Classifications

• • 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
  • B60L7/00—Electrodynamic brake systems for vehicles in general
  • B60L7/10—Dynamic electric regenerative braking
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT 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
  • B60W20/00—Control systems specially adapted for hybrid vehicles
  • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
• • 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
  • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
  • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
• • 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
  • B60L7/00—Electrodynamic brake systems for vehicles in general
  • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
  • B60L7/26—Controlling the braking effect
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
  • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
  • B60T13/58—Combined or convertible systems
  • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
  • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT 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
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
  • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT 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
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
  • B60W10/196—Conjoint control of vehicle sub-units of different type or different function including control of braking systems acting within the driveline, e.g. retarders
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT 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
  • B60W30/00—Purposes 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
  • B60W30/18—Propelling the vehicle
  • B60W30/18009—Propelling the vehicle related to particular drive situations
  • B60W30/18109—Braking
• • 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
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/42—Drive Train control parameters related to electric machines
  • B60L2240/423—Torque
• • 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
  • B60L2260/00—Operating Modes
  • B60L2260/20—Drive modes; Transition between modes
  • B60L2260/26—Transition between different drive modes
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT 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
  • B60W20/00—Control systems specially adapted for hybrid vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/08—Electric propulsion units
  • B60W2710/083—Torque
• • 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
  • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

• the invention relates to a method for operating a drive train of a motor vehicle according to the preamble of claim 1.
• the present invention relates to a method for operating a drive train with a hybrid drive.
• a hybrid drive comprises at least one electric machine and one internal combustion engine.
• a powertrain of a hybrid vehicle includes a transmission, wherein the transmission converts speeds and torques, thus providing a traction power supply of the hybrid drive to an output of the hybrid vehicle.
• a drive train of a hybrid vehicle comprises a brake system, wherein it is already known from the prior art that a brake system may comprise a plurality of partial brake systems, namely a so-called service brake, which acts on friction wheels on the output, and at least one wear-free retarder.
• the wear-free retarder may be a so-called engine brake or a retarder of the drive train.
• the braking torque between the or each electric machine of the hybrid drive and the or each wear-free retarder split such that at the beginning of a braking torque request, the braking torque requested exclusively by at least one electric machine of the hybrid drive and provided at the output and, subsequently, depending on characteristics of the or each wear-free retarder, the brake torque request is at least partially transferred from the or each electric machine to at least one wear-free retarder such that the braking torque provided at the output by the or each electric machine and the or each retarder Sum corresponds to the requested braking torque.
• the present invention it is proposed for the first time to divide a brake torque requirement on a brake system of a hybrid vehicle between the or each electric machine of the hybrid drive and the or each wear-free retarder of the brake system, namely such that at the beginning of a braking request, the braking torque exclusively from at least one electric machine the hybrid drive is requested and provided at the output. Only then, depending on parameters of the or each wear-free retarder brake torque request is at least partially controlled by the or each electric machine controlled at least one wear-resistant retarder of the brake system. This is done such that the output provided by the or each electric machine and the or each retarder braking torque in total corresponds to the requested braking torque.
• a braking torque request it is thus possible with the method according to the invention to provide at least one electric machine of the hybrid drive directly with high dynamics and within a short time at the output a braking torque ready and thus to respond directly to a braking torque request. Subsequently, the braking torque request is controlled reduced at the respective electric machine of the hybrid drive and at the same time increased at least one wear-free retarder of the brake system, so as to build a controlled from the respective wear-resistant retarder at the output braking torque.
• the braking torque which is controlled by the respective wear-free retarder at the output is reduced by the braking torque provided by the or each electric machine at the output.
• the brake torque request from the or each wear-free retarder is transferred back to at least one hybrid drive electric machine, again controlled so that the output provided by the or each electric machine and the or each wear-free retarder Braking torque in total corresponds to the desired or requested braking torque.
• FIG. 1 is a block diagram of an exemplary powertrain for
• FIG. 2 shows a first diagram for further clarification of the method according to the invention
• Fig. 4 is a third diagram for further clarification of the method according to the invention.
• FIG. 1 shows by way of example a drive train diagram of a drive train of a hybrid vehicle in which the method according to the invention can be used.
• the drive train of FIG. 1 has an internal combustion engine 1 and an electric machine 2, which together form a hybrid drive 3 of the drive train.
• a transmission 5 and a retarder 6 are connected according to FIG. 1, whereby the retarder 6 is a wear-resistant retarder.
• the retarder 6 is connected between the electric machine 2 of the hybrid drive 3 and the transmission 5.
• the retarder 6 is connected between the transmission 5 and the output 4 or between the internal combustion engine 1 and the electric machine 2.
• the method according to the invention is not restricted to the application on the drive train shown in FIG. Rather, the invention can be used on other powertrains of hybrid vehicles, for example, when the internal combustion engine and electric machine of the hybrid drive act on different axes of the output of the hybrid vehicle.
• a drive train of a hybrid drive comprises a brake system, via which a braking torque can be provided at the output 4.
• a brake system of the hybrid vehicle comprises a service brake, which acts on the wheels of the output 4 via friction.
• the brake system of a hybrid vehicle comprises at least one wear-free retarder, wherein this wear-free retarder can be, for example, the retarder 6 shown in FIG.
• Another wear-free retarder of a brake system of a hybrid vehicle is provided by a so-called engine brake of the internal combustion engine 1.
• the requested braking torque is divided at least between the or each electric machine 2 of the hybrid drive 3 and the or each wear-free retarder.
• This division of the requested braking torque is such that at the beginning of a braking torque request, the braking torque is requested exclusively by at least one electric machine 2 of the hybrid drive 3 and provided at the output 4, and that subsequently depending on characteristics of the or each wear-free retarder the braking torque request of the or each electric machine 2 of the hybrid drive 3 is passed controlled at least one wear-free retarder 6, so that the output provided by the or each electric machine 2 of the hybrid drive 3 and the or each retarder braking torque in total corresponds to the requested braking torque.
• FIG. 2 showing a plurality of time curves over the time t, namely a time curve of a rotational speed n A B of the output 4 of the drive train, a time curve M B of one having a Braking torque request requested braking torque, a time curve M R of the retarder 6 at the output 4 provided braking torque and a time curve M E M one of the electric machine 2 at the output 4 provided braking torque.
• a braking torque request M B for a to be provided on the output 4 braking torque is in Fig. 2, a braking torque request M B for a to be provided on the output 4 braking torque.
• this braking torque request is requested exclusively by the electric machine 2, so that at the beginning of the braking torque request, ie immediately after the time t1, the requested braking torque M B exclusively via that of the electric Machine 2 providable braking torque M E M is provided at the output 4. Only subsequently, namely in Fig.
• the partial transfer of the braking torque request from the electric machine 2 of the hybrid drive 3 to the retarder 6 and the wear-free retarder occurs in Fig. 2 between the times t2 and t3 respectively ramped or linear, ie, that between the times t2 and t3 on the one hand the Braking torque required by the electric machine 2 of the hybrid drive 3 ramp-reduced and the braking torque request of the wear-free retarder, namely the retarder 6, is ramped, and so also provided by the same at the output 4 braking torque M E M and MR.
• FIG. 3 shows a development of the method according to the invention for the case in which the output rotational speed n A B is progressively reduced.
• This refinement of the method according to the invention is based on the finding that the retarder 6 can no longer provide any braking torque at the output 4 when it falls below a minimum rotational speed.
• the brake torque request on the retarder 6 continuously, preferably ramp-like, and thus controlled reduced and accordingly on the electric machine 2 of the hybrid drive 3 continuously, preferably ramp-like, and controlled increases, so that of the retarder 6 and the electric machine 2 in total at the output 4 provided braking torque in turn corresponds to the requested braking torque M B.
• the point in time t4, from which the braking torque request is transmitted from the retarder 6 back to the electric machine 2 with increasing reduction of the output rotational speed n A B, can be determined in advance in advance depending on parameters of the retarder 6.
• the procedure is such that during the braking torque request and thus during the execution of the braking the current output speed n A B is monitored at the output 4 and dependent thereof in terms of a control observation of the time t4, from which the torque transfer from the retarder 6 to the electric Machine 2 begins to be determined online while the brake torque request is being executed. From the time t5, from which the retarder 6 can no longer provide braking torque M R at the output 4, only the electric machine 2 provides a corresponding braking torque M E M at the output 4.
• the braking torque M E M provided by the same is reduced to zero and then the requested braking torque of a service brake of the brake system, in particular via friction on the wheels of the output 4 acts, provided.
• FIG. 4 shows a variant of the invention in which a braking torque request is divided between the electric machine 2 of a hybrid drive and two wear-free partial brakes of the braking system of the hybrid vehicle, namely between an engine brake and a retarder.
• Fig. 4 shows the rotational speed n A B of the output 4 of a hybrid vehicle torque curves, namely the speed-dependent curve of a requested braking torque MB, the speed-dependent course of a provided by the electric machine 2 of the hybrid drive at the output 4 braking torque M E M, the speed-dependent curve one of an engine brake on the output 4 provided braking torque M M B, and the speed-dependent torque curve of the retarder at the output 4 provided braking torque M R.
• Fig. 4 shows the rotational speed n A B of the output 4 of a hybrid vehicle torque curves, namely the speed-dependent curve of a requested braking torque MB, the speed-dependent course of a provided by the electric machine 2 of the hybrid drive at the output 4 braking torque M E M, the speed-dependent curve one of an engine brake on the output 4 provided braking torque M M B, and the speed-dependent torque curve of the retarder at the output 4 provided braking torque M R.
• the lack of dynamics of the retarder and the engine brake can be compensated.
• the requested braking torque is initially provided at the output 4 via at least one electric machine 2 of the hybrid drive 3.
• brake torque is developed at the output via the wear-free retarder, in particular via a retarder or optionally an engine brake.
• the retarder or the engine brake depending on the output speed of the output can no longer provide braking torque
• the retarder or the engine brake is driven out of the braking intervention on the output 4, while then the or each electric machine 2 of the hybrid drive 3 in the regenerative Operation assumes the reduced braking torque request at the respective wear-free retarder and provides the corresponding braking torque at the output.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Power Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Automation & Control Theory (AREA)
• Physics & Mathematics (AREA)
• Electromagnetism (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Hybrid Electric Vehicles (AREA)

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• 2010
  • 2010-05-27 DE DE102010029386A patent/DE102010029386A1/de active Pending
• 2011
  • 2011-04-04 US US13/697,176 patent/US8690724B2/en active Active
  • 2011-04-04 EP EP11711894.3A patent/EP2576306A1/de not_active Withdrawn
  • 2011-04-04 WO PCT/EP2011/055164 patent/WO2011147616A1/de active Application Filing
  • 2011-04-04 CN CN201180026313.9A patent/CN102917934B/zh active Active

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