WO2010049058A2 - Procédé de réglage d'un système d'entraînement électrique et véhicule automobile - Google Patents

Procédé de réglage d'un système d'entraînement électrique et véhicule automobile Download PDF

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Publication number
WO2010049058A2
WO2010049058A2 PCT/EP2009/007265 EP2009007265W WO2010049058A2 WO 2010049058 A2 WO2010049058 A2 WO 2010049058A2 EP 2009007265 W EP2009007265 W EP 2009007265W WO 2010049058 A2 WO2010049058 A2 WO 2010049058A2
Authority
WO
WIPO (PCT)
Prior art keywords
temperature
electric drive
vehicle
rotor
electric
Prior art date
Application number
PCT/EP2009/007265
Other languages
German (de)
English (en)
Other versions
WO2010049058A3 (fr
Inventor
Torsten Franke
Original Assignee
Bayerische Motoren Werke Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke Aktiengesellschaft filed Critical Bayerische Motoren Werke Aktiengesellschaft
Priority to EP09748025A priority Critical patent/EP2340610A2/fr
Publication of WO2010049058A2 publication Critical patent/WO2010049058A2/fr
Publication of WO2010049058A3 publication Critical patent/WO2010049058A3/fr

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/60—Controlling or determining the temperature of the motor or of the drive
    • 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
    • B60W50/0097—Predicting future 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
    • 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
    • B60L2240/425—Temperature
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/087—Temperature
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2050/00—Applications
    • F01P2050/24—Hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/18—Heater
    • F01P2060/185—Heater for alternators or generators
    • 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

Definitions

  • the invention relates to a method for adjusting an electric drive and a motor vehicle.
  • Electric drives are used as an auxiliary drive (for example in hybrid vehicles) or as the main drive (for example in electric vehicles with battery or fuel cell as energy storage).
  • the characteristics of the electric drive change with the temperature.
  • the remanence decreases in a temperature range of -30 0 C to 150 0 C (this may correspond to a temperature range for the design of an electric machine for hybrid vehicles) by about 10% to 20%.
  • an induced voltage as well as a torque and a power of the electric machine decrease at a given speed and given current. If the electric machine for a medium
  • the object of the invention is to avoid the disadvantages mentioned above and in particular to create a relation to temperature changes robust electric drive.
  • a method for adjusting an electric drive in a vehicle, - in which at least one temperature of the electric drive is determined;
  • the electric drive is adjusted by adjusting its temperature for at least part of the electric drive.
  • the temperature-related behavior of the electric drive can be efficiently influenced.
  • the magnetic flux of the electric drive can be influenced in a targeted manner.
  • the at least one part of the electric drive comprises:
  • a rotor a stator
  • a coolant or a coolant circuit or a coolant supply A coolant or a coolant circuit or a coolant supply.
  • At least one temperature of a rotor of the electric drive and / or at least one temperature of a stator of the electric drive is determined.
  • the temperature of the coolant can be determined and taken into account when setting the electric drive.
  • the temperature of the rotor is determined by means of a voltage induced in the windings of the stator.
  • the at least one parameter identifies or comprises an operating point and / or a working range of the electric drive.
  • the at least one parameter comprises a state of the vehicle.
  • the temperature can be adjusted accordingly.
  • the driver is evaluated over a certain period of time and that there is an optimization such that e.g. Depending on the acceleration behavior and / or the environment of the vehicle (for example in city traffic, ascertainable via the data of a navigation system), the electric drive is operated or adjusted in an efficient temperature range.
  • One example concerns braking in front of a traffic light, ie recuperation with subsequent vehicle standstill.
  • the temperature of the electric drive could be lowered to increase both the torque output of the electric drive and its efficiency in the engine operation (for example, when starting with connection of the internal combustion engine).
  • One embodiment is that the temperature of the at least one part of the electric drive is adjusted by controlling a coolant flow accordingly.
  • the temperature of the electric drive can be influenced.
  • An alternative embodiment is that the at least one part of the electric drive is heated.
  • the coolant can be heated during a cold start, so that the electric drive reaches a favorable operating temperature faster.
  • the rotor and / or stator of the electric drive can also be heated, e.g. electrically heated, be.
  • a next embodiment is that a maximum speed of the electric drive is limited until reaching a predetermined operating temperature.
  • an open circuit voltage of an energy storage device for supplying the electric drive is adjusted as a function of the temperature.
  • a development is that the electric drive is coupled with a thermal management of the vehicle.
  • the electric drive can be integrated into the heat management (or a part thereof) of the vehicle. So it is possible that a given temperature level (also) set or achieved by the heat management.
  • the temperature of at least a portion of the electric drive is adjustable.
  • the motor vehicle may have a control unit
  • control unit for determining and setting the temperature.
  • control unit is designed such that the steps of the method described herein are feasible.
  • sensors for detecting the temperature can be provided.
  • the temperature may e.g. be determined by means of stator, rotor and / or on the basis of the coolant.
  • the electric drive can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator. In particular, it can be any electrical machine, electric motor or generator.
  • the electric drive may comprise a permanent-magnet induction machine.
  • An additional embodiment is that the electric drive is part of a hybrid drive of the motor vehicle.
  • the motor vehicle is a hybrid vehicle with an internal combustion engine and an electric drive.
  • the electric drive is powered by an energy storage with electrical energy.
  • Fig.l is a block diagram for setting a temperature of the electric machine
  • No-load voltages of an electric drive as a function of temperature and speed.
  • electric drive electric machine, electric drive, electric machine, electric motor o.a. are used synonymously with each other.
  • the electric drive can have the function of a generator.
  • the electric drive is supplied in particular by means of an electrical energy storage with energy.
  • the energy storage device may include: a fuel cell, a battery, a capacitor source (e.g., a dual-layer capacitor source).
  • this can be used to condition the electric machine as a function of the vehicle condition. So it is e.g. possible to lower a temperature in city traffic at low speeds and frequent use of the electric machine or to increase the temperature during a cross-country drive or during a motorway section at high speeds and infrequent use of the electric machine.
  • the rotor temperature can be adjusted or conditioned together with the stator temperature. It is also possible to condition the rotor temperature or stator temperature of the electric machine separately.
  • the common conditioning is technically easier to implement, the separate conditioning allows a shorter time constant and thus allows a better regulatory performance.
  • an operating temperature of the rotor relative to a prevailing in an environment temperature level can be set.
  • Vehicle preferably has an operating temperature of 90 0 C to 105 0 C. Accordingly, the electric machine can be designed for this operating temperature such that it achieves optimized performance (eg with regard to torque, efficiency, controllability, etc.) at these temperatures.
  • a maximum speed of the electric machine (for a predetermined period of time, eg until reaching a predetermined temperature) are limited to a speed at which the maximum no-load voltage
  • Electrical machine corresponds to the open circuit voltage of an electrical storage or a maximum allowable voltage of the system.
  • the electric machine in a
  • Thermal management of the vehicle are involved. Such thermal management is e.g. available for an interior, a transmission and an internal combustion engine.
  • the respective thermal management includes and enables a conditioning of the affected components to a predetermined temperature level.
  • the maximum speed of the electric machine, a state of charge control of the electrical energy storage can be influenced so that when the rotor is cold, the minimum allowable no-load voltage of the electrical storage (minimum state of charge or SOC - "State of charge”) is raised and this is lowered when hot electric machine.
  • conditions of the vehicle may be evaluated to determine, in particular, that e.g. A speedy use of the electric machine is expected at low speeds. This could be the case with one
  • different data of the vehicle can be taken into account.
  • data of a navigation system or traffic information in particular in addition to vehicle conditions such as speed, acceleration, yaw moment, gear selection, etc., are used.
  • Fig.l shows a block diagram for setting a temperature of the electric machine.
  • the electric machine 103 comprises a rotor 101 and a stator 102 and is supplied with coolant via a coolant supply 107.
  • the coolant supply 107 is designed to be adjustable by way of example, i. a flow rate of the coolant and / or a temperature of the coolant can be changed accordingly.
  • a temperature detection unit 104 determines e.g. continuously or at predetermined times a temperature of the rotor 101 and / or a temperature of the stator 102. The detected temperature is supplied to a regulator 105, which is e.g. Depending on predetermined parameters and / or states of the vehicle 108 determines an output and this provides an actuator 106 for adjusting the coolant supply 107.
  • controller 107 may also include states derived from the environment (eg "city traffic” determined by means of the navigation system or "red traffic light” determined by means of an image recognition unit of the vehicle).
  • states derived from the environment eg "city traffic” determined by means of the navigation system or "red traffic light” determined by means of an image recognition unit of the vehicle.
  • the components 104, 105 and 106 may be implemented as one unit or integrated in the electric drive 103 and / or the coolant supply 107. Also, partial integrations of the component are possible with each other (e.g., temperature sensing 104 is integrated with the electric machine 103 or the actuator 106 is part of the coolant supply 107).
  • Windings of the stator induced voltage can be used. This voltage can be measured both as a chained voltage, as a strand voltage or as a voltage against a reference potential of the control device of the electric machine. Preferably, at least one device for detecting one of these voltages is already integrated in the control device of the electric machine.
  • the idling voltage of the electric machine is preferably used at medium to high speed and a passive (ie a non-driven) inverter (pulse lock), since in this operation, the interference on the signal are minimized.
  • An operating state of a hybrid vehicle may be determined at a frequency and duration sufficient for the measurement, without the measurement hindering or restricting the basic functionality of the hybrid vehicle.
  • tolerances are determined by means of a calibration measurement at at least one reference temperature and stored as a correction function in an evaluation device of the rotor temperature detection.
  • Calibration measurement can be carried out both during vehicle production (for example during the functional test) and during vehicle operation (workshop, customer operation), provided that the rotor temperature is known.
  • the temperature of the cooling medium which is usually present with high accuracy, can be used.
  • temperatures of the cooling medium can be measured at a location of the coolant inflow and at a further location of the coolant outflow. Accordingly, the quality of the calibration can be improved.
  • the controller for adjusting the rotor temperature may e.g. be constructed as a two-position controller. Furthermore, a control structure can be provided which takes into account a thermal time constant for the rotor cooling.
  • the controllers used for such tasks (PI, PID controllers, etc.) are known.
  • the control can be further improved by using an adaptive controller or an observing controller, in particular in conjunction with the aforementioned control measures.
  • a thermal model for the dependence of the rotor temperature of external influences (cooling temperature, stator temperature, speed, torque, phase current, etc.) can be stored in the scheme. Based on the model, the required temperatures can be extrapolated during a period in which the rotor temperature or the idle voltage itself can not be measured.
  • Influencing the coolant mass flow are valve, pump and bypass arrangements can be used.
  • FIG. 2 shows a diagram with different open-circuit voltages of an electric drive as a function of temperature and speed.
  • a graph 201 shows a maximum no-load voltage of an energy store for supplying the electric drive.
  • a graph 202 shows a minimum open circuit voltage of the energy store.
  • a graph 203 shows an idling voltage with a cold rotor and a graph 205 shows an idling voltage with a highly heated rotor as a function of the rotational speed of the electric drive.
  • a graph 204 shows, by way of example, an idling speed of the electric drive with a conditioned rotor as a function of the rotational speed of the electric drive, this graph 204 being arranged between the graphs 205 and 203.
  • stator 103 drive electric machine, electric machine, electric motor, generator

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)

Abstract

L'invention concerne un procédé de réglage d'un système d'entraînement électrique dans un véhicule, consistant à déterminer au moins une température du système d'entraînement électrique et à régler la température d'au moins une partie du système d'entraînement électrique en fonction d'au moins un paramètre. L'invention concerne en outre un véhicule automobile comprenant un système d'entraînement électrique pouvant être réglé conformément audit procédé.
PCT/EP2009/007265 2008-10-31 2009-10-10 Procédé de réglage d'un système d'entraînement électrique et véhicule automobile WO2010049058A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP09748025A EP2340610A2 (fr) 2008-10-31 2009-10-10 Procédé de réglage d'un système d'entraînement électrique et véhicule automobile

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008054216.4 2008-10-31
DE102008054216A DE102008054216A1 (de) 2008-10-31 2008-10-31 Verfahren zur Einstellung eines elektrischen Antriebs sowie Kraftfahrzeug

Publications (2)

Publication Number Publication Date
WO2010049058A2 true WO2010049058A2 (fr) 2010-05-06
WO2010049058A3 WO2010049058A3 (fr) 2011-09-22

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PCT/EP2009/007265 WO2010049058A2 (fr) 2008-10-31 2009-10-10 Procédé de réglage d'un système d'entraînement électrique et véhicule automobile

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Country Link
EP (1) EP2340610A2 (fr)
DE (1) DE102008054216A1 (fr)
WO (1) WO2010049058A2 (fr)

Families Citing this family (10)

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DE102010039766A1 (de) * 2010-08-25 2012-03-01 Robert Bosch Gmbh Verfahren und Vorrichtung zum Steuern einer Synchronmaschine
DE102012010995A1 (de) 2012-06-02 2013-12-05 Volkswagen Aktiengesellschaft Elektromotor sowie Verfahren zur Bestimmung der Temperatur in dem Wickelkopf eines Elektromotors
DE102012011003A1 (de) 2012-06-02 2013-12-05 Volkswagen Aktiengesellschaft Elektromotor
DE102012011004A1 (de) 2012-06-02 2013-12-05 Volkswagen Aktiengesellschaft Elektromotor sowie Verfahren zur Bildung eines Aufnahmeraums für einen Temperatursensor in einem Elektromotor
FR2995742B1 (fr) * 2012-09-18 2015-10-16 Renault Sas Surveillance d'un moteur a aimants permanents
DE102016215547A1 (de) * 2016-08-18 2018-02-22 Bayerische Motoren Werke Aktiengesellschaft Arbeitspunktabhängige Steuerung einer elektrischen Maschine
DE102018207004B4 (de) * 2018-05-07 2023-07-13 Audi Ag System und Verfahren zum Kühlen einer Elektromaschine
DE102020112896A1 (de) 2020-05-13 2021-11-18 Schaeffler Technologies AG & Co. KG Elektrische Rotationsmaschine und Antriebssystem für ein Kraftfahrzeug
DE102020207019A1 (de) 2020-06-04 2021-12-09 Volkswagen Aktiengesellschaft Elektromotor für ein Kraftfahrzeug, Kraftfahrzeug sowie Verfahren zum Messen einer Temperatur eines Kühlmediums in einem Elektromotor
DE102022204999A1 (de) 2022-05-19 2023-11-23 Vitesco Technologies GmbH Verfahren zum Betrieb eines Kühlflüssigkeitskreislaufs, Computerprogramm, Computerprogrammprodukt, Wärmetransportmittelsystem und Fahrzeug

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JPH1118496A (ja) * 1997-06-18 1999-01-22 Hitachi Ltd 電気車の制御装置および制御方法
EP1197644A1 (fr) * 2000-10-13 2002-04-17 Renault Système et procédé de refroidissement pour véhicule à propulsion hybride
DE10153586A1 (de) * 2000-11-02 2002-05-16 Ford Motor Co System und Verfahren zur Steuerung des Kühlmittelflusses für Fahrzeuge
DE10153587A1 (de) * 2000-11-02 2002-05-16 Ford Motor Co Kühlsystem und Verfahren zum Kühlen eines Fahrzeugs
JP2005192325A (ja) * 2003-12-25 2005-07-14 Yaskawa Electric Corp 永久磁石電動機の減磁検出方法
DE102004053850A1 (de) * 2004-11-04 2006-06-01 Leopold Kostal Gmbh & Co. Kg Verfahren und Vorrichtung zum Temperaturschutz für mindestens einen Antrieb in einem Fahrzeug
DE102005003881A1 (de) * 2005-01-24 2006-07-27 Volkswagen Ag Verfahren zur Kühlung einer elektrischen Maschine und/oder dieser zugeordneten elektronischen Bauelementen in einem Kraftfahrzeug, insbesondere Hybridfahrzeug
JP2007006613A (ja) * 2005-06-23 2007-01-11 Hitachi Industrial Equipment Systems Co Ltd 永久磁石式回転電機の制御装置および永久磁石式回転電機の温度推定方法
DE102005047653A1 (de) * 2005-10-05 2007-04-12 Volkswagen Ag Hybridantriebseinheit mit Niedertemperatur-Kreislauf

Also Published As

Publication number Publication date
WO2010049058A3 (fr) 2011-09-22
DE102008054216A1 (de) 2010-05-06
EP2340610A2 (fr) 2011-07-06

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