WO2016131551A1

WO2016131551A1 - Motor vehicle and method for operating a motor vehicle

Info

Publication number: WO2016131551A1
Application number: PCT/EP2016/000300
Authority: WO
Inventors: Thomas Gut; Ingo Lehmann
Original assignee: Mtu Friedrichshafen Gmbh
Priority date: 2015-02-20
Filing date: 2016-02-19
Publication date: 2016-08-25
Also published as: DE102015203140A1

Abstract

The invention relates to a motor vehicle (1) comprising a first drive unit (3.A) and a second drive unit (3.B), said motor vehicle (1) being designed such that a direct communication link (11) can be established between the first drive unit (3.A) and the second drive unit (3.B).

Description

DESCRIPTION Motor vehicle and method for operating a motor vehicle

The invention relates to a motor vehicle with a first and a second drive unit and a method for operating such a motor vehicle. In motor vehicles with a plurality of drive units and in particular at

Rail vehicles are typically provided that these only via signal cables to

Control technology and / or mediated via a central vehicle control unit - quasi star-shaped - are connected. In contrast, there is no direct communication path between the

Drive units below the vehicle control technology. Functions of the drive units can therefore only be synchronized with one another in an inadequate manner or can be carried out in a targeted asynchronous manner.

The invention has for its object to provide a motor vehicle and a method for operating such a motor vehicle, said disadvantages do not occur.

The object is achieved by providing the subject matters of the independent claims. Advantageous embodiments emerge from the subclaims.

The object is achieved in particular by providing a motor vehicle which has a first drive unit and a second drive unit. The motor vehicle is designed such that a direct communication connection between the first

Drive unit and the second drive unit can be produced. Preferably, at least during operation of the motor vehicle, there is a direct communication connection between the first drive unit and the second drive unit. The two drive units are therefore not only by signal cable for control technology, or star-shaped over a central

Control unit connected to each other, but rather - especially structurally below the vehicle control technology - directly with each other via the direct communication link. This

CONFIRMATION COPY allows in particular an improved synchronization and / or a targeted asynchronous performing certain functions of the drive units.

Under a motor vehicle is understood in particular a vehicle, which

self-propelled, in particular motor-driven, is formed. In general, therefore, a motor vehicle is in particular a driven vehicle, which itself has the drive. Such a motor vehicle may be a land vehicle, in particular a passenger car, a truck or a commercial vehicle, a watercraft, in particular a ship and / or a submarine, an amphibious vehicle, or an aircraft, for example an aircraft, a helicopter or an airship. It is particularly possible that the motor vehicle is a rail vehicle.

A drive unit is understood in particular to mean a drive device which comprises a plurality of components. This may in particular be a drive in the narrower sense, in particular a motor, for example an internal combustion engine or an electric machine, wherein the drive may further comprise a transmission and / or a control unit. In a preferred manner, the drive unit has an internal combustion engine and an electrical machine. It is preferably also possible for the drive unit to have an internal combustion engine, an electrical machine and an energy store, in particular an electrochemical energy store, preferably a battery. It is also possible that the drive unit is an internal combustion engine, an electric machine, a

Energy storage, a transmission and a control unit has. Particular preference is given to distinguish different drive units from each other, that each of the

Drive units is assigned a separate control unit. For example, individual motors or drives can be combined to form a drive unit that a common control unit is assigned to them, they differ from other, other drive unit associated engines or drives characterized in that these other motors or drives is assigned to another controller. Under a direct communication connection is in particular a

Understood communication connection, which is formed directly between the drive units, wherein preferably no intermediate station or intermediate device is provided; In particular, the direct communication connection is not via a drive units higher-level control or via a central control unit as Intermediate device or intermediate station, but rather - especially structurally and functionally below the vehicle control technology - directly between the

Drive units formed. A particularly preferred embodiment of a direct communication connection is a bidirectional communication connection between two drive units. With more than two drive units, it is possible that these are bidirectionally connected to each other annularly, or that each drive unit with each other drive unit is bidirectionally in communication.

In a preferred embodiment of the motor vehicle is the direct

Communication connection by an electronic data connection, in particular a data bus, in particular a CAN bus, realized that allows direct communication between the drive units. Alternatively or additionally, it is possible that the drive units are directly connected to each other via Ethernet. Another suitable electronic communication connection between the drive units is possible, as long as it allows direct communication, in particular without detour via a central motor vehicle control unit. The direct communication connection can

wired, but also wireless, in particular via a radio link or a

Radio network, exist.

The direct communication connection is preferably set up between control units which are respectively assigned to the drive units. For this purpose, they preferably have suitable interfaces via which the communication connection can be established.

According to one embodiment of the invention is therefore preferably provided that the first drive unit and the second drive unit each having a control unit, wherein in particular the first drive unit has a first control unit, and wherein the second drive unit has a second control unit, wherein the control units are arranged to communicate with each other. In this way, in particular, is a direct

Communication connection between the control units produced, preferably a bidirectional communication connection can be established. The fact that the control units are set up to communicate with each other means, in particular, that they are capable of being implemented by appropriate hardware and / or software design another controller - and thus with each other - to communicate. In particular, a control unit for communication with a further control unit can be set up by having an interface suitable for communication with the further control unit. According to one embodiment of the invention, it is provided that the direct

Communication link between the control units of the drive units can be produced. The direct communication connection is thus preferred in particular between the first control unit of the first drive unit and the second control unit of the second

Drive unit to produce. In this way, the drive units can communicate with each other in a suitable and fast manner.

According to one embodiment of the invention, it is provided that the drive units

Interfaces for the production of the direct communication connection, in particular

Interfaces to a communication network, have. In particular, the first drive unit preferably has a first interface, wherein the second drive unit has a second interface. Such an interface can be used as hardware and / or as

Software interface to be formed. It is possible that the interface is a

Connecting device for connecting a signal cable has. Additionally or alternatively, it is possible that the interface is set up to convert data formats.

Additionally or alternatively, it is possible for the interface to be a protocol for setting up the direct communication connection, in particular for setting up the

Having communication network or for the registration of their associated drive unit to the communication network. According to one embodiment of the invention, it is provided that at least one control unit, selected from the first control unit and the second control unit, has an installation means, which is designed to produce the direct communication connection. Such a device can be configured as a hardware-side embodiment, in particular as a hardware interface, and / or as a software-side configuration, for example as a protocol for establishing a direct communication connection, but also as a software interface, for example, for converting data formats.

Particularly preferably, it is provided that the device means has an interface or is designed as an interface. The direct communication connection can then in particular be prepared by a suitable operative connection of the controller is made with another control device via the interface. The interface may be

basically a virtual, in particular software-side interface and / or a hardware-side interface, in particular be designed for plug-in connection with a connector of a signal line. It is possible that the setup means also has a protocol for establishing the direct communication link in addition to the interface.

According to one embodiment of the invention, it is provided that the direct

Communication connection is a bidirectional communication connection. As already stated above, this allows a fast and simple, direct communication between the drive units, in particular their control units, preferably on a common hierarchical level. An embodiment of the motor vehicle is preferred, which is characterized in that the drive units form a communication network. This allows a particularly efficient and functional communication between the drive units. In this case, preferably, each drive unit within the communication network on its own, individual address, via which it can be clearly addressed. The

Drive units can communicate directly with one another in the communication network, in particular without detour via a central motor vehicle control unit.

According to one embodiment of the invention it is provided that the control units of

Drive units are arranged to form a communication network or in particular to be part of a communication network. In particular, the communication network can be formed by establishing at least one direct communication connection between the control units. It is possible that the communication network exists only in the operation of the motor vehicle, wherein the control units are de-energized, in particular outside the operation of the motor vehicle and / or without a function relating to the communication network. But it is also possible that the communication network at least temporarily beyond the operation of the motor vehicle also exists, for example, to provide monitoring functions, cooling functions, especially Nachkühlfünktionen, charging functions of energy storage, or other functions and to be able to coordinate. The controllers are preferably arranged to form a communication network or to be part of a communications network that they are a means of arrangement for

Have production of the direct communication connection, in particular an interface. The communication network can then be formed in particular by establishing at least one direct communication connection and / or connecting at least one interface to a signal line.

An embodiment of the motor vehicle is preferred in which this one

Has a plurality of drive units, in particular more than two

Having drive units. This may for example be the case when the motor vehicle is designed as a rail vehicle with multiple traction, wherein a plurality of as

Railcar trained single-motor vehicles are interconnected to a motor vehicle. If a railcar has two separate drive units, this can

Motor vehicle then, for example, with double traction four drive units and at

Dreifachtraktion six drive units have. In principle, any number of drive units in the communication network can be connected. In particular, with a larger number of drive units realize in a special way, the advantages of direct communication connection, because the drive units independently synchronize with each other and can divide functions among themselves. In particular, otherwise problematic runtimes of signals via signal cables of the

Control technology no longer matters.

It is also an embodiment of the motor vehicle preferred by itself

characterized in that at least one of the drive units comprises an internal combustion engine and an electric machine, wherein it is preferably designed as a hybrid drive unit. Further, this drive unit preferably comprises a transmission, an electrical converter and an electrical energy storage, for example, a lithium ion storage. Such a drive unit is also referred to as a "power pack" in particular in the case of rail vehicles. <br /><br/> In particular, the advantages of the direct communication connection are realized in connection with such a particularly hybrid drive unit because such drive units already have a plurality of different drive functions or types; Synchronization of the drive functions across drive units enables particularly efficient operation of the motor vehicle. A control unit, which controls and / or regulates both the internal combustion engine and the electric machine, is preferably associated with such a, in particular hybrid, drive unit Internal combustion engine and the electric machine is thus assigned in such a, in particular hybrid drive unit in particular a common control unit. It is also possible that such, in particular hybrid drive unit has more than one electric machine, in particular two electric machines.

Particularly preferred is an embodiment of the motor vehicle in which all drive units are designed as hybrid drive units.

A hybrid drive unit preferably has a diesel engine as internal combustion engine. Alternatively, it is also possible that the internal combustion engine is designed as a gas engine. But it is also another embodiment of the internal combustion engine, for example as

Gasoline engine, possible.

Alternatively or additionally, it is also possible that the motor vehicle at least one

Having drive unit, which is designed as a pure internal combustion engine without electric machine - possibly apart from a small electrical auxiliary machine such as an alternator -. The drive unit then preferably additionally has a transmission. The internal combustion engine may be designed as a diesel engine, as a gas engine, as a gasoline engine or in any other suitable manner.

Having drive unit, which is designed as a pure electric machine.

An exemplary embodiment of the motor vehicle is also preferred, which is characterized in that at least one of the drive units has a transmission-in particular an automated one-, in particular a power shift transmission. In this case, it is possible via the direct communication connection in a particularly favorable manner, asynchronous switch points of transmissions to realize a possible - possibly complete - traction interruption-free traction for the motor vehicle to realize. Particularly preferably, each of the drive units of the motor vehicle - in particular

automated - gear, preferably a power shift on.

Under a power shift transmission is particularly understood a transmission in which a

Translation under load, so in particular while driving, preferably without interruption of the torque, can be changed. As a result, propulsion forces can also be transmitted during a switching process, the motor vehicle can accelerate even during the switching process, it therefore results in the switching process in particular no

Loss of comfort.

An embodiment of the motor vehicle is also preferred, which is characterized in that the motor vehicle is designed as a rail vehicle. Particularly preferably, the motor vehicle is designed as a locomotive, railcar or power car, especially as a railcar, or as a complete train. A railcar preferably has two

Automotive parts, which are referred to as A-part and B-part. Each of the two railcar parts is preferably associated with a separate drive unit. The

Motor vehicle may comprise a plurality of railcars as single motor vehicles, which are coupled together to the motor vehicle. This way it is possible to have one

Multiple traction to realize, especially a double traction or a

Triple traction. The motor vehicle has in this case, for example, four or six drive units, as already explained above. In a rail vehicle with its particularly diverse possibilities to realize different drive functions or types, the advantages of the direct are realized in particular

Communication connection between the drive units.

The object is in particular also solved by a method for operating a

Motor vehicle is created, wherein two drive units of the motor vehicle - especially in the same operation - communicate directly with each other. In particular, the advantages that have already been achieved in

Connection with the motor vehicle were explained.

In the context of the method is preferably a motor vehicle according to one of the above

described exemplary embodiments, particularly preferably a rail vehicle operated. It is possible that in the context of the method, a single motor vehicle is operated, for example, a single railcar. But it is also possible that the motor vehicle, which is operated in the context of the method, one of a plurality of

Single vehicles composite total motor vehicle is. In this way, for example, a multiple traction in rail vehicles can be realized by a plurality of railcars is coupled together. For example, with two together coupled railcar a two-way traction or with three coupled to each other

Railcar a triple traction be realized. In this context, the motor vehicle operated in the context of the method represents the association of individual motor vehicles, and consequently the entire motor vehicle. The drive units preferably communicate with each other via the direct communication link.

Preferred is an embodiment of the method, which is provided that a

Communication network between at least two drive units of the motor vehicle is formed. Particularly preferred is a communication network between all

Drive units of the motor vehicle formed. In a communication network, all interconnected drive units can communicate directly with each other without the need for a detour via a central control unit.

An embodiment of the method is preferred, which is characterized in that the drive units each have a control unit, wherein the control units preferably communicate with each other directly, preferably via a communication network.

In particular, an embodiment of the method is preferred, which is characterized in that the drive units respectively associated control devices - in particular at least during operation of the motor vehicle - form a communication network. The

Communication network is thus preferably formed between control units of the drive units, which communicate directly and in particular bidirectionally with each other within the communication network, without the need for a detour via a central control unit or a control system.

An embodiment of the method is preferred, which is characterized in that - preferably at a starting of the motor vehicle, in particular during a startup or booting of the control system of the motor vehicle - a position of the individual

Drive units is determined in the motor vehicle. Alternatively or additionally, it is possible that the positions of the individual drive units in the motor vehicle are predetermined. Further, it is alternatively possible that the positions of the individual drive units are specified in the motor vehicle. A particularly meaningful and efficient division of drive functions or types on the drive units can then take place when they know their respective position in the motor vehicle. The fact that the positions of the individual drive units in the motor vehicle are predetermined means, in particular, that these are known in advance, in particular in a memory device, in particular in a suitable memory area, for example in a field. In this case, no determination of the positions is required.

The fact that the positions of the drive units are specified in the motor vehicle means, in particular, that these are known in advance, in particular before an actual operation of the motor vehicle, at least one control device of the motor vehicle, for example, a central control device and / or the control devices which are assigned to the individual drive units be made. This can, for example, be automated when compiling the

Motor vehicle happen, especially if this has a plurality of individual vehicles, or it can be done manually entering the individual positions of the drive units. Also in this case, there is no need to determine the positions of the drive units.

The fact that the positions of the individual drive units are determined in the motor vehicle means in particular that they are preferably neither predetermined nor predetermined, but-preferably during operation of the motor vehicle and very preferably in real time-are automatically detected by suitable measures.

According to a preferred embodiment of the method, the position of the

Drive units determined based on a single motor vehicle. The recognize

Drive units automatically their position within the individual motor vehicle, especially if they are assigned to the A-part or B-part of a railcar. Such

Position detection can for example be performed by a Verschaltungsvariante is provided in the individual motor vehicle at the interfaces of the drive units. In this way, a distinction of the drive units on motor vehicle sub-level is possible. For example, it is possible that in the A-part an input of a control unit of a

Drive unit is connected to ground, while the same input is placed in the B-part to a potential different from ground. A control unit of a drive unit can then recognize from the potential at this input whether it is arranged in the A-part or in the B-part of the individual motor vehicle. It can also be provided according to Verschaltungsvarianten several inputs in order to transmit a plurality of information preferably to the drive units. Alternatively or additionally, a position of the individual drive units relative to an overall motor vehicle is preferably determined. This includes that the drive units recognize, for example, in multiple traction, in which single motor vehicle they are arranged. This can be done, for example signal transit times, first a master control unit in the communication network of the drive units is determined, which then sends signals to the other control units and receives response signals, the signal propagation times are evaluated to the various control devices and based on this determines a relative position of the drive units becomes. It is possible that one

Drive unit, which is closest to an active driver's cab of the entire motor vehicle, is selected as the master, or receives the information transmitted from the active driver's cab, that this is the drive unit located closest to the driver's cab. Relative to this, the positions of the other drive units can then be determined.

Alternatively or additionally, it is also possible that on individual motor vehicle level is first determined which position the individual motor vehicle has within the entire motor vehicle, which can happen in particular by a direction of travel, which is set for the entire motor vehicle, with the States of the vehicle clutches that are provided for connecting or coupling the single motor vehicles with each other, the individual motor vehicles is correlated. If, for example, in an individual motor vehicle the vehicle coupling pointing in the direction of travel is open, but the vehicle coupling pointing in the direction of travel is closed, it is obviously the first individual motor vehicle in the association. If, conversely, the vehicle coupling facing the direction of travel is open and the vehicle coupling pointing in the direction of travel is closed, it is obviously the last individual motor vehicle in the association. On the other hand, if both vehicle clutches of the single motor vehicle are closed, it is obviously a single motor vehicle, which is arranged between two other single motor vehicles. Corresponding findings can be made by a control unit at the vehicle level, with corresponding information - possibly via the aforementioned, switched inputs - to the

Control units of the drive units are transmitted. In this way, the vehicles can interact with the drive units to the position of the drive units in the

Determine motor vehicle association. A position determination of the individual drive units can also by a signal of a single control unit of a drive unit, as well as by switching off and on the

Control units of the other drive units are determined. The various methods of determining position described here can be combined with one another in particular in order to obtain as complete and accurate as possible

To obtain information about the positions of the individual drive units both within the individual motor vehicles and relative to the entire motor vehicle. Alternatively or additionally, it is preferably provided that - preferably at a start of the motor vehicle - a master control unit - in particular selected from the control units, which are assigned to the individual drive units - is determined for the communication network. The other controllers are preferably set as slave controllers. It is possible that in addition a replacement master controller is determined, which is active as long as the slave controller, as long as the master controller is working properly, and it is activated as the master controller, if the original master controller fails. A master control unit can be determined, for example, by the fact that a control unit of a drive unit, which is the first to be fully booted up, declares itself master control unit and notifies the other control units. Alternatively, other known per se procedures are possible to determine the master controller.

Alternatively or additionally, - preferably at a start of the motor vehicle - each drive unit assigned an address. It is possible that the control units of the drive units assign themselves an address, or that the master control unit assigns itself and the other control units addresses. Each drive unit receives its own individual address, via which it is unique in the communication network

can be addressed. As a result, unsafe states can be avoided by the formation of clones. Alternatively or additionally, it is preferably provided that - preferably when starting the motor vehicle - at least two groups of drive units are formed. These groups preferably form subnetworks of the communication network. For example, it is possible that all arranged in an A-part drive units together form a group, which is also referred to as A-group. Analogously, all in a B-part arranged drive units form a group which is referred to as B group. The formation of groups or subnetworks has the advantage that drive functions or types can be executed in groups - and in particular between the groups with a time delay. In particular, it is possible for drive functions or types to be executed at the same time by functions coordinated in advance by means of pairs of drive assemblies, with specific drive functions or types also being targeted asynchronously by pairs of

Drive systems or groups or sub-networks can be performed.

In this context, an embodiment of the method is preferred, in which at least one operating function of the motor vehicle by means of

Communication network between the drive units, in particular by means of the control units of the drive units formed communication network, tuned and / or by individual groups or pairs of drive units - preferably time-shifted - is performed. It is also possible that the at least one operating function between the drive units and / or groups harmonized, in particular at the same time without time offset, is performed. The coordination and / or distribution of operating functions on different drive units or groups of drive units has the advantage that a very flexible, fuel and emission-saving and comfortable control of the

Motor vehicle is possible. For example, shift points can be offset between the individual drive units so that traction that is as free as possible of traction interruption is achieved. On the other hand, operating functions can be harmonized across all drive units, so that, for example, a simultaneous onset of traction - especially under full load - with minimal time lag between the

Drive units is possible. It turns out that in a conventional connection of drive units via a signal cable to the control technology delays of up to 0.5

Seconds in the signal reception between the drive units can occur. Such a delay is particularly noticeable when applying the drive power and leads to loss of comfort. Due to the synchronization over the direct

Communication link and in particular the communication network, it is possible to reduce a time offset between the drive units to less than 0.1 second. As a result, the comfort of the motor vehicle is significantly increased, in particular when starting up and realizing a full-load operation. It is also preferred an embodiment of the method, which is characterized in that the at least one operating function is selected from a group consisting of the switching of a transmission, in particular a power shift transmission, providing drive power, electrical or internal combustion engine power generation, supplying a vehicle electrical system with power, providing braking power, in particular by means of a retarder and / or by recuperation, a change of a type of drive, in particular a stretch section related change of a drive, and a

Self-diagnosis, in particular a predictive maintenance detection. According to one embodiment of the method, it is thus possible for the shifting of a transmission, in particular of a power shift transmission, to be divided or coordinated by means of the communication network between different drive units and / or between groups of different drive units. It turns out that in particular a temporal distribution of switching points on the drive units or groups of

Drive units can help to provide traction as possible interruption-free and thus to avoid loss of comfort during the switching process. This is particularly preferably applied to the switching of a power shift transmission. This is a special form of a vehicle transmission in which a gear ratio under load, so while driving, can be changed without interrupting the torque. As a result, it is also possible during the switching operation to transmit propulsive forces, so that the vehicle can be accelerated even during the switching process. The method is particularly preferably applied to an automated manual transmission, in particular an automated transmission

Power shift. The switching operations are performed automatically by a stored in the control unit of the drive unit switching program.

About the direct communication connection and / or the communication network between the drive units, it is possible to bring about a vote of the switching operations. It is important that there are no clones. But since each drive unit and in particular each control unit of each drive unit has its own, individual address in the communication network, it is readily possible, the switching operations for the

To synchronize drive units individually or in groups or perform targeted asynchronous - ie in particular with a defined time delay. This can be a - although lower in the powershift - torque drop during the switching process be significantly reduced, in particular there is no torque drop at all transmissions of the motor vehicle at the same time.

In a preferred embodiment of the method, it is provided that the drive units which are connected together to form an A group jointly carry out a switching operation, wherein the switching operation is carried out in a time-shifted manner by the drive units interconnected to form a B group.

Alternatively or additionally, it is preferably provided in the context of the method that the provision of drive power by means of the particular of the control units of

Drive units formed formed communication network between the drive units and / or performed by individual groups of drive units. It is particularly preferably provided that the drive power depends on a

Torque request is divided on the drive units. At full load, especially when accelerating, preferably all drive units work, and it is possible due to the direct communication connection, the drive units with extremely low time delay of less than 0.1 second to switch to full load operation. Thus, the full traction over the entire motor vehicle can be applied almost simultaneously, which on the one hand significantly increases the acceleration performance of the motor vehicle especially when starting and on the other hand the comfort. In other driving conditions, especially one

Steady drive, which typically requires at most 50% of full load power or even less to overcome air resistance and low frictional resistance, can only be provided by a choice of prime movers, with the other powertrains performing other applications

Functions can be used, for example, to power a vehicle electrical system. It is also possible to selectively operate individual drive units at idle or off. The full load portion of individual drive units can be increased so that conversely the partial load of all drive units can be reduced, which in total to

Fuel savings leads. The specific emissions of the drive units can also be reduced. Due to the direct communication between the drive units an uninterrupted traction can always be provided. Drive units that are currently not providing drive power can also perform a self-diagnosis, in particular a predictive maintenance detection. Alternatively or additionally, it is preferably provided that an electric power generation and an internal combustion engine power generation coordinated between the

Drive units and / or performed by individual groups of drive units. In particular, it is possible in the partial load range of the motor vehicle that individual

Drive units work by internal combustion engine and thereby both mechanical

Generate drive power as well as electrical power. The electric power can in turn be used in other drive units, which are currently not operated by internal combustion engines, to generate electrical drive power. This also makes it possible to increase the full load portion of the drive units and in particular a reduction of the partial load share for all drive units. A division of electrical and

Combustion engine power is of course possible in particular in drive units, which are designed as hybrid drive units.

It is also possible, under certain conditions, a purely electrical starting,

For example, in a station, durclmiführen by all the drive units together provide purely electrical drive power available.

Alternatively or additionally, it is provided that a power supply for an electrical system is tuned by means of the communication network between the drive units and / or performed by individual groups of drive units. In this case - as already mentioned - in particular drive units, which are currently no drive power available to be used to power the electrical system.

Alternatively or additionally, providing braking power by means of

Communication network between the drive units tuned and / or performed by individual groups of drive units. In this case, the braking power - preferably also divided into different drive units and / or groups of drive units - can be provided in particular by a retarder and / or by recuperation. The distribution of the braking power to the drive units can be used in particular to the braking operation over the entire motor vehicle

To make it more harmonious and thus a safer position of the same - especially in a rail vehicle on the rails - to allow. In addition, over the direct

Communication connection to ensure an uninterrupted delay. Via the direct communication connection, it is also possible for the entire motor vehicle To ensure wear-free braking, because possibly existing

Braking power reserves of drive units can be used meaningfully. Furthermore, a state of charge of the individual drive units associated batteries or accumulators can be taken into account in the distribution of braking power, so

For example, a drive unit whose battery or accumulator is almost completely charged, braking power not by recuperation, but rather only provides a retarder or optionally by mechanical braking, while other drive units, their batteries or accumulators are not completely filled, braking power to a greater extent can provide by recuperation.

Alternatively or additionally, it is preferably provided that a change of drive types is tuned by means of the communication network between the drive units and / or is performed by individual groups of drive units. In this case, in particular a segment-related change of drive types can be taken into account. Such

Procedures for the segment-by-segment change of drive types are

For example, in the international patent application with the publication number WO 2010/017887 AI and in the German patent application DE 10 2009 014 591 AI discloses. In this case, an electronic route timetable may be segment-specific

Speeds are specified via a train control unit, wherein before starting stretch-related drive types of the rail vehicle by means of the electronic

Route timetable are determined predictively, wherein in driving a position deviation of the actual position is determined to a determined from the electronic route timetable target position of the rail vehicle, wherein based on the position deviation a time reserve is calculated, and wherein maintained or changed depending on the time reserve a current drive becomes. Such segment-based drive types can now be used by means of the communication network or the direct communication link between the

Drive units are tuned in an even more efficient manner and distributed to the drive units. In particular, a delay-free harmonization between the drive units is possible.

Alternatively or additionally, a self-diagnosis, in particular a predictive

Maintenance detection, preferably by means of the communication network between the

Tuned drive units and / or carried out by individual groups of drive units. In particular, drive units that currently no Provide drive power, a self-diagnosis, in particular a predictive

Maintenance detection, perform. It is possible that a corresponding

Status message is issued to the Kxaftfahrzeugführer. The coordinated execution of the functions by the drive units or by pre-defined pairs of drive units, is preferably monitored. There must be no unsafe condition due to the absence of semaphores.

In the context of the method, it is also possible that a failure of a drive unit via the communication network or the direct communication connection is compensated by the other drive units. This increases the availability of the motor vehicle as a whole.

Due to the direct communication connection or the communication network, it is also possible, in particular, for each drive unit to use the same software in the control units respectively assigned control units, without collisions occurring. The control units can preferably be selected identically. As a result of the formation of the communication network, these each assign unique addresses and determine their function as master or slave in the communication network, so that conflicts and / or collisions are avoided.

In particular, an embodiment of the method is preferred in which a to be provided by the motor vehicle target torque - in particular by means of the direct

Communication connection or by means of the communication network - on the

Drive units is divided. This division is - in particular via the direct communication link or the communication network - between the

Drive units communicate. The desired torque may be a desired drive torque or a desired deceleration and / or braking torque. The division of the drive units allows in particular the driving of each drive unit as possible in its best point, a power management, harmonization between the drive units, in particular a consideration of their age and / or

Maintenance condition, and a consideration of the drive units associated wheelsets and / or bogies. In this case, it is possible, in particular, for drive units, which detect imminent maintenance and / or have an increased operating age, to be actively spared by tuning via the direct communication connection, in which case they can apply a lower drive power, electrical power and / or braking power, in particular extent in this drive units failing power through the rest

Drive units is provided. It is also possible to burden more recent, younger or freshly maintained drive units stronger. Overall, it is so over the direct

Communication link or the communication network also possible

To harmonize aging behavior and wear between the drive units, so that overall the life cycle of the drive units is extended. Also, maintenance work on all vehicle parts can be concentrated in time.

Furthermore, it is via the direct communication link or the

Communication network possible to operate the drive units each in their best point, ie in particular at an operating point with the lowest possible specific fuel consumption and the lowest possible specific emissions. In particular, drive and / or deceleration torques are divided between the drive units.

Overall, so by means of the communication network or by means of the direct

Communication connection an extended power management of the drive units feasible.

In a preferred embodiment of the method, a state of the

Drive units associated bogies and / or wheelsets included in the distribution of drive and / or deceleration performance. The power is optimally distributed to the wheelsets and / or bogies.

The motor vehicle described above is preferably set up to carry out one of the previously described embodiments of the method. This realizes in a special way the advantages that have already been explained in connection with the motor vehicle and with the method.

The invention also includes a control unit for a drive unit, which is set up for use in a motor vehicle according to one of the previously described Embodiments, or which is adapted to carry out one of the previously described embodiments of the method. In this case, provision is made in particular for the control unit to have a suitable setting-up means, in particular a suitable interface for forming a direct communication connection and in particular a communication network.

The description of the motor vehicle on the one hand and the method on the other hand are

to understand complementary to each other. Features of the motor vehicle that have been explicitly or implicitly described in connection with the method are preferably individually or combined with each other features of a preferred embodiment of the motor vehicle. Method steps which have been described explicitly or implicitly in connection with the motor vehicle are preferably individually or combined with one another Steps of a preferred embodiment of the method. This is preferably characterized by at least one method step, which is due to at least one feature of the motor vehicle. The motor vehicle is preferably characterized by at least one feature, which is due to at least one step of a preferred embodiment of the method.

The invention will be explained in more detail below with reference to the drawing. 1 shows a schematic representation of a first embodiment of a

Motor vehicle;

Figure 2 is a schematic representation of a second embodiment of a

Motor vehicle, and

Figure 3 is a schematic representation of an embodiment of the method.

Fig. 1 shows a first embodiment of a motor vehicle 1, which is designed here as a rail vehicle and in particular as a railcar or railcar. The railcar has two car parts, namely a first car part A and a second car part B. Each car part is assigned a drive unit, namely the first car part A, a first drive unit 3.A and the second car part B, a second drive unit 3.B. In the embodiment shown here, the drive units 3.A, 3.B are as hybrid

Drive units and in particular formed identical to each other. It is therefore in the Below only the first drive unit 3.A explained in more detail. Everything about this applies equally to the second drive unit 3.B.

The first drive unit 3.A here is a first control unit 4.A assigned, which is set up to control and / or regulation of the first drive unit 3.A.

Accordingly, here the second drive unit 3.B a second control unit 4.B is assigned, which is set up to control and / or regulation of the second drive unit 3.B. The controllers 4.A, 4.B are arranged to communicate with each other. The first drive unit 3.A has an internal combustion engine 5 and an electric

Machine 7 on. In addition, the first drive unit 3.A a transmission 9, which is preferably designed as a power shift transmission, in particular as an automated powershift transmission. The two drive units 3.A and 3.B are - at least during operation of the motor vehicle 1 - via a direct communication link 11, in particular a bidirectional

Communication connection, interconnected. This is preferably an electronic data bus, in particular a CAN bus or an Ethernet connection. The first drive unit 3.A here has a first interface 6.A, and the second

Drive unit has a second interface 6.B. The controllers 4.A, 4.B preferably each have the interfaces 6.A, 6.B.

The direct communication link 11 is preferably between the controllers 4. A, 4.B, which are the drive units 3.A, 3.B respectively assigned. The direct

Communication link 11 can in particular by means of the interfaces 6.A, 6.B

be set up.

Preferably, the drive units 3.A, 3.B part of a communication network 8 or form the communication network 8, in particular, the control units 4.A, 4.B may be part of the communication network 8. In particular, the drive units 3.A, 3.B preferably have the interfaces 6.A, 6.B to the communication network 8. The

Communication network 8 can be designed as a wired network or as a wireless network, in particular as a radio network. In particular, when starting the motor vehicle 1, preferably when booting a system thereof, preferably the communication network 8 between the two

Drive units 3.A, 3.B formed. In this case, a position of the individual drive units 3.A, 3.B in the motor vehicle 1 is preferably first determined. In the illustrated here

Embodiment of the motor vehicle 1 is preferably first determined which of the drive units 3.A, 3.B the first car part A and which is assigned to the second car part B. This can, for example, via a Verschaltungsvariante for the two

Drive units 3.A, 3.B happen, for example, that for the first

Drive unit 3.A in the first car part A an input is connected to ground, for the second drive unit 3.B in the second car part B on one of mass

different potential lies. In this way, the otherwise identically designed drive units 3.A, 3.B, which are preferably also equipped with identical software, automatically recognize their position.

Following the position determination, a master control unit is preferably determined. For example, it is possible that the control unit 4.A, 4.B of the drive unit 3.A, 3.B, which is arranged closer to an active for a predetermined direction cab of the motor vehicle 1, first starts up and assigns itself the master function. Preferably, a replacement master control unit is determined, which takes over the master function, if the master control unit fails. In that shown in Figure 1

Exemplary embodiment is trivially then the only remaining control unit of the further drive unit, whose control unit is not master control unit, determines the replacement master control unit.

Furthermore, each drive unit 3.A, 3.B preferably an individual address

assigned. In particular, it is possible that the drive units 3.A, 3.B assign themselves an address. About the communication network 8 thus formed, it is possible to synchronize the controllers 4.A, 4.B of the drive units 3.A, 3.B and thus these themselves, for example, with regard to a transmission circuit, recuperation, electric starting, a

uninterrupted traction, uninterrupted deceleration, providing traction power, a power supply, and / or predictive self-diagnosis Maintenance recognition. Other operating functions, which have already been described in detail above, can also be distributed and synchronized via the communication network 8 to the drive units 3.A, 3.B, or specifically asynchronously, in particular with a time delay. Fig. 2 shows a second exemplary embodiment of a motor vehicle 1. Same and

functionally identical elements are provided with the same reference numerals, so that reference is made to the preceding description. In this embodiment of the

Motor vehicle 1, two railcars as single motor vehicles to an overall motor vehicle, namely to the motor vehicle 1, coupled together. The two individual motor vehicles are each formed, as shown in Figure 1, the first

Embodiment of the motor vehicle 1.

In particular, a first individual motor vehicle 1.1 and a second individual motor vehicle 1.2 are provided here, the first individual motor vehicle 1.1 having a first carriage part 1.1.A and a second carriage part 1.1.B, the second individual motor vehicle 1.2 having a first carriage part 1.2.A and a second carriage part 1.2.B has.

As explained in accordance with FIG. 1, each carriage part 1 A, 1. B, 1.2.A, 1.2. B one each

Assigned drive unit 3, here as the first drive unit 3rd LA, as a second

Drive unit 3.1.B, be referred to as the third drive unit 3.2.A and as the fourth drive unit 3.2.B. The drive units 3 are each associated with control units 4, namely a first control unit 4.1.A, a second control unit 4.1.B, a third control unit 4.2. A and a fourth controller 4.2. B. These drive units 3 also have interfaces 6, namely a first interface 6. LA, a second interface 6. 1 B, a third interface 6. 1 A, and a fourth interface 6.

All drive units 3 - in particular their control units 4 - are on the direct

Communication link 11 - single vehicle cross-vehicle - connected. In this case, the procedure is analogous to the procedure described for FIG

Communication network 8 formed between the drive units 3 and in particular between the control units 4.

It is possible that each of the drive units 3 determines its position relative to its associated individual motor vehicle 1.1, 1.2. In addition, it is possible that the Drive units 3 determine their position relative to the entire motor vehicle 1. This can be carried out, for example, in communication with the individual motor vehicles 1.1, 1.2, by each individual motor vehicle 1.1, 1.2 determined, for example, based on the direction of travel and its vehicle clutch states - as described above - its own position within the motor vehicle 1. It is then possible, the first - seen in the direction of travel

To identify drive unit 3, the rest of the drive units either their position also by communication with the individual motor vehicle 1.1, 1.2 determine them, or by starting from the first drive unit a transit time measurement of signals to the other drive units is performed and so their distance from the first drive unit - as seen in the direction of travel - is determined.

Also in the case of the second embodiment of the motor vehicle 1, a master control unit and a replacement master control unit are preferably determined. Furthermore, everyone will

Drive unit 3 assigned an address.

Preferably, at least two groups of drive units 3 or subnetworks are formed. For example, it is possible that those drive units 3.1.A, 3.2.A, which are assigned to a first carriage part 1.1 A, 1.2.A, combined to form a first group, wherein a second carriage part 1.1. B, 1.2.B associated power units 3.1.B, 3.2. B to a second group. Operating functions of the motor vehicle 1 can then be group-wise divided on the drive units - in particular in pairs.

Such an operating function can be selected from a group consisting of switching the transmission 9, providing drive power, electrical or internal combustion engine power generation, a power supply of a vehicle electrical system, providing braking power, in particular via a retarder and / or by recuperation, a change in particular stretch-segment-related drive types, and a

Self-diagnosis, in particular a predictive maintenance detection.

In addition, it is possible for a setpoint torque, in particular a setpoint drive torque or a setpoint braking torque, to be distributed to the various drive units 3 via the direct communication link 11. As a result, they can be driven in their best point. Also a performance management is possible. Analogous to that shown in Figure 2, the second exemplary embodiment of the motor vehicle 1, a further embodiment is possible in which a triple traction is realized, wherein a further railcar is coupled to the motor vehicle 1 according to Figure 2. The formation of a communication network between the drive units then works analogously. Other railcars can also be added to realize multiple traction with more than three single vehicles.

Fig. 3 shows a schematic representation of an embodiment of the method. It is shown in Figure 3, as a vote between switching programs, which are stored in the control units of various drive units 3.A, 3.B, can be brought about a time delay between switching operations of the individual, the drive units 3.A, 3. B associated gear 9 to effect. Thus, in particular, a

Shift point shift made.

First of all, in a central control unit 12 of the motor vehicle 1-in particular depending on a driver's request F-a target value input 13 for a traction, in particular by a leader of the motor vehicle 1 specifying a target value. This setpoint specification is transmitted by the central control unit 12 of the motor vehicle 1, for example, to the two drive units 3.A, 3.B, in particular to their control units 4.A, 4.B, according to FIG. These are connected star-shaped or parallel to the central control unit 12. However, the two drive units 3.A, 3.B are also directly connected to each other via the direct communication link 11 and communicate directly with each other. In the context of this direct communication via the direct communication link 11, it is determined here that the first drive unit 3.A first performs a shift operation 15, while the second drive unit 3.B converts a shift point delay 17. After the switching point delay 17 agreed between the drive units 3.A, 3.B, the second drive unit 3.B also carries out the switching operation 15. By induced with the switching point delay 17 difference of the switching programs in the various drive units 3.A, 3.B a completely uninterrupted provision of traction and thus a particularly high ride comfort for the motor vehicle 1 is realized. Overall, it can be seen that particularly specific operating functions of drive units 3 can be synchronized or harmonized in particular by the motor vehicle 1 and the method in a particularly efficient manner, and in particular can also be carried out in a targeted asynchronous manner.

Claims

1. motor vehicle (1) with a first drive unit (3rd A) and with a second

Drive unit (3.B), characterized in that the motor vehicle (1) is designed so that a direct communication connection (11) between the first drive unit (3.A) and the second drive unit (3.B) can be produced.

2. Motor vehicle (1) according to claim 1, characterized in that the first

Drive unit (3.A) and the second drive unit (3.B) each have a control unit (4.A, 4.B), said control units (4.A, 4.B) are arranged to each other

communicate.

3. Motor vehicle (1) according to one of the preceding claims, characterized in that the direct communication connection (11) between control units (4.A, 4.B) of the

Drive units (3.A, 3.B) can be produced.

4. Motor vehicle (1) according to one of the preceding claims, characterized in that the drive units (3.A, 3.B) interfaces (6.A, 6.B) to a

Communication network (8).

5. Motor vehicle (1) according to one of the preceding claims, characterized in that the direct communication connection (11) has a bidirectional

Communication connection is.

6. Motor vehicle (1) according to one of the preceding claims, characterized in that the control units (4.A, 4.B) of the drive units (3.A, 3.B) are arranged to be part of a communication network (8).

7. Motor vehicle (1) according to one of the preceding claims, characterized in that at least one of the drive units (3.A, 3.B) has an internal combustion engine (5) and an electric machine (7).

8. Motor vehicle (1) according to one of the preceding claims, characterized in that at least one of the drive units (3.A, 3.B) a - preferably automated - gearbox (9), in particular a power shift transmission having.

9. Motor vehicle (1) according to one of the preceding claims, characterized in that the motor vehicle (1) is designed as a rail vehicle.

10. A method for operating a motor vehicle (1), in particular a motor vehicle (1) according to one of claims 1 to 9, wherein two drive units (3.A, 3.B) communicate directly with each other.

11. The method according to claim 10, characterized in that the drive units (3.A, 3.B) each have a control unit (4.A, 4.B), wherein the control devices (4.A, 4.B)

preferably communicate with each other via a communication network (8).

12. The method according to claim 10 or 11, characterized in that

- A respective position of the drive units (3) in the motor vehicle (1) is predetermined, or predetermined or determined, and / or that

- A master controller is determined.

13. The method according to claim 11 or 12, characterized in that an operating function of the motor vehicle (1) by means of one with the control units (4.A, 4.B) of the drive units (3.A, 3.B) formed communication network (8) coordinated between the drive units (3.A, 3.B) and / or by individual groups of drive units (3.A, 3.B) - preferably time-shifted - is performed.

14. The method according to claim 13, characterized in that the operating function is selected from a group consisting of a switching of a transmission (9), in particular a power shift transmission, providing drive power, an electric or internal combustion engine power supply, a power supply of a vehicle electrical system, providing braking power, in particular via a retarder and / or by recuperation, a change of a drive type, and a self-diagnosis, in particular a predictive maintenance detection.

15. The method according to any one of claims 10 to 14, characterized in that one of the motor vehicle (1) to be supplied target torque to the various

Drive units (3.A, 3.B) split and this division between the drive units (3.A, 3.B) is communicated.