Classifications

• • 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
  • B60W20/15—Control strategies specially adapted for achieving a particular effect
  • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
• • 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
  • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
  • H02P6/14—Electronic commutators
  • H02P6/15—Controlling commutation time
• • 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
  • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
  • H02P6/28—Arrangements for controlling current
• • 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
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/06—Combustion engines, Gas turbines
  • B60W2510/0638—Engine speed
  • B60W2510/0652—Speed change rate
• • 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
  • B60W2510/06—Combustion engines, Gas turbines
  • B60W2510/0657—Engine torque
• • 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
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/10—Accelerator pedal position
• • 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
  • B60W2710/10—Change speed gearings
  • B60W2710/1022—Input torque

Definitions

• the present invention relates to a method for regulating an output from an electric machine in a motor vehicle actual torque to a desired torque.
• Claw pole generators with electrical excitation are usually used as electric machines in motor vehicles.
• the current through the rotor winding serves as a manipulated variable for controlling the desired output voltage and is specified by an assigned field controller.
• electrical machines as starter generators, on the one hand to start the engine during engine operation of the electric machine and on the other hand to generate power for the electrical system and for charging the motor vehicle battery in the generator mode of the electric machine.
• DE 103 17 207 A1 describes a method for delivering the largest possible torque in a belt-driven starter generator when starting the engine.
• the commutation angle and exciting current are set as a function of the rotational speed in such a way that the maximum possible starting torque results.
• the invention provides a simple way to use an electrical machine in a motor vehicle for driving the same.
• a boost function can be realized which requires only comparatively minor modifications to the vehicle and nevertheless enables optimum torque support of the internal combustion engine.
• a preferred use for a boost mode implements a control such that the summation torque of the engine and electric machine corresponds to the driver's desired torque.
• the invention leads to a significant improvement of the starting behavior by torque support in the lower speed range. Pure electric driving at low speeds (so-called creep operation) becomes possible. An inserted internal combustion engine can be performed less efficient ("downsizing") and thus more environmentally friendly, cost-effective and low-consumption, since the associated with the downsizing deterioration of the starting behavior by the electrical torque assistance is compensated. The solution remains overall cost-effective, since only small changes in the drive train must be made. According to the invention, an electric machine in a motor vehicle is controlled by selective adjustment of the commutation angle and / or the rotor current (also referred to below as the exciter current) for delivering a desired torque.
• the exciter current also referred to below as the exciter current
• the control is preferably block commutated, so that only a small DC link capacity is required.
• a block commutation for example, always exactly two out of three three-phase windings are energized.
• the current can not be limited. This results in particular in operation at low speeds to the fact that the power electronics must be dimensioned to a very high rated current. As the speed increases, but the current decreases rapidly due to the higher inductive resistance of the stator winding, so that no current limit is necessary here.
• the invention is preferably carried out only above a minimum speed.
• the minimum speed is chosen so that the current is already below a desired maximum value due to the inductive resistance of the stator winding, so that the power electronics can be dimensioned correspondingly small.
• the invention is carried out only below a maximum speed.
• the maximum speed results from the fact that the certifiable moment and thus the economy decreases with increasing speed.
• the invention can be used advantageously in generators whose output voltage is rectified by a power converter with controllable switching elements.
• a power converter can be operated as a synchronous rectifier, as a boost converter, as buck converter, as a pulse inverter, etc.
• the switching elements By appropriate control of the switching elements, the commutation angle is then influenced.
• the commutation angle is predetermined speed-dependent and the excitation current is used as a manipulated variable, so that by increasing the excitation current, the actual torque is also increased and by reducing the excitation current, the actual torque is also reduced.
• the specification of the commutation angle can be
• the exciting current is specified as a function of the speed and the commutation angle is used as the manipulated variable.
• An arithmetic unit according to the invention e.g. a control unit of a motor vehicle, is, in particular programmatically, configured to perform a method according to the invention.
• Suitable data carriers for the provision of the computer program are, in particular, floppy disks, hard disks, flash memories, EEPROMs, CD-ROMs, DVDs and the like. It is also possible to download a program via computer networks (Internet, intranet, etc.).
• Figure 1 shows an embodiment of a starter generator with power converter with controllable switching elements, as he may underlie the invention.
• FIG. 2 shows the relationship between the torque output by an electrical machine and the speed for different operating voltages.
• FIG. 3 shows the relationship between the torque output by an electrical machine and the commutation angle for different exciter currents.
• FIG. 4 shows a flowchart of an embodiment of a method according to the invention.
• FIG. 1 an electric machine, on which the present invention is based, is shown in the form of a circuit diagram and designated by 100 as a whole.
• the electric machine has a generator component 10 and a
• Power converter component 20 on.
• the power converter component is usually operated as a rectifier in regenerative operation of the machine, and as an inverter in motor operation.
• the generator component 10 is shown only schematically in the form of star-connected stator windings 1 1 and an exciter or rotor winding 12 connected in parallel with a diode.
• the rotor winding is switched by a power switch 13 which is connected to a terminal 24 of the power converter component 20, clocked.
• the control of the power switch 13 takes place in accordance with a field controller 15, wherein the power switch 13 as well as the parallel to the rotor winding 12 connected diode are usually integrated in an application-specific integrated circuit (ASIC) of the field controller.
• ASIC application-specific integrated circuit
• a three-phase generator is shown. In principle, however, the present invention can also be used with less-or multi-phase generators, for example five-phase generators.
• the power converter component 20 is designed here as a B6 circuit and has
• Switching elements 21, which may be embodied for example as a MOSFET 21.
• the MOSFETs 21 are, for example via busbars, connected to the respective stator windings 1 1 of the generator. Furthermore, the MOSFETs are connected to terminals 24, 24 'and provide, with appropriate control, a direct current for a vehicle electrical system including battery 30 of a motor vehicle.
• the actuation of the switching elements 21 takes place by a control device 25 via control channels 26, of which not all are provided with reference numerals for reasons of clarity.
• the control device 25 receives the phase voltage of the individual stator windings via phase channels 27. To provide these phase voltages, further devices can be provided, which however are not shown for the sake of clarity.
• control device 25 evaluates the phase voltages provided via the phase channels 27 and determines therefrom a respective ON and OFF time of a single MOSFET 21.
• the control via control channels 26 affects the gate terminals of the MOSFET 21 off.
• Known field controller as provided in the context of this embodiment
• Field controller 15 have a so-called terminal V-terminal 19 which is connected to a phase of the stator winding of the generator.
• the frequency of the terminal V signal or the phase input signal is evaluated in the controller 15 and serves depending on the characteristics of this signal for activating or deactivating the controller operation and ultimately for controlling the
• the phase signal for the phase signal input 19, as shown, are also performed by the drive means 25.
• the electric machine 100 is used to operate alone or in
• the power converter component 20 is operated according to an embodiment of the invention as described with reference to FIG.
• a battery is used as the voltage supply, which has a higher voltage (for example 40 V) than the usual vehicle electrical system voltage of 12 V.
• FIG. 2 in a diagram 200 on the ordinate the dependence of the emitted actual torque M RS G of an electric machine on the rotational speed n is plotted on the abscissa for different battery voltages.
• a graph 201 corresponds to a battery voltage of 12.5 V
• a graph 202 corresponds to one Battery voltage of 28 V
• a graph 203 corresponds to a battery voltage of 42 V.
• FIG. 3 plots the dependence of the given actual torque M RS G of an electrical machine on the ordinate on the ordinate on the abscissa for different exciter currents in a diagram 300 on the ordinate.
• a graph 301 corresponds to an excitation current of 3.3 A
• a graph 302 corresponds to an excitation current of 4.5 A
• a graph 303 corresponds to a excitation current of 5.5 A
• a graph 304 corresponds to a excitation current of 6.5 A.
• the method for regulating the actual torque to a desired torque begins in a step 400, wherein a driver's desired torque - usually based on an accelerator pedal position - is determined.
• the torque currently generated by the internal combustion engine is determined, for example, map-based from the quantities injection quantity and speed.
• a step 402 the difference between the driver's desired torque and the torque currently generated by the internal combustion engine is determined as the desired torque for the electric machine.
• the actual torque of the electric machine is determined, for example, map-based from the variables excitation current, commutation angle and speed.
• a suitable commutation angle is specified as a function of the rotational speed, preferably characteristic-based.
• the excitation current is predetermined as a function of the setpoint torque or of the control deviation between the setpoint torque and the actual torque, in particular by clocking between 0 and 100%.
• the steps 401 to 405 take place within the scope of a regulation. A certain time sequence is only conditionally necessary. In essence, the steps take place simultaneously.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Automation & Control Theory (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Control Of Eletrric Generators (AREA)
• Control Of Ac Motors In General (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Priority Applications (2)

Applications Claiming Priority (2)

Publications (2)

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ID=45569612

Family Applications (1)

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Citations (2)

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• 2011
  • 2011-02-10 DE DE102011003946A patent/DE102011003946A1/de active Pending
• 2012
  • 2012-02-01 EP EP12703049.2A patent/EP2673159A2/de not_active Ceased
  • 2012-02-01 CN CN201280008404.4A patent/CN103347728B/zh active Active
  • 2012-02-01 WO PCT/EP2012/051628 patent/WO2012107330A2/de active Application Filing

Patent Citations (2)

Non-Patent Citations (1)

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