WO2013186026A2 - Procédé pour augmenter le taux de récupération - Google Patents

Procédé pour augmenter le taux de récupération Download PDF

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Publication number
WO2013186026A2
WO2013186026A2 PCT/EP2013/060719 EP2013060719W WO2013186026A2 WO 2013186026 A2 WO2013186026 A2 WO 2013186026A2 EP 2013060719 W EP2013060719 W EP 2013060719W WO 2013186026 A2 WO2013186026 A2 WO 2013186026A2
Authority
WO
WIPO (PCT)
Prior art keywords
torque
brake
friction brake
braking
controlling
Prior art date
Application number
PCT/EP2013/060719
Other languages
German (de)
English (en)
Other versions
WO2013186026A3 (fr
Inventor
Martin Ringdorfer
Martin Horn
Original Assignee
Magna Powertrain Ag & Co Kg
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 Magna Powertrain Ag & Co Kg filed Critical Magna Powertrain Ag & Co Kg
Priority to DE112013002947.2T priority Critical patent/DE112013002947A5/de
Publication of WO2013186026A2 publication Critical patent/WO2013186026A2/fr
Publication of WO2013186026A3 publication Critical patent/WO2013186026A3/fr

Links

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
    • B60L7/18—Controlling the braking effect
    • 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
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/102—Indicating wheel slip ; Correction of wheel slip of individual wheels
    • 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
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
    • B60L3/108—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels whilst braking, i.e. ABS
    • 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
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/463—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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/465—Slip
    • 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 present invention relates to a method for controlling a brake system of a motor vehicle, by which at least one wheel of the motor vehicle, which is monitored by a slip detection unit with respect to the occurrence of a slip, can be braked by means of a friction brake and an electric machine which can be operated as a generator.
  • the present invention relates to a method for increasing the Rekuperationsrate during the Radschlupfregel ists in a motor vehicle.
  • Brake system in which the friction brake of the affected wheel is controlled accordingly.
  • the brake pressure actually requested by a driver of the vehicle by means of a corresponding brake pedal actuation in order to avoid wheel blockages is prevented by actuation of the brake pedal.
  • reduction of suitable valves (brake reduction phase B).
  • Various braking strategies are used, which are adapted to the current driving situation. For example, in some situations a smooth braking strategy may be used while in other situations an aggressive braking strategy is indicated to quickly reduce vehicle speed.
  • the kinetic energy of the vehicle during braking can be used to generate electrical energy and to charge an energy store (so-called "recuperation").
  • a braking torque to be applied by an electric machine (recuperation torque) and / or a braking torque (friction braking torque) to be applied by the friction brake are first determined on the basis of a desired total braking torque.
  • ⁇ -low ground a slippery surface during the braking process
  • the requested total braking torque may cause overbraking of one or more wheels.
  • recuperation increase is possible with the aid of an actuating variable compensator in the control loop.
  • This approach is, in the strict sense, an algorithm that eliminates unwanted effects. reduces or avoids effects associated with actuator set-size constraints.
  • the compensation of the manipulated variable limitation is used to deflect a mathematical reference model of the traction motor from its rest position in a regulatory technical sense.
  • the deflection from the rest position is a measure of the sum of all variables that could not be implemented in the desired manner. It is, so to speak, that part of the manipulated variable "stored" that could not be immediately converted by the actuator If the actuator is able to perform more at a later time than is currently required, the deflection of the reference model is attempted with the help of a controller This corresponds to a catch-up of all manipulated variables that could not previously be implemented.
  • the parameterization of the compensation controller allows the dynamics of the "catch-up process" to be defined.
  • Fig. 1 shows a schematic representation of a vehicle
  • Fig. 2 schematic controller structure
  • FIG. 4 implementation of the solution according to the invention
  • Fig. 5 representation of Rekuperationsbremsung compared to a conventional braking
  • FIG. 1 shows schematically a brake system of a motor vehicle with an electric independent wheel drive on the rear axle.
  • the deceleration forces on the individual wheels 40 are shown by way of example with arrows of different sizes on the rear axle and against the direction of travel.
  • a control unit 10 which serves to control the brake system.
  • the braking system consists of hydraulically or electrically operated friction brakes 42 and electric machines 44 mounted on the rear wheels.
  • the wheel torque must be limited by means of a wheel slip controller. Since a hybrid braking system consisting of electrical machine 44 and friction brake 42 is installed on the rear axle, both systems can be used to control the wheel slip ⁇ . From a driving dynamics point of view, preferably the electric motor 44 should be used, since the reaction dynamics of the electric motor is greater than the reaction dynamics of the friction brake 42. Also from an energetic point of view, recuperation by means of an electrical system is advantageous for increasing the vehicle range. If the electric motor 44 can not apply the entire wheel torque, in addition the friction brake 42 must be used. This state can occur when the electric motor 44 is operated, for example, in field weakening operation, or an actuation of the engine is not possible on other grounds. The torque at a constant power decreases in inverse proportion to the speed, and the characteristic field of such an electric motor is used to optimize the behavior of the control loop according to the invention.
  • FIG. 2 shows a schematic control structure, as used by way of example, in order to use the faster reaction times and the higher dynamic range of the electric machine 44 for recuperation braking.
  • Figure 2 is but one way to perform the control / interconnection of the actuators so
  • the reference wheel slip re f is used as the input variable of the control loop. This controlled variable is applied to a slip detection control unit 24, which in turn is connected to a friction brake control unit 20. Slip correction torque ⁇ ⁇ and the target friction brake torque TB are via a summation 18 to the
  • Friction brake control unit 20 and the friction brake 42 passed.
  • This Reibbrems Kunststoffech 20 controls via a proportionate braking torque ⁇ 'turn on another summing member 18' to which the target Rekuperationsmoment TE is applied, an engine control unit 22 and the electric machine 44.
  • the corrected torque TEM and ⁇ are generated , Via a further summation element 18 ", these moments are combined to form a wheel torque TRad and transferred to the wheel system G, which results in a wheel slip ⁇ .
  • an integral behavior controller e.g., a PI controller
  • a PI controller e.g., a PI controller
  • a PI controller a proportional-integral controller
  • a proportional-integral controller is designed in a known way to respond quickly to and suppress disturbances. Changes, e.g. the reference signal r, so the controller calculates using its capabilities sometimes very large control variables. These manipulated variables would be applied to the electric motor 44 and can not be partially converted by the latter, resulting in undesired phenomena, e.g. could cause the building of vibrations. This is counteracted by limiting the integration to the manipulated variable limits. As a measure, an anti-windup circuit is installed.
  • FIG. 3 shows schematically such a solution for a standard control loop, shown together with a manipulated variable compensator 30.
  • the Manipulated variable compensator 30 consists of a reference model R and a correction controller K.
  • the maximum manipulated variable of the actuator is compared with the desired manipulated variable u of a controller and the difference of the two signals for the deflection of a reference model from the equilibrium state, the rest position used.
  • information ykorr can be generated, which is returned to the controller in combination with the system output variable y.
  • the deflection of the reference model or the state variables of the reference model also represent information that shows how much control value could not be implemented.
  • the system is constructed of a first control loop S l for the compensation and a second control loop S2 for the actual control of the electric motor and the brake.
  • the charge states of the storage battery as well as internal parameters such as rotational speed or temperature are used to optimize the energy strategy and the parameters are forwarded to the energy manager 11. From the large number of parameters, the energy manager creates the minimum and maximum recuperation torques T mm and T ma x.
  • the friction brake 42 must be turned on.
  • the degree to which the friction brake is required represents the measure of the energy which could be used by recuperation with regard to the road condition. Thus, this measure is also used to deflect the reference model from its rest position so that the demand for increased recuperation in the subsequent cycles / torques can / could be met.
  • the engine torque TEM in the electric motor 44 is thereby increased in terms of amount until either the engine limits are reached again, or the brake pressure is completely reduced, or the slip controller 21 counteracts a further increase.
  • Which of the three cases for ending the torque adjustment is used is, for example, varies depending on the vehicle, powertrain and battery state of charge or road condition.
  • the course of Tcomp can be influenced.
  • the transitional behavior of loss braking to increased energy efficiency can be effectively and hardly noticeable for the passenger, without neglecting the safety aspect.
  • the transition is regulated in the solution according to the invention. Ie. in case of occurring disturbances (friction value change, renewed reduction of the available recuperation moment, ...) one is able to react to it without additional measures.
  • the machine controller can be designed as if there were no manipulated variable restrictions, that is, it can be optimally designed for interference suppression.
  • FIG. 5 a the braking by means of a friction brake system (without possibility of recuperation) is shown by way of example.
  • FIG. 5b-d shows the same braking process with the aid of a friction braking system with recuperation option (with traction motor).
  • On The left-hand side is a braking system without compensator and on the right-hand side with recuperation improvement with the aid of a compensator.
  • the brake pressure is reduced such that the wheel slip is maintained at a desired value (not shown), and at the same time a maximum of recuperation is achieved.
  • the method described is not limited to individual wheel traction drives, but can also be used for a brake system with friction brake and Zentrachsachsmaschine.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Regulating Braking Force (AREA)
  • Stopping Of Electric Motors (AREA)

Abstract

L'invention concerne un procédé de commande d'un système de freinage d'un véhicule à moteur, qui est freiné au moyen d'un frein à friction (42) et d'une machine électrique (44) utilisable comme générateur, ledit procédé consistant à réduire, pendant une opération de freinage, un couple de freinage par friction (TBrk) à appliquer par le frein à friction (42) et un couple de récupération (TEM) à appliquer par la machine électrique (44), au cours d'une phase de réduction de couple de freinage (B), jusqu'à ce qu'un couple de freinage total corrigé (TRad) à appliquer par le frein à friction (42) et par la machine électrique (44) soit atteint. Le couple de récupération (TEM) à appliquer par la machine électrique (44) est influencé par une première boucle de rétroaction (S1) à compensation, incluse dans une seconde boucle de rétroaction (S2) destinée à la commande de la machine électrique.
PCT/EP2013/060719 2012-06-14 2013-05-24 Procédé pour augmenter le taux de récupération WO2013186026A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112013002947.2T DE112013002947A5 (de) 2012-06-14 2013-05-24 Verfahren zur Erhöhung der Rekuperartionsrate

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012210046A DE102012210046A1 (de) 2012-06-14 2012-06-14 Verfahren zur Erhöhung der Rekuperationsrate
DE102012210046.6 2012-06-14

Publications (2)

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WO2013186026A2 true WO2013186026A2 (fr) 2013-12-19
WO2013186026A3 WO2013186026A3 (fr) 2014-04-24

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WO (1) WO2013186026A2 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018217142B4 (de) 2018-10-08 2024-10-10 Audi Ag Bremssystem für zumindest zeitweise elektrisch angetriebenes Fahrzeug, Kraftfahrzeug mit einem solchen Bremssystem und Bremssteuerverfahren
DE102022132508A1 (de) 2022-12-07 2024-06-13 Zf Cv Systems Global Gmbh Verfahren zum Betreiben eines Inverters eines elektrischen Antriebs eines Fahrzeugs, insbesondere Nutzfahrzeugs, Inverter, elektrischer Antrieb, Fahrzeug, Computerprogramm, computerlesbares Medium
DE102022004615A1 (de) 2022-12-09 2024-06-20 Mercedes-Benz Group AG Verfahren zum Betreiben einer Rekuperationsbremse eines Fahrzeugs
DE102022133293A1 (de) 2022-12-14 2024-06-20 Mercedes-Benz Group AG Verfahren zum Betrieb eines Fahrzeugs

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011114481A1 (de) 2011-09-23 2013-03-28 Magna Powertrain Ag & Co. Kg Verfahren zur Steuerung eines Bremssystems eines Kraftfahrzeugs

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Publication number Priority date Publication date Assignee Title
JP2012039738A (ja) * 2010-08-06 2012-02-23 Hitachi Ltd 自動列車運転装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011114481A1 (de) 2011-09-23 2013-03-28 Magna Powertrain Ag & Co. Kg Verfahren zur Steuerung eines Bremssystems eines Kraftfahrzeugs

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Publication number Publication date
WO2013186026A3 (fr) 2014-04-24
DE102012210046A1 (de) 2013-12-19
DE112013002947A5 (de) 2015-03-12

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