WO2019053284A1 - Véhicule muni d'un dispositif d'entraînement électrique, en particulier pour conduite autonome, ainsi que procédé d'activation de dispositifs d'entraînement et de direction dans ledit véhicule - Google Patents

Véhicule muni d'un dispositif d'entraînement électrique, en particulier pour conduite autonome, ainsi que procédé d'activation de dispositifs d'entraînement et de direction dans ledit véhicule Download PDF

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Publication number
WO2019053284A1
WO2019053284A1 PCT/EP2018/075192 EP2018075192W WO2019053284A1 WO 2019053284 A1 WO2019053284 A1 WO 2019053284A1 EP 2018075192 W EP2018075192 W EP 2018075192W WO 2019053284 A1 WO2019053284 A1 WO 2019053284A1
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WO
WIPO (PCT)
Prior art keywords
units
steering
vehicle
drive
energy storage
Prior art date
Application number
PCT/EP2018/075192
Other languages
German (de)
English (en)
Inventor
Hans Schroth
Boris LORENZ
Csaba GYÖRI
Original Assignee
Continental Teves Ag & Co. Ohg
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 Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2019053284A1 publication Critical patent/WO2019053284A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • 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
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D9/00—Steering deflectable wheels not otherwise provided for
    • B62D9/005—Emergency systems using brakes for steering
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/22—Yaw angle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • Vehicle with electric drive device in particular for autonomous driving, and method for driving drive and steering devices in such a vehicle
  • the present invention relates to a vehicle.
  • Wheels are equipped and in which one or more wheels are driven by means of a force acting on a drive train internal combustion engine (eg gasoline engine).
  • a drive train internal combustion engine eg gasoline engine.
  • Alternative drive concepts provide for the vehicle drive, al ⁇ ternatively or in addition to an internal combustion engine, at least one electric drive device.
  • Vehicles approved for road traffic are usually equipped with a braking device which can be operated mechanically (eg by means of a brake pedal or the like) and / or hydraulically driven and which acts on one or more wheels.
  • a braking device which can be operated mechanically (eg by means of a brake pedal or the like) and / or hydraulically driven and which acts on one or more wheels.
  • mechanically and / or electrically controlled steering devices are known mechanically (eg by means of a steering wheel).
  • autonomous driving which is a driving to understand in which the control operations of acceleration / deceleration and steering partially or completely not through appropriate operator actions of a vehicle user but be accomplished by the vehicle itself.
  • a first challenge in the development of such autonomous vehicles is z. B. starting from a predetermined destination, to perform the "right" control operations in an automated manner.
  • a control device of the vehicle requires continuously updated information about the current vehicle position, the further route (eg from a
  • Navigation system and the environmental conditions of the vehicle (eg positions of other vehicles or road users, in particular in front of the vehicle, traffic lights, traffic signs, etc.).
  • a second challenge in the development of autonomous vehicles is to ensure adequate safety in the event of malfunction, in particular with regard to the prevention of accidents.
  • the present invention addresses the latter problem, and it is an object of the present invention to provide a vehicle which is particularly well suited to be equipped with a control device which allows partially or completely automatic driving.
  • a controllable electric drive device with two electric drive units, each for driving one of two different and in the transverse direction of the Vehicle spaced apart arranged of the wheels are formed,
  • a controllable electric steering device with two electrical steering units, each of which is formed for steering one of two different and spaced from each other in the transverse direction of the wheels, an electrical system with an energy storage device for electrically supplying the drive device and the steering device via the electrical system, wherein the energy storage device comprises two separately formed energy storage units, a control device which is designed to drive the drive device and the steering device, and is further adapted to monitor the proper functioning of the energy storage units, the drive units and the steering units, and
  • the inventive separation of the affected unit from the electrical system continues to allow the maintenance of a residual functionality (with electrical supply still properly functioning units) to the vehicle z. B. continue to at least steer and to be able to delay to a standstill.
  • the vehicle according to the invention can (the control device and any additional sensors and / or communication devices of the vehicle depending on the specific Substituted ⁇ staltung) are formed as an autonomous vehicle as the STEU
  • the drive units can be used with appropriate design (operation of at least one drive unit in a generator mode with dissipation and / or recuperation of the generated electrical energy).
  • a braking device for braking at least one of the wheels can be provided for this purpose, in particular a controllable electric brake device with a plurality of electrical brake units, each of which is designed to brake one of several different wheels.
  • the term "electrical” in connection with the drive units and steering units (and optionally provided electric brake units) refers in this respect to the electrical controllability of these units using an "electrical supply" to provide (via the electrical system) of energy for the operation of the unit in question ,
  • control device has three functions or parts to be distinguished from one another, namely
  • each is preferably a individu ⁇ elles driving the respective units of these devices.
  • the said three parts of the control device are all structurally combined.
  • At least one of the parts mentioned may, from a structural point of view, be provided separately from at least one other of the parts.
  • control means comprises a "control and monitoring unit” for the functions of control and monitoring, and separately of which a “switching unit” for the function of disconnecting a respective (malfunctioning) unit from the on-board network.
  • At least the said third part of the control device ie z.
  • said switching device arranged in a central region of the vehicle.
  • This can z. B. advantageously a total length of a for the formation of the
  • the electrical "on-board network” can be single-pole (with a second pole formed by a vehicle body structure) or (preferably) multi-pole.
  • the said switching unit can be for each electrical pole of the electrical system z.
  • an "electrical busbar” eg, "busbar”
  • the at least one relevant switching element can be opened (effected by the control device) be to separate the unit in question, together with the leading to the switching unit line from the electrical system (in this case the "other" lines).
  • this includes for both energy storage units, both drive units and both steering units (and possibly both
  • a first electrical bus bar (possibly multi-pole) for a first of the two energy storage units and a first group of units to be supplied with electrical power in normal operation thereof
  • a second electrical bus bar (possibly multi-pole) for the other of the two energy storage units, and a second group of units to be supplied with electrical power in normal operation thereof.
  • the modified switching unit for each of the energy spoke pure ⁇ units, drive units and steering units (and possibly brake units) each have one or more controllable switching elements which are respectively connected firstly to an electric line to the relevant unit leads, and on the other hand connected to the relevant, ie first or second bus bar.
  • connection switching elements may be provided, which are connected on the one hand to the first bus bar and on the other hand to the second bus bar and are open in normal operation, but in case of a detected malfunction of one of the units can also be closed.
  • the latter units can be electrically supplied with electricity after the closing of the or the "connection switching elements" of the other (still functioning) of the two energy storage units.
  • the control of the switching elements can, for. B. by the mentioned control and monitoring unit, for this purpose z. B. can be connected via a digital communication bus with the switching device (and / or structurally with the
  • Switching device can be summarized).
  • control and surveil ⁇ monitoring unit can be summarized them separately from the switching unit or structurally to the switching unit, to be connected to be driven and to be monitored units to the functions of control and monitoring to accomplish.
  • the switching unit may have several times the aforementioned bus bar with switching elements connected thereto (for each "
  • Pole of the vehicle electrical system in which case, upon detection of a malfunction of one of the units, preferably all switching elements assigned to this unit are opened, that is to say the relevant unit is disconnected in all poles from the electrical system.
  • control device is also designed to
  • a drive unit no longer works properly (and this is therefore disconnected from the electrical system), so can in the vehicle z. B. in a "emergency operation"("limphome” operation) desired (to be controlled) drive torque generated by the other (still functioning) drive unit to drive the vehicle.
  • the uneven or "unilateral" drive then viewed in the transverse direction of the vehicle causes a yawing moment acting on the vehicle.
  • the control device can also provide that the vehicle is only brought to a controlled stop in a controlled manner. If the deceleration of the vehicle (also) takes place using a generator mode, the still func ⁇ alternating drive unit, so also results in an acting on the vehicle yaw moment.
  • the compensation for the Giermoments provided modified control of the steering ⁇ device may in particular include a countersteering with in comparison to the normal driving gleichsinning changed steering angle to the two steering units.
  • an opening provided for compensating a yaw moment of modified control of the drive means include properly radio a driving with compared to the normal driving varying driving torque to the two drive units. If, in the context of the invention, preference is given to the drive units being controllable by the control device in each case into a generator mode, in order thus to achieve a braking effect on the relevant one of the wheels, then in the case used here
  • Drive torque always take into account that this can be positive (acting to accelerate the vehicle) or negative (acting to decelerate the vehicle).
  • the mentioned different “drive torque” can then be realized both with two positive drive torques and with two negative drive torques, or with drive torques with opposite signs.
  • the vehicle according to the invention has a digital communication bus system, to which the control device, the energy storage units, the drive units and the steering units (and possibly also the brake units) are connected, via which the control device connects the drive units and the steering units (and possibly the Brake units).
  • the digital communication bus system may in particular be a bus system according to an established standard (eg CAN bus, LIN bus or the like).
  • the control device is further configured, via the digital communication bus system, the proper function of
  • control device is equipped with a program-controlled computer device for automatically generating corresponding control commands by means of a control program running thereon on the basis of a predetermined travel route and outputting them to the drive units, the steering units and the brake units.
  • the vehicle is thus designed as an autonomous vehicle, wherein the specification of the route z. B. by means of a navigation system of the vehicle be ⁇ works, the Navigationssytem z. B. may be implemented as a partial functionality of the mentioned control device.
  • control device has an electronic circuit arrangement (for example comprising at least one computer device for executing the mentioned control program), which is embodied galvanically separated from the two electrical on-board networks.
  • circuit arrangement (or even the entire control device), for example, from a redundant
  • Power supply i. be supplied independently of the electrical system.
  • a supply from the electrical system is possible, wherein the galvanic isolation z. B. can be accomplished by means of a corresponding transformation or voltage conversion.
  • control device or at least said circuit arrangement has a redundant
  • Energy supply such. B. a rechargeable electric battery that is charged or recharged in a normal operation of the vehicle with electrical energy from the electrical system, so that in case of failure of the supply of the control device from the electrical system, a continued operation of the control device or the circuit arrangement of the redundant power supply is guaranteed.
  • the drive units are each controlled by the control device in a generator mode in order to achieve a braking effect on the respective wheels.
  • the drive units can then be used not only for (positive) driving but also for braking (negative driving torque) of the respective wheels.
  • the vehicle according to the invention has a controllable electric braking device.
  • This is preferably a controllable electrical braking device with two electric brake units, which are each designed to brake one of two different and spaced apart in the transverse direction of the vehicle arranged wheels, wherein the electrical system with the energy ⁇ gie appointment adopted also for electrically supplying the braking device is formed via the electrical system, and the control device is further designed to drive the braking device.
  • the steering units can be controlled by means of the control device in a "Vorspurbremsmodus" with different steering angles, so as to accomplish a vehicle deceleration.
  • This mode can, for. B. be driven in the context of an emergency operation after failure of a device used in normal operation for Fahr ⁇ zeugverzögerung.
  • the inventively provided monitoring allows the controller, error cases such as in particular z. B. to detect a malfunction (including failure) of one of the electrical system supplied by the electrical system.
  • the control device may, if necessary, provide for a control of the drive and the steering units, and possibly also of the brake units, modified to take account of the fault case.
  • a modified for the consideration of a fault control can in particular z. B. provide:
  • the drive units can each be controlled by the control device in a generator mode, then this generator mode can be used in normal operation in order to accomplish a vehicle deceleration.
  • the generator mode is used in an error case operation, for example, in an error case braking operation
  • the control device can be designed with regard to the activation of the generator operation, in particular in the
  • control device is designed to generate the generator torque generated in the generator mode (and acting on the relevant wheel), eg. B. according to a specification by the control program to set.
  • it further comprises:
  • Vehicle acting yaw moment at least partially compensate.
  • the modified driving of the steering device includes a countersteering with in comparison to the normal driving in the same direction changed steering angle to the two steering units.
  • Vehicle along a desired or navigation system path (eg lane course). By “active countersteering” the vehicle is kept on the “right lane”.
  • This measure can z. B. be provided in a "limp home" operation of the vehicle.
  • the measure can be provided in an emergency operation of the vehicle, in which the vehicle is only controlled (steered) to be brought to a standstill.
  • the vehicle is only controlled (steered) to be brought to a standstill.
  • unevenness of the braking forces by means of the generator mode) (on ⁇ basic malfunction of a drive unit) said yaw tilt when using the drive means for delaying the vehicle.
  • the modified driving of the drive device includes a drive with different drive torque to the two drive units compared to the normal drive.
  • a Compu ⁇ program product comprising a program code on a computing device (eg. As a program-controlled control device of a vehicle) is performed a process of the type described here is carried out.
  • FIG. 1 is a schematic plan view of a vehicle according to a first embodiment
  • FIG. 2 is a schematic plan view of a vehicle according to a second embodiment
  • Fig. 3 is a schematic diagram of essential compo nents ⁇ a switching unit used in the example of FIG. 1, and
  • Fig. 4 is a circuit diagram corresponding to FIG. 3, but according to a modified embodiment.
  • Fig. 1 shows a vehicle 10, comprising
  • a drive device formed of two controllable electric drive units 14-1 and 14-2, each for driving one of the two
  • Rear wheels 12-1 and 12-2 are formed, two front wheels 16-1 and 16-2 spaced apart in the transverse direction of the vehicle 10,
  • a steering device formed from two controllable electrical steering units 18-1 and 18-2, which are each designed to steer one of the two front wheels 16-1 and 16-2,
  • Energy storage unit 32-2 for electrically supplying the drive units 14-1 and 14-2 and the steering units 18-1 and 18-2, and
  • a control device which is formed in the illustrated example of a control unit 40 and a switching unit 41.
  • the switching unit 41 represents a "central node" of the electrical system 30, at which all the electrical system 30 forming electrical line arrangements (shown in Fig. 1 as thick lines) connected and electrically connected to each other in a normal operation of the vehicle 10. In the switching unit 41, however, are controllable electrical
  • control device is designed for this purpose
  • the control unit For controlling the drive means 14 and the steering device 18, the control unit is equipped with a program-controlled computer device 40 in order by means of a thereon witness from ⁇ current control program corresponding control commands to it ⁇ and via a digital communication bus 42 to the drive units 14 and outputting the steering units 18th
  • the control unit 40, the switching unit 41 and the units 14, 18 and 32 are connected, which are each equipped for this purpose with a digital Thomas ⁇ adjusting device, in particular a communication between on the one hand the control unit 40 and the other on the other Communication bus 42 connected units to allow.
  • the same communication bus 42 is also used to the proper function of the energy storage ⁇ units 32, the drive units 14 and the steering units 18 to be monitored. This monitoring is performed by the control unit 40, the z. B. can receive corresponding error messages via the communication bus 42.
  • the disconnection of one of the units 14-1, 14-2, 18-1, 18-2, 32-1, 32-2 from the electrical system 30 is initiated by the control unit 40 as soon as the control unit malfunctions one of the monitored units Units has been detected.
  • the control unit 40 sends a corresponding instruction via the communication bus 42 to the switching unit 41. Then in the switching unit 41 or the switching elements are opened to the electrical connection of the relevant (not properly functioning unit leading) line arrangement with the other line arrangements separate.
  • a faulty unit or faulty line arrangement eg short circuit
  • the relevant line arrangement advantageously continue to maintain a residual functionality to the vehicle z. B. in a "limp home" operation with limited performance, or z. B. in an emergency, continue to steer and at least to be able to delay to a standstill.
  • Fig. 3 illustrates the example provided in the basic structure of the switching unit 41 with a central
  • FIG. 4 shows in a representation corresponding to FIG. 3 a particularly advantageous and preferred modification in the form of a switching unit 41 '(for use as a replacement for the already described switching unit 41 in the example of FIG. 1).
  • the modification (FIG. 4) consists, on the one hand, in that in normal operation not the entirety of the energy storage units 32-1 and 32-2 as well as units 14-1, 14-2, 18-1, 18-2 thereof to be supplied with electricity but the switching unit 41 'has a first bus node or node Kl and a second electrical bus conductor or node K2, wherein with each of the nodes Kl and K2 each only one of the energy storage units and a group of units to be supplied electrically connected is.
  • switching elements S321, S322, S141, S142, S181, S182 are closed for this purpose.
  • Each of the on-board network 30 closed units is connected to an associated one of the two nodes K1 and K2.
  • connection switching element S12 for connecting / disconnecting the two nodes K1 and K2 with each other / from one another. In normal operation of the vehicle 10 is opened in the connection switching element S12 and the nodes Kl and K2 separated from each other.
  • the controller 40 determines that one of the energy storage units 32-1 and 32-2, e.g. For example, if the energy storage unit 32-2 is faulty, this unit 32-2 is disconnected by opening the switching element S322, and then, by closing the connection switching element S12, a connection is made between the nodes K1 and K2, so that in normal operation via the node K2 supplied units 14-1 and 18-2 can be further supplied from the (still functioning) other energy storage unit 32-1 (via the node Kl and further via the connection switching element S12 and the node K2).
  • the assignment of the units to be supplied with electrical power to a respective one of the nodes K1 and K2 shown in FIG. 4 may be referred to as a "diagonal configuration", namely on imaginary “diagonals" of the vehicle 10 (in FIG. 1 from rear left to front right, and from the rear right to the front left) each to be supplied via the electrical system 30 units to be supplied via the same node (Kl or K2) or the same of the realized (first or second) "on-board power supplies".
  • the first energy storage unit 32-1 is provided for, in normal operation, the rear right Drive unit 14-2 and arranged on the left front steering unit 18-1 to supply, whereas the second energy storage unit 32-2 supplied in the normal operation, the rear left drive ⁇ unit 14-1 and the front right arranged steering unit 18-2.
  • Example also a "front / rear configuration" in which each of the two energy storage units 32-1, 32-2 respectively supplies units that act either rear or front of the vehicle.
  • the drive units 14-1, 14-2 and the other of the two energy storage units would supply the steering units 18-1, 18-2.
  • both the switching unit (41) and the two energy ⁇ storage units (32-1, 32-2) are arranged in a central region of the vehicle (10), so that comparatively short line connections between one hand the switching unit (41) and on the other hand the energy storage units (32-1, 32-2) meet.
  • the vehicle 10 is configured as an autonomous vehicle, in which (predetermined z. B. in a navigation system) by means of said control ⁇ program on the basis of a travel route generating the control commands called self ⁇ active and output, and thus a full auto ⁇ matic driving is possible (without the need for driver's or passenger's actions while driving).
  • the vehicle 10 is a four-wheeled two-lane rear-wheel drive car. Deviating from this example, a front-wheel drive could be provided by the drive units 14 are arranged to act on the front wheels.
  • the drive units 14 are in the illustrated example by means of the control device 40, 41 also controllable in a generator mode, so as to achieve a braking effect on the respective wheels (here: 12-1 or 12-2), either in normal operation or in one event of a fault mode.
  • the control device 40, 41 is designed, in particular in normal operation, to trigger a recuperation of electrical energy via the electrical system 30 into the energy storage device 32.
  • a dissipation of the generated electrical energy can also be controlled by the control unit 40, in particular for an error mode of operation.
  • control unit 40 is designed to generate the generator torque generated in the generator mode (and acting on the relevant wheel), eg. B. according to a specification by the mentioned control program to set.
  • the steering units 18 are formed in the example as electromechanical steering units each comprising an electric steering drive and a rotational movement of this steering drive in a ent ⁇ speaking steering movement converting mechanism.
  • control unit 40 calculates all vehicle functions or control commands required for an autonomous driving operation and controls the vehicle 10 accordingly.
  • switching unit 41 is additionally designed to check the functions or control commands calculated by the control unit 40 (based on own calculations) and thus in a sense to monitor the control unit 40 in its operation (via the communication bus 42), it being possible in accordance with a "mass-slave" arrangement provided in particular that the switching unit 41 and the checking functionality is ultimately used as a "decision maker" in the event that the calculation results (the one hand, the unit 40 and ⁇ other hand, the unit 41) differ from each other.
  • the vehicle 10 has a sensor for detecting a vehicle accident (for example, so-called "crash sensor”), wherein after actual detection of an accident, the switching unit 41 is actuated to both energy storage units 32-1 and 32- 2 separate from the electrical system.
  • a sensor for detecting a vehicle accident for example, so-called "crash sensor”
  • the switching unit 41 is actuated to both energy storage units 32-1 and 32- 2 separate from the electrical system.
  • FIG. 2 shows a vehicle 10a which, in contrast to the vehicle 10 of FIG. 1, additionally has two controllable electrical brake units 20a-1 and 20a-2, which in the example shown are each used to brake one of two front wheels 16a-1 and 16a. 2 are formed.
  • the vehicle 10a is aggyver ⁇ delay may be caused both by an appropriate control of drive units 14a-l, 14a-2 (in its generator mode) as well as by control of the brake units 20a-l, 20a-2 accordingly.
  • a vehicle electrical system is used to 30a ⁇ additionally for electrically energizing the brake units 20, which, like the units 14a, 18a and 32a for this purpose connected via respective pipings having a central switching unit 41a.
  • a control unit 40a additionally serves to drive the brake units 20a and monitor the proper functioning of the brake units 20a.
  • the brake units 20a as well as the units 14a, 18a and 32a are connected to a communication bus 42a.
  • control unit 40a For controlling the brake units 20a, the control unit 40a generates corresponding control commands and outputs them via the communication bus 42a to the brake units 20a.
  • control unit 40a If, as part of the monitoring, the control unit 40a detects a malfunction of one of the brake units 20a-1, 20a-2, then the control unit 40a will disconnect the relevant one Braking unit initiated by the on-board network 30a, by a corre ⁇ sponding instruction via the communication bus 42a to the
  • Switching unit 41a is output.
  • the structure and the mode of operation of the switching unit 41a provided in the example of FIG. 2 are concerned, different embodiments are possible for this purpose, as already explained for the example of FIG. 1 with reference to FIGS. 3 and 4.
  • the use of the switching unit 41 shown in FIG. 3 as a switching unit 41a in FIG. 2 would only be supplemented by two further controllable switching elements (or switching element arrangements in case of multipolarity), around the central node K. In normal operation, further to connect with the line assemblies that lead to the brake units 20a-l, 20a-2.
  • the switching unit 41 'shown in FIG. 4 for use as the switching unit 41a in FIG. 2, d. H.
  • the switching unit is to be supplemented with two other switching elements, so as to accomplish a connection or disconnection of the brake units 20a-l, 20a-2, be it z. B. in an assignment according to the described

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un véhicule (10) présentant : au moins deux roues (12-1, 12-2, 16-1, 16-2), des unités d'entraînement (14-1, 14-2) électriques, des unités de direction (18-1, 18-2) électriques, un réseau de bord (30) électrique muni d'unités d'accumulation d'énergie (32-1, 32-2) servant à l'alimentation électrique du dispositif d'entraînement (14) et du dispositif de direction (18), et une unité de commande (40, 41) qui est conçue pour activer le dispositif d'entraînement (14) et le dispositif de direction (18), et qui est par ailleurs conçue pour surveiller le fonctionnement correct des unités d'accumulation d'énergie (32-1, 32-2), des unités d'entraînement (14-1, 14-2) et des unités de direction (18-1, 18-2) et pour déconnecter du réseau de bord (30) une des unités d'accumulation d'énergie (32-1, 32-2) en cas de dysfonctionnement de ladite unité d'accumulation d'énergie, déconnecter une des unités d'entraînement (14-1, 14-2) du réseau de bord (30) en cas de dysfonctionnement de ladite unité d'entraînement, et déconnecter du réseau de bord (30) une des unités de direction (18-1, 18-2) en cas de dysfonctionnement de ladite unité de direction. L'invention concerne par ailleurs un procédé correspondant d'activation de dispositifs d'entraînement et de direction (14, 18) dans un véhicule (10) de ce type.
PCT/EP2018/075192 2017-09-18 2018-09-18 Véhicule muni d'un dispositif d'entraînement électrique, en particulier pour conduite autonome, ainsi que procédé d'activation de dispositifs d'entraînement et de direction dans ledit véhicule WO2019053284A1 (fr)

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DE102017216460.3A DE102017216460A1 (de) 2017-09-18 2017-09-18 Fahrzeug mit elektrischer Antriebseinrichtung, insbesondere für autonomes Fahren, sowie Verfahren zum Ansteuern von Antriebs- und Lenkeinrichtungen in einem derartigen Fahrzeug
DE102017216460.3 2017-09-18

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DE102021115516A1 (de) 2021-06-16 2022-12-22 Audi Aktiengesellschaft Kraftfahrzeug mit Unterbrechungsvorrichtung für eine Fahrassistenzeinrichtung

Citations (4)

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US20120186887A1 (en) * 2010-03-01 2012-07-26 Kazuma Moriguchi Electric riding mower
WO2014136166A1 (fr) * 2013-03-08 2014-09-12 日本精工株式会社 Dispositif d'alimentation de moteur, dispositif de direction à assistance électrique l'utilisant, et véhicule
DE102014014838A1 (de) * 2014-10-07 2016-04-07 Audi Ag Redundantes Energieversorgungssystem für ein Bordnetz eines Kraftfahrzeugs
DE102015009241A1 (de) * 2015-07-16 2017-01-19 Audi Ag Kraftfahrzeug und Verfahren zum Betrieb eines Kraftfahrzeugführungssystems

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DE19526250B4 (de) * 1995-07-18 2005-02-17 Daimlerchrysler Ag Brems- und Lenksystem für ein Fahrzeug
DE19918995A1 (de) * 1999-04-27 2000-11-16 Daimler Chrysler Ag Lenk- und Bremssystem für ein Fahrzeug
DE102006062300B4 (de) * 2006-12-18 2011-07-21 Arnold, Roland, 72539 Schaltung zur Steuerung eines Beschleunigungs-, Brems- und Lenksystems eines Fahrzeugs
DE102009035771A1 (de) * 2009-08-01 2010-03-25 Daimler Ag Wegrollsicherung für ein Fahrzeug
DE102014005462A1 (de) * 2014-04-12 2014-09-25 Daimler Ag Spannungsversorgung für ein Kraftfahrzeug, Kraftfahrzeug sowie Verfahren zum Trennen einer Spannungsversorgung
DE102015012540A1 (de) * 2015-09-24 2017-03-30 Audi Ag Verfahren zum Betreiben eines Lenksystems

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120186887A1 (en) * 2010-03-01 2012-07-26 Kazuma Moriguchi Electric riding mower
WO2014136166A1 (fr) * 2013-03-08 2014-09-12 日本精工株式会社 Dispositif d'alimentation de moteur, dispositif de direction à assistance électrique l'utilisant, et véhicule
DE102014014838A1 (de) * 2014-10-07 2016-04-07 Audi Ag Redundantes Energieversorgungssystem für ein Bordnetz eines Kraftfahrzeugs
DE102015009241A1 (de) * 2015-07-16 2017-01-19 Audi Ag Kraftfahrzeug und Verfahren zum Betrieb eines Kraftfahrzeugführungssystems

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