WO2006131255A2 - Procede permettant de faire fonctionner une machine electrique et systeme de commande correspondant - Google Patents

Procede permettant de faire fonctionner une machine electrique et systeme de commande correspondant Download PDF

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Publication number
WO2006131255A2
WO2006131255A2 PCT/EP2006/005213 EP2006005213W WO2006131255A2 WO 2006131255 A2 WO2006131255 A2 WO 2006131255A2 EP 2006005213 W EP2006005213 W EP 2006005213W WO 2006131255 A2 WO2006131255 A2 WO 2006131255A2
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WO
WIPO (PCT)
Prior art keywords
torque
mode
control unit
emergency mode
electric machine
Prior art date
Application number
PCT/EP2006/005213
Other languages
German (de)
English (en)
Other versions
WO2006131255A3 (fr
Inventor
Lothar Rehm
Thomas Von Raumer
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Daimlerchrysler Ag
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Application filed by Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Publication of WO2006131255A2 publication Critical patent/WO2006131255A2/fr
Publication of WO2006131255A3 publication Critical patent/WO2006131255A3/fr

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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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • 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
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • 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
    • B60W50/00—Details 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
    • B60W50/04—Monitoring the functioning of the control system
    • 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
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T10/72—Electric energy management 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention relates to a method for operating an electric machine and a drive system for an electric machine.
  • German Offenlegungsschrift DE 102 51 095 A1 discloses a method for operating an electrical machine with a drive system, wherein an operating variable of the electrical machine and / or the drive system is monitored, and wherein the permissibility of an actual torque of the electric machine is checked and, if not. Admissibility of the actual torque an error reaction is initiated.
  • the permissibility of the actual torque is preferably checked in such a way that an allowable torque is formed from a desired torque and predefined limit values for the desired torque, and that the actual torque is permissible if its deviation from the permissible torque does not exceed a certain amount.
  • the invention can be used to monitor an electrical machine used as a starter / generator in a motor vehicle.
  • the object of the present invention is to improve the detection of errors and to increase the availability of the electrical machine.
  • the method according to the invention for operating an electrical machine provides that a separate emergency mode is started when the monitoring detects an error which requires the activation of an emergency mode.
  • Double errors are two errors which occur within a short time window or period and are not causally related to each other. Two single errors that occur outside of this short time window and are also not causally related are called double errors.
  • these types of errors if they lead to deviations in the desired states, can be detected by the method according to the invention.
  • a possible error is implausible data. Data is considered plausible if it is up to date and without transmission errors.
  • the data network can for example be based on a CAN bus (Controller Area Network), on MOST (Media Oriented System Technology) or an optical fiber bus, or on a Flex-Ray communication system.
  • CAN bus Controller Area Network
  • MOST Media Oriented System Technology
  • optical fiber bus or on a Flex-Ray communication system.
  • an emergency mode is activated.
  • the emergency mode is designed so that critical operating conditions of the electrical machine are excluded. Thus, the electric machine can continue to operate even when a fault occurs. This increases the availability of the electrical machine. This also leads to increased availability of the overall system associated with the electrical machine.
  • Such an overall system may include, for example, in addition to the electric machine, an internal combustion engine, another electric machine and / or a battery.
  • Such an overall system can be designed as a hybrid drive of a vehicle.
  • an oil pump or other actuator may be connected to the electric machine in an overall system.
  • a target torque with the value zero is specified in the emergency mode. This avoids the risk of a critical fault control of the electric machine without the electric machine being switched off or short-circuited.
  • an operating mode designated as a charging mode is assigned a separate emergency mode which allows only negative target torques.
  • This emergency mode represents a safe charging mode.
  • the charging function remains as far as possible, eliminating the risk of incorrect loading of the electrical machine.
  • This mode can also be used as an emergency mode for the generator mode of the torque mode.
  • an operating mode designated as a speed mode is assigned a separate emergency mode.
  • a fixed speed is set as the setpoint speed internally by the control system.
  • the engine start of an internal combustion engine can also be performed when the control of the electric machine with a normal operating mode is no longer possible without errors.
  • the engine start of the internal combustion engine is typically initiated via a hardware line.
  • an additional torque-influencing intervention is performed regardless of the driver's torque request. This enables cooperation of the procedure with other methods.
  • cooperation with an anti-Sudder is envisaged in this context.
  • Shudders are vibrations of the electric machine caused by the torsion of components of the drive train during torque transmission.
  • the electric machine has an internal control that detects these vibrations and generates corresponding compensating moments. This torque-influencing intervention is called antishudder.
  • the time integral of the target torque of the torque-influencing engagement of the electric machine is compared with a predefinable upper limit and a predeterminable lower limit and an error of the torque-influencing engagement is detected when the time integral from the desired torque of the torque-influencing engagement through leaves these boundaries enclosed area.
  • the time integral of the target torque should be zero on average. It can be positive or negative over a period of time. But if it increases continuously or goes down to negative, the cause must be found in an error that causes a permanent one-sided intervention. Such an error is detected by the method step just described.
  • the erroneously operating torque-influencing engagement is turned off.
  • a suitable emergency mode is selected when an error has been detected that requires activation of an emergency mode. Subsequently, the plausibility of the request of the emergency mode is checked. If the request is plausible, the emergency mode is activated. In the case of an implausible request for the emergency mode, a reset of the electrical control system is carried out. This procedure prevents switching to emergency mode for no reason. This increases the extent of the availability of the electrical machine and its associated overall system.
  • the activated emergency mode is monitored. This will ensure that the emergency mode is working properly. In addition, it can be monitored when a return to a normal operating mode can take place.
  • the drive system according to the invention for an electrical machine has a control unit and a monitoring unit, wherein the control unit is connected to two data communication modules.
  • the first data communication module forwards function messages and can be deactivated by the monitoring unit.
  • the second data communication module can forward data for reprogramming the control unit and / or the monitoring unit. Also data for diagnosis, for applications or other can be passed on the second data communication block.
  • the monitoring of the corresponding components or signals and, if appropriate, the initiation of an error reaction or suitable measures takes place independently, i. regardless of a user reaction or, when used in a motor vehicle, regardless of a driver's reaction.
  • a particularly favorable error response is the activation of an emergency mode for operating the electric machine.
  • a reset is understood to mean the transfer of a system to a controlled state. This can be triggered by a software function call (ROM, RAM test, etc.) or by hardware measures such as watchdog, power-on reset, or the like. With a reset, a system that is in a faulty or undefined state can be restored to a permitted and defined state. This increases the availability of the system.
  • an error response may occur remain under. For example, for a certain time, the last error-free value may replace the current value that is not present because of the error. Only when the error lasts longer than allowed, an error reaction is triggered (debouncing).
  • the monitoring unit is connected via a data line to the control unit, via which the control unit can pass a reset-disable control command to the monitoring unit to prevent the transmission of a reset control command (from the monitoring unit to the control unit).
  • control unit If the control unit is re-flashed (this refers to the dubbing of new or updated software), there will be no normal communication with the monitoring unit during this time. This situation could interpret the monitoring unit as an error in the control unit. In response, the monitoring unit would perform a reset of the control unit. This reaction is undesirable. Therefore, it is provided that the control unit can prevent a reset. In the embodiment described above, the control unit for this purpose sends a reset disable control command to the monitoring unit. Such functionality is not critical, as it only restricts the availability of the system acquired by the reset when an error occurs, but can not itself generate errors.
  • Fig. 2 shows an example of the time course of
  • Fig. 1 shows a possible embodiment of the device according to the invention.
  • an electric machine 1 is connected via an output stage 2 to a drive system.
  • Electrical machines 1 find their application in the most diverse fields. Used in a motor vehicle, the electric machine 1, for example, as a starter / generator or as a motor / generator operable. Likewise, the electric machine 1 can be used as the main drive of a motor vehicle, as an additional drive or for driving support of an internal combustion engine provided in the motor vehicle and / or for the energy supply of a vehicle electrical system provided in the motor vehicle.
  • the electric machine 1 can be designed, for example, as a permanent-magnet machine or as an asynchronous machine. Amplitude, frequency and phase of the phase currents of the electric machine 1 are set via the output stage 2. In one embodiment, the output stage 2 may be integrated in the control unit 3 of the drive system.
  • the drive system has a control unit 3 and a monitoring unit 4.
  • the control unit 3 is connected to two data communication modules 5, 6, which are connected via a transceiver 7 to a data network 8.
  • the control unit 3 includes functions for controlling or for operating the electric machine 1. This part can therefore also be referred to as a functional level.
  • control unit 3 there is a monitoring of relevant for operating the electrical machine 1 components, the diagnosis of input and output variables, as well as a control of system reactions when an error occurs, wherein under a system, both the drive system and the electric machine 1 as well the combination of both components is understood.
  • the control unit 3 has, in particular, a function block in which drive signals for the output stage 2 are formed. These drive signals are supplied to the output stage 2 via unspecified lines.
  • the monitoring unit 4 is preferably used to monitor the control unit 3 or the functional sequences in the control unit 3. It is the task of the monitoring unit 4 to detect errors.
  • control unit 3 and the monitoring unit 4 and the method for Error detection can be found in DE 102 004 002 767 and will therefore not be explained in detail here.
  • control unit 3 is connected to two data communication modules 5, 6, which are connected via a transceiver 7 to a data network 8.
  • the data communication modules 5, 6 can receive data from the data network 8 and forward it to the control unit 3. Likewise, the data blocks 5, 6 receive data from the control unit 3 and pass it on to the data network 8. The data communication modules 5, 6 can forward all received data or only a specific selection of the received data. In particular, they can filter out the data assigned to them from a common data set.
  • the data block 5 may be provided for the transmission of functional data. In particular, it may be provided to provide a data communication module 6 for the transmission of new software.
  • the connection between the transciever 7 and the data communication module 5 has a switch 13 which can interrupt the transmission of data in the direction of the transciever 7 and the data network 8.
  • the control of the switch 13 can be carried out by the monitoring unit 4.
  • Task of the switch 13 is to prevent meaningless or incorrect data from being passed on to the data network 8.
  • the switch 13 can also be integrated into the data communication module 5 (eg as a software solution). Other equivalent solutions are possible.
  • Control unit 3 and monitoring unit 4 are connected via a communication path 11 with each other. This communication path 11 transmits data from the control unit 3 to the monitoring unit 4 and vice versa.
  • the control unit 3 and the monitoring unit 4 are connected via a reset path 12 with each other.
  • Monitoring unit 4 are passed to the control unit 3.
  • the control unit 3 and the monitoring unit 4 are connected to one another via a reset-disable path 10. Via this reset-disable path 10, the control unit 3 can send a reset-disable command to the monitoring unit 4 and thus prevent the transmission of a reset command from the monitoring unit 4 to the control unit 3.
  • Both the control unit 3 and the monitoring unit 4 have their own shutdown path 14, 15 for switching off the output stage 2.
  • the control system may be associated with a further monitoring level, not shown, which tests by a question / answer principle the proper functioning of the control system or the control unit 3 or the monitoring unit 4. Should an error occur, the triggering of corresponding system reactions or error measures preferably takes place independently of the control unit 3, independently of the monitoring unit 4 and independently of the output stage 2.
  • Strompos. Voltage source provided for power supply of the drive system and the electric machine 1 is not shown Strompos. Voltage source provided.
  • the electric machine 1 can be operated in different modes.
  • a torque mode and a charging mode may be provided.
  • FIG. 2 shows an example of the time profile of the actual torque in torque mode and charging mode and the associated limit torques. The time is shown on the x-axis and the moment on the y-axis. In the example shown, the electric machine 1 starts at time zero with a moment zero.
  • the electric machine 1 is in torque mode. In torque mode, the electric machine 1 in the engine operation (positive target torque Mmax) or in the generator mode (negative target torque Mmax) can be operated.
  • the torque mode is operated in the example shown in the engine operation.
  • the change of the setpoint value Mmax takes place without transition as a step function.
  • the permissible limit values Mmax_z and Mmin_z adapt to the setpoint Mmax.
  • the upper limit value Mmax_z also jumps to a higher value. If the setpoint value Mmax is lowered, the upper limit value Mmax_z approaches its new value asymptotically so that it always remains at a distance above M_act. Mmax_ z is therefore always larger than Mmax.
  • the upper limit Mmax_z approaches a fixed low positive value (for example, 5 Nm).
  • the lower limit Mmin_z assumes a fixed low negative value (e.g., -5 Nm) as long as the torque mode is in engine operation. In generator mode, the lower limit Mmin_z assumes a value at a specified distance below the Mmax. Mmin_z jumps down when the new set value Mmax is more negative than the previous set value Mmax. If the setpoint Mmax goes from a negative value to a smaller negative setpoint Mmax (or a positive setpoint Mmax), then Mmin_z asymptotically approaches the new limit Mmin_z. Mmin_z always lies at a distance below Mmax.
  • a fixed low negative value e.g., -5 Nm
  • the electric machine 1 and its drive system change into the charging mode in the example shown in FIG. 2.
  • a setpoint voltage Usoll is specified, which is to be converted by an actual voltage Uist.
  • a correspondingly suitable negative moment M_act must be generated become.
  • Mmin is specified, which serves as the lower limit value for the actual torque M_act.
  • Mmin changes its value without transition in load mode.
  • the setpoint for the torque is a Mmin of -50 Nm.
  • the M_ist approaches asymptotically from the previous M_act of -100 Nm in FIG. 2 to the new nominal value of -50 Nm.
  • Mmin_z approaches asymptotically the new limit Mmin_z.
  • Mmin_z is always at a distance below Mmin.
  • Mmax When switching from torque mode to the charging mode Mmax changes from a variable default value to a fixed upper limit, which is approximately 10 Nm in the example shown. The change takes place as a jump. Likewise, Mmax_z jumps to a fixed value which is above Mmax_z and in the example shown is approximately 20 Nm.
  • M_ist is to be regulated.
  • a setpoint Mmax is specified by the data network. Mmax is then considered admissible if it is less than or equal to the upper permissible limit value Mmax_z and greater than or equal to the lower permissible limit value Mmin_z. In this case, the torque mode distinguishes between a motor operation of the electric machine and a generator operation of the electric machine.
  • a positive actual torque M_act is to be generated. Accordingly, a positive setpoint torque Mmax is specified.
  • This target torque Mmax may be in the range between the positive upper limit Mmax_z and the slightly negative lower limit Mmin_z.
  • a negative actual torque M_act In the generator mode of the torque mode should be generated by braking the electric machine power. Thus, a negative actual torque M_act must be generated. Accordingly, a negative target torque Mmax is specified. This target torque Mmax may be in the range between the slightly positive upper limit Mmax_z and the lower negative limit Mmin_z move.
  • the electric machine 1 In the charging mode, the electric machine 1 is controlled so that an effective charge of a battery can be achieved.
  • the variable to be controlled is the voltage Uist. It is controlled by the coming from the data network 8 target voltage Usoll.
  • Default for the moment M_ist is Mmin, which comes from the data network 8.
  • the allowable limits for M_ist are set by Mmin_z, Mmax_z and Mlim.
  • M_ist should preferably be in the range between Mmin_z (better Mmin) and Mlim. A value between Mlim and Mmax_z is only allowed for a specified limited amount of time.
  • the speed is the amount that should be kept constant or varied according to the wishes of the consumer.
  • the variable to be controlled is the speed of the electric machine Nist. It is controlled via the setpoint speed Nsetpoint coming from the data network 8.
  • the specification for the limits of the moment M_act are Mmin and Mmax.
  • Mmax is the maximum allowable limit for M_act and a speed governor should set a positive torque setpoint Msetpoint.
  • a positive value for the upper limit Mmax_z and a slightly negative value for the lower limit Mmin_z are given.
  • control variables can no longer be supplied externally to the control system.
  • emergency modes are provided in the event of a failure of the data network 8.
  • the emergency modes are shown.
  • the setpoints and the tolerance limits are specified internally.
  • the electric machine 1 can be operated even in the event of failure of the data network 8.
  • M_act In moment 0-emergency mode, the moment M_act is set to zero.
  • the internal limits Mmax_z and Mmin_z are specified internally. M_ist is considered admissible if it is less than or equal to the upper permissible limit value Mmax_z and greater than or equal to the lower permissible limit value Mmin_z.
  • the electric machine 1 In charging emergency mode, the electric machine 1 is controlled so that a charge of a battery is possible.
  • the variable to be controlled is the voltage Uist. It is controlled by an internally specified setpoint voltage Usoll_int.
  • the moment M_ist should preferably be negative. Therefore, M_ist should preferably be in the range between Mmin and Mmax.
  • the permissible upper limits for M_ist are defined by Mmin_z and Mmax_z.
  • the speed mode is needed especially for starting an internal combustion engine. To ensure this function even if the data network 8 fails is a Emergency mode is provided, which is referred to below as VMStart emergency mode.
  • the speed of the electric machine Nist is the quantity to be controlled. It is controlled by the internally specified setpoint speed Nset_int.
  • the setpoint for the moment M_act is limited by Mmin and Mmax.
  • the setpoint value for the moment M_actually preferably corresponds to Mmin or Mmax.
  • Mmax is the setpoint for M_act.
  • a positive value for the upper limit Mmax_z and a slightly negative value for the lower limit Mmin_z are given internally.
  • Mmin is the setpoint for M_ist.
  • a slightly positive value for the upper limit Mmax_z and a negative value for the lower limit Mmin_z are given internally.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Electric Motors In General (AREA)

Abstract

L'invention concerne un procédé permettant de faire fonctionner une machine électrique comprenant un système de commande électrique qui prévoit plusieurs modes de fonctionnement de la machine électrique et effectue une surveillance d'une grandeur de fonctionnement de la machine électrique et/ou du système de commande. L'invention vise à reconnaître les erreurs à améliorer et à augmenter la disponibilité de la machine électrique. A cet effet, on lance un mode d'urgence lorsque la surveillance décèle une erreur qui nécessite l'activation d'un mode d'urgence. De plus, ce procédé peut, quelle que soit la demande de couple du conducteur, autoriser des interventions supplémentaires agissant sur le couple et effectuer une surveillance d'erreur de ces interventions. Le système de commande selon l'invention est relié à deux modules de communication de données (5, 6). Le module de communication de données (5) retransmet des messages de fonctionnement et est désactivé par l'unité de surveillance (4). Le deuxième module de communication de données (6) peut retransmettre des données pour reprogrammer l'unité de commande (3) et/ou l'unité de surveillance (4).
PCT/EP2006/005213 2005-06-07 2006-06-01 Procede permettant de faire fonctionner une machine electrique et systeme de commande correspondant WO2006131255A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005025994.4A DE102005025994B4 (de) 2005-06-07 2005-06-07 Verfahren zum Betreiben einer elektrischen Maschine und Ansteuersystem hierzu
DE102005025994.4 2005-06-07

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WO2006131255A2 true WO2006131255A2 (fr) 2006-12-14
WO2006131255A3 WO2006131255A3 (fr) 2007-04-19

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WO2010130482A1 (fr) * 2009-05-11 2010-11-18 Robert Bosch Gmbh Dispositif de commande notamment destiné à un véhicule hybride comportant un entraînement électrique et un moteur à combustion interne, et procédé pour faire fonctionner un véhicule hybride
EP2337699B1 (fr) 2008-10-16 2018-12-19 Robert Bosch GmbH Procédé permettant un accroissement de disponibilité pour des véhicules hybrides
CN111731104A (zh) * 2020-06-30 2020-10-02 北京经纬恒润科技有限公司 一种电动汽车的转矩监控方法及系统

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DE102005048330A1 (de) 2005-10-08 2007-04-19 Daimlerchrysler Ag Ansteuersystem für eine elektrische Maschine
DE102006037124A1 (de) 2006-08-09 2008-02-14 Daimler Ag Ansteuersystem für eine Antriebseinheit eines Kraftfahrzeuges

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US6384553B1 (en) * 2000-12-27 2002-05-07 Universal Scientific Industrial Co., Ltd. Current control method and device for a motor that is operable in a generator mode
DE10251095A1 (de) * 2002-11-05 2004-05-19 Daimlerchrysler Ag Verfahren zum Ansteuern einer elektrischen Maschine und Ansteuersystem hierzu
DE10346857A1 (de) * 2003-10-09 2005-05-04 Bosch Gmbh Robert Vorrichtung zur Absicherung einer Starterleitung oder einer Starter- und Generatorleitung in einem Kraftfahrzeug

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EP2337699B1 (fr) 2008-10-16 2018-12-19 Robert Bosch GmbH Procédé permettant un accroissement de disponibilité pour des véhicules hybrides
WO2010130482A1 (fr) * 2009-05-11 2010-11-18 Robert Bosch Gmbh Dispositif de commande notamment destiné à un véhicule hybride comportant un entraînement électrique et un moteur à combustion interne, et procédé pour faire fonctionner un véhicule hybride
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CN111731104A (zh) * 2020-06-30 2020-10-02 北京经纬恒润科技有限公司 一种电动汽车的转矩监控方法及系统
CN111731104B (zh) * 2020-06-30 2021-12-24 北京经纬恒润科技股份有限公司 一种电动汽车的转矩监控方法及系统

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DE102005025994A1 (de) 2007-01-11
WO2006131255A3 (fr) 2007-04-19

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