Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D59/00—Trailers with driven ground wheels or the like
  • B62D59/04—Trailers with driven ground wheels or the like driven from propulsion unit on trailer
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION 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
  • 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
  • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION 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
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
  • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
  • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION 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
  • B60L2200/00—Type of vehicles
  • B60L2200/26—Rail vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION 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
  • B60L2200/00—Type of vehicles
  • B60L2200/28—Trailers
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/64—Electric machine technologies in electromobility
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/72—Electric energy management in electromobility

Definitions

• the invention relates to a vehicle train with a vehicle driven by electric motors according to the preamble of patent claim 1.
• Manual transmission is coupled to a mechanical drive train, but which drives an electric generator.
• the drive wheels of these vehicles are driven by electric Aehs- or wheel motors, which draw their electrical current from the generator.
• Electric motors are controlled by an electronic control.
• the electric motors and the generator are designed as “multiple electronic permanent magnet machines” (MED machines). They have an internal stator part made up of a large number of stator laminations, which are arranged in a star shape and wound with individual coils.
• MED machines multiple electronic permanent magnet machines
• the rotor part which consists of a magnetically conductive ring with permanent magnets of the type rare earth cobalt or rare earth iron, is arranged around the stator part.
• the electronic frequency converter is provided by the single frequency converters
• Vehicle parts arranged, with the drive wheels in the
• Trailing axle is driven by an internal combustion engine via a conventional drive train with a manual transmission.
• an electrical or electrohydraulic drive for the central axis of the vehicle to be fed from a power supply is provided. Simultaneous operation of both drives is not considered.
• a camping car whose wheels can be driven by electric motors, which are supplied with electrical drive energy from a battery or an external power source, is described in DE-A 27 05 318.
• the drive by the electric motors is only intended for maneuvering the camper when uncoupled from the towing vehicle.
• the wheels can also be driven at correspondingly different speeds.
• DE 37 25 620 A1 discloses a drive and brake concept for a motor vehicle with an internal combustion engine / generator unit for supplying the electric drive motors of its wheels, in which a traction control and an anti-lock control are provided. Trailer operation is not mentioned there.
• the object of the invention is to improve a vehicle train of the generic type in its driving properties, in particular with regard to its traction, without this requiring an excessive construction effort.
• Figure 1 is a side view of a vehicle train with biaxial
• FIG. 1 is a cornering of a vehicle train with two axles
• Figure 3 shows a drive concept of an inventive
• Figure 4 shows the time course of the steering angle of a
• Figure 1 is a schematically designed as a truck
• the trailer 2 is mechanically connected to a trailer coupling 13 of the towing vehicle 1 via a drawbar 14.
• v represented by an arrow
• F WG transmission resistance of the towing vehicle
• F WL drag of the towing vehicle
• F WS climbing resistance of the towing vehicle
• F WB acceleration resistance of the towing vehicle
• the force acting on the towing vehicle 1 as resistance tensile force F Z is in its absolute magnitude of the tensile force F z is equal to that exerted by the coupling 13 to the drawbar 14 of the trailer 2 and is directed in the direction of travel:
• the driving resistance forces marked by a line have the same meaning in relation to the trailer as the driving resistance forces of the towing vehicle explained above.
• the invention is based on a steerable towing vehicle 1, the drive wheels 4 of which are driven by at least one axle by separate electric motors ⁇ . At least one drive wheel 4 driven by an electric motor 8 is therefore available on each side of the vehicle.
• the electric motors 8 are supplied with electrical drive energy 18 by an electronic control 11 from a direct current source 15 via lines 16.
• the current source 15 can be designed, for example, as a generator driven by an internal combustion engine or as an accumulator or the like.
• MED machines are used with particular advantage as electric motors 8 for the vehicle drive and optionally also as a generator. If the latter applies, it takes over
• electronic control 11 also controls the generator in the 5 within a multiple current control.
• all of its drive wheels can be provided with electric motor drives. In Figure 3, this is shown by dashed lines electric motors 7 on the wheels 3 and
• Dashed power lines 16 indicated.
• the additional effort for such an all-wheel drive compared to driving the wheels of only a single vehicle axle is relatively small compared to a solution with a conventional drive train.
• the invention is distinguished from the known vehicle trains in particular in that not only the towing vehicle 1 but also the trailer 2 has driven wheels 5. Under certain operating conditions, it is particularly advantageous to drive all of the wheels 5, 6 of the trailer 2. This gives the vehicle train maximum traction.
• the wheels 5, 6 are driven by
• Electric motors 9, 10, which are each assigned to the wheels 5, 6 separately, so that an individual setting of speed and
• Lines 16 dosed accordingly supplied with electrical current.
• the optional electric motors 10 on the wheels 6 and the associated power lines 16 are shown in dashed lines in FIG.
• the dash-dotted lines 17 indicate that the electronic control 11 continuously the signals required for the control of the electric motors about the current operating state of each
• Electric motor 7, 8, 9, 10 receives.
• the two-axle trailer 2 has a steerable front axle (subframe steering) since the front axle, which is rigidly connected to the drawbar 14, can be pivoted about a pivot point.
• the trailer 2 can also be single-axis or other axes (e.g. rear
• the electronic control 11 supplies the electric motors 9 and optionally 10 with metered power in such a way that the trailer 2 exerts a tractive force on the towing vehicle 1 at all times, that is to say during the
• Forward driving mode does not change to push mode (e.g. when driving downhill).
• the power supply can possibly proceed in a negative direction, that is to say that the electric motors 9, 10 can also be used temporarily as generators to generate electricity, and thus generate a negative drive torque (braking torque).
• the monitoring of the magnitude of the tensile force on the drawbar 14 is ensured by a corresponding sensor (not shown) (e.g. strain gauge), which is connected to the electronic control 11 in terms of signal technology.
• a higher minimum tractive force value F Z is to be provided at a higher driving speed than at a lower speed.
• the vehicle train according to the invention has devices (for example sensors in the area of the wheel suspension or the steering of the steerable wheels 3 of the towing vehicle 1) for detecting the steering angle ⁇ of the right front wheel 3 or the steering angle ⁇ of the left front wheel or both steering angles ⁇ , ⁇ by the electronic Control 11.
• the electronic control 11 can record the current driving speed v of the vehicle train at any time. This can
• a tachometer generator can be provided.
• the speed v calculated by the electronic control 11 on the basis of the detected speeds of the drive wheels 3, 4, 5, 6.
• Another essential feature of the invention is that in the electronic control 11 in the form of stored table values or calculation algorithms a unique assignment of one of the
• Steering angle .alpha., .Beta. Or both steering angles .alpha., .Beta. Take place at a sol l steering angle of the trailer 2 or at a value representing this target steering angle.
• the steering angle ⁇ , ⁇ can be seen in FIG. 2 as the angle between the axes of rotation of the steered wheels 3 and the axes of rotation of the unguided wheels 4.
• the steering angle ⁇ of the trailer 2 is formed between the axes of rotation of the wheels 5 and 6 and is therefore equal to the angle between the drawbar 14 and the longitudinal axis of the trailer 2 (turntable angle).
• the angle between the drawbar i.e. the longitudinal axis of the trailer
• the longitudinal axis of the towing vehicle can be referred to as the steering angle of the trailer.
• r ⁇ curve radius, that means distance of the longitudinal axis of the
• unguided rear axle of the tractor l D effective drawbar length of the trailer, that is, horizontal distance of the axis of rotation of the steered trailer axle from the coupling axis of the
• the speed of the former must be set correspondingly higher.
• Circular drive i.e. clarify when turning the vehicle into a curve.
• Steering angle .alpha., .Beta. Is set to corresponding values which are detected by the electronic control 11 via steering angle sensors. From the current steering angle ⁇ or ß, as described above, a target value for the steering angle ⁇ of the trailer 2, i.e. in the
• Trailer v vehicle train speed
• C correction factor between 0 and 1
• the correction factor C makes it possible to take into account different steering designs on trailer 2. In the case of a forced steering, the value of C goes to O. In the case of trailing steering, as is shown in FIG. 2, on the other hand, C is close to the value 1. In any case, C is chosen such that the driving behavior of a non-driven trailer on dry roads (ideal trailer operation) is reproduced.
• the electronic control 11 In order to enable the time-delayed setting of the trailer steering angle ⁇ , the electronic control 11 must continuously record the time profile of the steering angle ⁇ or ⁇ of the towing vehicle 1 and had stored it continuously over a period of time which is greater than t ph .
• Phase shift t ph follows the temporal function of the steering angle ⁇ is corrected by the electronic control 11 in the drive. This is preferably done in such a way that, on the one hand, the drive power on the wheels 5, 6 of the trailer 2 is reduced, and, on the other hand, by means of speed difference control of the wheels on the outside of the curve and on the inside of the curve, the actual steering angle ⁇ to the
• Target steering angle is approximated. Instead of the steering angle ⁇ des
• Towing vehicle 1 could of course also be used in a corresponding manner, the steering angle ß.
• appropriate sensors would have to be provided for detecting the lateral acceleration. Since the speeds and torques and thus also the drive power of the electric motors 7, 8, 9, 10 are monitored by the electronic control 11, traction control can be carried out in the vehicle train according to the invention without great effort. Inadmissibly high slip on individual driven wheels 3, 4, 5, 6 can easily be determined by comparing the wheel speeds with one another.
• each electric motor 7, 8, 9, 10 can be addressed individually by the electronic control 11 within fractions of a second, an immediate individual reduction of the drive power and thus the drive torque to values such as those on the respective wheel 3 is possible , 4, 5, 6 no more illegal slippage occurs. This results in the possibility of reducing the
• the trailer 2 can be reduced with a constant sum of the total driving forces to be transmitted from the wheels 3, 4, 5, 6 to the road
• Cornerers Is recognized by the electronic control 11 (e.g. by comparing the steering angle of the towing vehicle 1 and the
• This increased slip can be easily recognized by the electronic control 11 by comparing the speed and / or torque values of the electric drive motors and causes the electronic one
• Control 11 not only for the already mentioned reduction of the corresponding drive torque but also for a metered redistribution of the drive forces to "uncritical"
• the electronic control system performs an evaluation of the values of the actual tractive force t F z on the drawbar 14 and / or the steering angle ⁇ of the trailer 2, which are recorded over time, for periodic fluctuations. This provides information about an impending threat
• the electrical current for supplying the electric motors 7, 8, 9, 10 can be taken from an accumulator, for example.
• the electrical current is preferably in a
• the drive concept according to the invention is also particularly advantageous for vehicle trains with a single-axle trailer, for example for articulated buses. It is completely irrelevant from the drive technology point of view whether the internal combustion engine / generator unit is accommodated in the trailer 2 or in the front end, since the energy transmission to the electric drive motors in a drive according to the invention
• Vehicle train can be done by electrical cables and plug connections in a simple and extremely flexible way.
• the dykes, el in the sense of the invention are physically fused directly to the floor of the rear car attached to the front car.
• the invention makes it possible for the first time that an articulated bus can drive through curves forwards and backwards in the same way. This is of great importance for a shunting operation, for example in congestion in city traffic.

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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)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Arrangement And Driving Of Transmission Devices (AREA)

Applications Claiming Priority (3)

Publications (1)

Family

ID=6442612

Family Applications (1)

Country Status (8)

Families Citing this family (44)

Family Cites Families (9)

• 1991
  • 1991-10-09 DE DE4133912A patent/DE4133912A1/de active Granted
• 1992
  • 1992-09-29 WO PCT/DE1992/000837 patent/WO1993007023A1/de not_active Application Discontinuation
  • 1992-09-29 EP EP92920774A patent/EP0607218A1/de not_active Ceased
  • 1992-09-29 JP JP5506540A patent/JPH07500239A/ja active Pending
  • 1992-09-29 BR BR9206409A patent/BR9206409A/pt active Search and Examination
  • 1992-10-07 CZ CS923058A patent/CZ305892A3/cs unknown
  • 1992-10-08 MX MX9205776A patent/MX9205776A/es unknown
  • 1992-10-09 CN CN92111434A patent/CN1027878C/zh not_active Expired - Fee Related

Non-Patent Citations (1)

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