能器被这样设计，即，它们分别也能单独地提供对于借助于涡流制动器在紧急制动运行模式中产生作用到车轮上的制动力所需要的电能。在制动设备的一个这种设计方案中也可以在电机或蓄能器完全失效时可靠地制动车轮或机动车。
本发明的另一个设计方案提出，使电机在驱动运行模式中为了驱动车轮作为马达运行。在前文中已经对此简单进行了说明。电机就此来说不仅能以发电机的方式运行用以将车轮的机械动能转换为电能，而且也能相反地以马达方式运行，使得电能被转换为车轮的机械动能。电机在此例如不仅是制动设备的组成部分，而且附加地也是用于机动车的驱动装置的组成部分。
可以提出，使电机在驱动运行模式中为了驱动车轮而作为马达运行并且车轮同时借助于涡流制动器制动，即涡流制动器因此与电机作用相反。不仅电机、而且涡流制动器在此都被加载例如从蓄能器中提取的电能。这种操作方式可以例如被实施用以稳定机动车。特别以这种方式实现驱动防滑控制。整体上因此得到电机的非常灵活的运行方式。
本发明的另一个优选的设计方案提出，使电机在再生运行模式中为了制动车轮而作为发电机运行，其中，将在此累积的电能至少部分地暂存在蓄能器中。在再生运行模式中，车轮或机动车应该被这样制动，即，车轮的机械动能的尽可能大的部分没有丢失，而是被转换为电能。在再生运行模式中累积的电能被至少部分地或甚至完全地暂存在蓄能器中。然而电能也可以部分地被用于运行机动车的车载电路。再生运行模式能实现能量高效地运行制动设备。
本发明的另一个设计方案提出，在再生运行模式中运行涡流制动器用以释放车轮。换句话说应该这样操控涡流制动器，使其释放车轮的转动运动并且因此不引起作用到车轮上的制动力。因此在再生运行模式中单独地借助于电机产生作用到车轮上的制动力，由此显著改进了制动设备的效率。
在本发明的另一个优选设计方案的范围内可以提出，在制动运行模式中操控电机和涡流制动器用以制动车轮，其中，使涡流制动器与蓄能器电退耦并且为该涡流制动器加载由电机提供的电能。制动运行模式就此来说和再生运行模式的区别在于附加地利用涡流制动器制动车轮。作用到车轮上的制动力就此来说部分地由电机产生和部分地由涡流制动器产生。电机为此被作为发电机运行。
通过电机以发电机方式的运行所累积的电能被至少部分地——优选绝大部分地或甚至完全地——输送到涡流制动器。同时，使涡流制动器与蓄能器电退耦，从而涡流制动器仅以借助于电机所产生的电能运行。在制动运行模式中因此不需要外部提供的电能，特别是不需要从蓄能器中提取的电能。由此获得制动设备的高效率。
本发明的一个优选的改进方案提出，在制动运行模式中使电机与蓄能器退耦。由此确保了，涡流制动器仅以借助于电机所产生的电能运行。由此维持制动设备的高效率。
本发明的另一个优选的实施方式提出，在制动运行模式中在额定制动力超过由电机在车轮上能产生的最大制动力时调节电机用以产生最大制动力并且对由电机提供的电能的被输送到涡流制动器的部分这样进行调节，使得电机和涡流制动器共同产生作用到车轮上的与额定制动力相当的制动力。
额定制动力/预期制动力表示应该作用到车轮上的制动力。额定制动力例如由机动车的驾驶员和/或机动车的驾驶员辅助装置规定。特别地，驾驶员通过操作元件、优选制动踏板调节额定制动力。电机的最大制动力相当于单独地借助于电机最大能产生的制动力。最大制动力就此来说是在应用电机的情况下能显示出的最大制动力。
例如如果额定制动力小于最大制动力就执行再生运行模式，使得作用到车轮上的制动力单独地借助于电机提供。然而如果额定制动力超过最大制动力，那么必需的是，产生作用到车轮上的附加的制动力。为此使用涡流制动器。就此来说例如在额定制动力超过最大制动力时转换为制动运行模式。然而也可以提出，即使在额定制动力小于最大制动力时也处于制动运行模式，从而始终借助于电机和涡流制动器提供作用到车轮上的制动力，例如以相同的份额。
但无论怎样都应该在制动运行模式中在额定制动力超过最大制动力时使电机产生作用到车轮上的相当于最大制动力的制动力。在此，该电机作为发电机工作，使得车轮的机械动能被转换为电能。至少一部分所述电能现在被输送到涡流制动器，以便借助于涡流制动器向车轮上产生在额定制动力与最大制动力之间的相差的制动力。换句话说，应该向涡流制动器输送如此多的电能，使得向车轮上产生与额定制动力相当的制动力。
例如在此规定，如果由电机提供的并且输送到涡流制动器的电能不足以实现向车轮上产生与额定制动力相当的制动力，那么转换到紧急制动运行模式中。在该紧急制动运行模式中根据说明书范围内的另一个实施方式从蓄能器中提取附加的电能并输送到涡流制动器。相应地实现非常可靠和迅速地制动机动车。
最后可以在本发明的另一个优选设计方案的范围内提出，在紧急制动运行模式中调节电机用以产生最大制动力并且将由电机提供的电能完全输送到涡流制动器。已经对此进行了说明。这种操作方式产生特别高的作用到车轮上的制动力。除了借助于电机所提供的电能之外，在紧急制动运行模式中还向涡流制动器输送从蓄能器中提取的电能，从而实施非常迅速且可靠地制动车轮或机动车。
本发明还涉及一种用于机动车的制动设备，特别用于实施根据在说明书范围内的实施方式的方法，其中，制动设备具有与机动车的至少一个车轮机械耦合的涡流制动器用以提供作用到车轮上的制动力，其中，电机与车轮机械耦合或能与车轮机械耦合并且被电连接在涡流制动器上。在此提出，制动设备被设计为用于，在紧急制动运行模式中，为了制动车轮，为涡流制动器并行地加载借助于作为发电机运行的电机提供的电能和从蓄能器中提取的电能。
已经对制动设备或这种操作方式的所述设计方案的优点进行了说明。不仅制动设备而且其运行方法都可以根据在说明书的范围内的实施方式得到改进，从而对此可作参考。
本发明的另一个优选的设计方案提出，即，电机和涡流制动器被布置在共同的轴上。这例如是以下情况，即，电机作为用于车轮的单轮驱动装置的组成部分存在。特别优选地，机动车具有多个这种单轮驱动装置，其分别被分配给机动车的至少一个车轮。就此来说特别优选地为机动车的各个车轮分配电机和涡流制动器，其持久地与车轮机械耦合。
附图说明
下面根据在附图中示出的实施例详细说明本发明，且不限制本发明。在此示出：
图1示出在再生运行模式中用于机动车的制动设备的示意图，
图2示出在制动运行模式中的制动设备的示意图，以及
图3示出在紧急制动运行模式中的制动设备的示意图。
具体实施方式
图1示出用于机动车的制动设备1的示意图。制动设备1用于将制动力施加到机动车的在此未示出的车轮上。制动设备1具有电机2以及涡流制动器3。电机2具有定子4以及转子5，所述转子被相对于定子4可转动地支承。
电机2或其转子5与机动车的车轮机械耦合或至少能耦合。在最后一种情况下，车轮例如可以通过换挡离合器机械连接于转子5。涡流制动器3同样具有定子6以及转子7。转子7也在此被相对于定子6可转动地支承。转子7与机动车的车轮机械耦合或至少能机械耦合。特别优选地，转子7持久地与车轮作用连接。
在机动车的车轮上可以既借助于电机2又借助于涡流制动器3施加制动力。在再生运行模式中示出制动设备1，在该再生运行模式中单独地借助于电机2产生作用到车轮上的制动力。而涡流制动器3被调节用以释放车轮或被运行用以释放车轮。
通过产生作用到车轮上的制动力，借助于电机2将车轮的动能转换为电能。该电能被暂存在蓄能器8中。这通过箭头9显示。同样显示由电机2施加到车轮上的制动力，即通过箭头10显示。
图2在示意图中示出制动设备1，其中，制动设备1处于制动运行模式中。在此，作用到车轮上的制动力由电机2和涡流制动器3共同产生。这通过箭头10和11显示。在制动运行模式中，借助于电机2提供的电能被输送到涡流制动器3用以制动车轮。这通过箭头12显示。
这表明，蓄能器8与电机2和涡流制动器3优选地退耦，从而由电机2所提供的全部能量被涡流制动器3用于产生作用到车轮上的制动力。在这种操作方式中，电机2和涡流制动器3在制动力方面的份额优选处于相同的数量级中，例如该份额是相同的或至少几乎相同的。
图3重新示出制动设备1的示意图，其中，该制动设备在紧急制动运行模式中运行。在该紧急制动运行模式中，与在制动运行模式中类似地运行电机2用以将车轮的动能转换为电能。能量再次被输送到涡流制动器3。就此来说，不仅电机2而且涡流制动器3都对产生作用到机动车的车轮上的制动力作出了贡献。
然而现在附加地提出，向涡流制动器3输送从蓄能器8中提取的电能。这通过箭头13表示。相应地，涡流制动器3可以提供作用到车轮上的、与在制动运行模式中所能提供的制动力相比明显更大份额的制动力。这通过双箭头11表示。
例如，涡流制动器3产生的制动力的份额是作用到车轮上的、由由电机2和涡流制动器3产生的制动力的份额的至少60％，至少70％，至少75％或至少80％。相应地，实现了作用到车轮上的非常大的制动力，从而得出机动车的迅速的速度降低。
整体上借助于在说明书的范围内根据实施方式所述的制动设备1实现了能量非常高效的运行并且同时实现了高安全性。因此可以在紧急制动运行模式中一方面实现作用到车轮上的非常大的制动力。另一方面确保了，即使在能量源、例如电机2或蓄能器8损坏时也还借助于涡流制动器3产生作用到车轮上的足够大的制动力。相应地也在这种情况下实现机动车的充分减速。

Claims (7)

1.一种用于运行用于机动车的制动设备(1)的方法，其中，制动设备(1)具有与机动车的至少一个车轮机械耦合的涡流制动器(3)用以提供作用到车轮上的制动力，其中，电机(2)与车轮机械耦合或能与车轮机械耦合并且被电连接在涡流制动器(3)上；在制动运行模式中操控电机(2)和涡流制动器(3)用以制动车轮，其中，使涡流制动器(3)与蓄能器(8)电退耦并且为该涡流制动器加载由电机(2)提供的电能；在制动运行模式中在额定制动力超过由电机(2)在车轮上产生的最大制动力时调节电机(2)用以产生最大制动力并且对由电机(2)提供的电能的被输送到涡流制动器(3)的部分这样进行调节，使得电机(2)和涡流制动器(3)共同产生作用到车轮上的与额定制动力相当的制动力，
其特征在于，
如果由电机提供的并且输送到涡流制动器的电能不足以实现向车轮上产生与额定制动力相当的制动力，那么从制动运行模式转换到紧急制动运行模式中；在紧急制动运行模式中，为了制动车轮，为涡流制动器(3)并行地加载借助于作为发电机运行的电机(2)提供的能量和从蓄能器(8)中提取的电能；在紧急制动运行模式中调节电机(2)用以产生最大制动力并且将由电机(2)提供的电能完全输送到涡流制动器(3)。
2.根据权利要求1所述的方法，其特征在于，使电机(2)在驱动运行模式中为了驱动车轮而作为马达运行。
3.根据权利要求1或2所述的方法，其特征在于，使电机(2)在再生运行模式中为了制动车轮而作为发电机运行，其中，将在此累积的电能至少部分地暂存在蓄能器(8)中。
4.根据权利要求1或2所述的方法，其特征在于，在再生运行模式中运行涡流制动器(3)用以释放车轮。
5.根据权利要求1或2所述的方法，其特征在于，在制动运行模式中使电机(2)与蓄能器(8)退耦。
6.一种用于机动车的制动设备(1)，该制动设备用于实施根据前述权利要求中的任一项所述的方法，其中，制动设备(1)具有与机动车的至少一个车轮机械耦合的涡流制动器(3)用以提供作用到车轮上的制动力，其中，电机(2)与车轮机械耦合或能与车轮机械耦合并且被电连接到涡流制动器(3)上；在制动运行模式中操控电机(2)和涡流制动器(3)用以制动车轮，其中，使涡流制动器(3)与蓄能器(8)电退耦并且为该涡流制动器加载由电机(2)提供的电能；在制动运行模式中在额定制动力超过由电机(2)在车轮上产生的最大制动力时调节电机(2)用以产生最大制动力并且对由电机(2)提供的电能的被输送到涡流制动器(3)的部分这样进行调节，使得电机(2)和涡流制动器(3)共同产生作用到车轮上的与额定制动力相当的制动力，
其特征在于，
如果由电机提供的并且输送到涡流制动器的电能不足以实现向车轮上产生与额定制动力相当的制动力，那么从制动运行模式转换到紧急制动运行模式中；制动设备(1)被设计为用于，在紧急制动运行模式中为了制动车轮为涡流制动器(3)并行地加载借助于作为发电机运行的电机(2)提供的电能和从蓄能器(8)中提取的电能；在紧急制动运行模式中调节电机(2)用以产生最大制动力并且将由电机(2)提供的电能完全输送到涡流制动器(3)。
7.根据权利要求6所述的制动设备，其特征在于，电机(2)和涡流制动器(3)被布置在共同的轴上。
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