WO2020067948A1 - Procédé et dispositif de commande pour commander des niveaux d'énergie de dispositifs de stockage d'énergie dans un véhicule - Google Patents

Procédé et dispositif de commande pour commander des niveaux d'énergie de dispositifs de stockage d'énergie dans un véhicule Download PDF

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Publication number
WO2020067948A1
WO2020067948A1 PCT/SE2019/050788 SE2019050788W WO2020067948A1 WO 2020067948 A1 WO2020067948 A1 WO 2020067948A1 SE 2019050788 W SE2019050788 W SE 2019050788W WO 2020067948 A1 WO2020067948 A1 WO 2020067948A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
energy
energy storage
drive
drive modules
Prior art date
Application number
PCT/SE2019/050788
Other languages
English (en)
Inventor
André Claesson
Robert SJÖDIN
Linus ÄHRLIG
Sami Teppola
Mikko Kallio
Tomas SKEPPSTRÖM
Morgan Colling
Original Assignee
Scania Cv Ab
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 Scania Cv Ab filed Critical Scania Cv Ab
Priority to DE112019004903.8T priority Critical patent/DE112019004903T5/de
Priority to CN201980061076.6A priority patent/CN112770931A/zh
Publication of WO2020067948A1 publication Critical patent/WO2020067948A1/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
    • 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
    • B60L58/22—Balancing the charge of battery 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
    • 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
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/53—Batteries
    • 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
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • 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
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations

Definitions

  • the present disclosure relates to techniques in the context of vehicles, and to a method for controlling energy levels of energy storage devices in a vehicle comprising a plurality of drive modules.
  • the disclosure also relates to a corresponding control device, to a vehicle comprising the control device, to a computer program and a computer-readable medium.
  • Vehicles of today are typically manufactured for a specific purpose, e.g. a bus is manufactured for transporting people and a truck is manufactured for transporting goods. Such vehicles are commonly manufactured and completely assembled in a factory, or they may be partly assembled in a factory and completed at a body manufacturer. Once the vehicle is assembled, the vehicle may be used for the specific purpose.
  • a bus may be used as a bus and a garbage truck may be used as a garbage truck.
  • Different vehicles are thus needed for different purposes, which may require a large fleet of vehicles for a hauler, and thereby become very costly.
  • the disclosure relates to a method for controlling energy levels of energy storage devices in a vehicle comprising a plurality of drive modules, wherein each drive module comprises an individual propulsion system operable to propel the vehicle and a chargeable energy storage device arranged to supply energy to the propulsion system.
  • the method comprises determining energy levels of the chargeable energy storage devices of the plurality of drive modules and controlling operation of the individual drive modules, while operating the vehicle, based on the determined energy levels. Thereby, it is possible to obtain an even distribution of the energy levels of the energy storage devices of a modular vehicle.
  • the controlling of operation of an individual drive module comprises controlling the propulsion system of the drive module to propel the vehicle, whereby the energy level of the corresponding energy storage device is decreased. Thereby, only energy storage devices with a significant energy level will be used to propel the vehicle.
  • the controlling of operation of an individual drive module comprises controlling the propulsion system of the drive module to operate as a generator, whereby the energy level of the corresponding energy storage device is increased. Thereby, superfluous energy will be used to charge drive modules with a low charging level.
  • the controlling of operation of an individual drive module comprises controlling the propulsion system of the drive module to be deactivated. Thereby, drive modules having a low charging level will never be used.
  • the controlling comprises controlling operation of the drive modules to balance the individual energy levels of the chargeable energy storage devices among the drive modules. Hence, an even distribution of the energy levels of the drive modules is obtained.
  • the controlling comprises distributing energy outtake among the energy storage devices drive modules such that their individual energy levels do not go below a predetermined minimum energy level. Thereby, it is assured that an individual drive module is not discharged.
  • the chargeable energy storage devices of the drive modules have individually different energy levels and the controlling comprises propelling the vehicle using one or more of the drive modules having the highest energy levels among the drive modules. Thereby, the energy levels of the drive modules are equalized while propelling the vehicle.
  • the chargeable energy storage devices of the drive modules have individually different energy levels and the controlling comprises operating one or more of the drive modules having the lowest energy levels among the drive modules as generators, to charge their corresponding energy storage devices. Thereby, the energy levels of the drive modules are equalized while braking the vehicle.
  • the controlling comprises transferring energy between energy storage devices of the different drive modules by operating at least one of the drive modules as a generator while propelling the vehicle using at least one of the other drive modules. Thereby, energy can be transferred between the drive modules via the wheels.
  • the transferring is triggered by one or more of the energy storage devices of a drive module having an energy level below a predetermined threshold. Thereby, the transfer may only be used when required for safe operation.
  • the disclosure relates to a corresponding a control device for use in a vehicle comprising a plurality of drive modules, wherein each drive module comprises an individual propulsion system operable to propel the vehicle and a chargeable energy storage device arranged to supply energy to the propulsion system.
  • the control device being configured to determine energy levels of the chargeable energy storage devices of the plurality of drive modules, and controlling operation of the individual drive modules, while operating the vehicle, based on the determined energy levels.
  • control device is configured to perform the method according to any of the embodiments of the first aspect.
  • control device is comprised in one of the drive modules which is assigned to be a master drive module of the vehicle and wherein the other drive modules are slave drive modules.
  • the disclosure relates to a vehicle comprising a plurality of drive modules, wherein each drive module comprises a propulsion system and a chargeable energy storage device arranged to supply energy to the propulsion system, and the control device according to the second aspect.
  • the disclosure relates to a computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method according to the first aspect.
  • the disclosure relates to a computer-readable medium comprising instructions which, when executed by a computer, cause the computer to carry out the method according to the first aspect.
  • Fig. 1 illustrates a set of modules, a vehicle assembled from the set of modules, and an offboard system.
  • Fig. 2a - Fig. 2c schematically illustrate a drive module in a side view, a front view and in a view from above.
  • Fig. 3 schematically illustrates a drive module in further detail.
  • Fig. 4 illustrates a method for controlling energy levels of energy storage devices in a vehicle according to the first aspect.
  • Fig. 5 illustrates an example implementation of a control device according to the second aspect.
  • a modularised vehicle assembled from a set of modules is typically assembled at the customer’s premises and the customer may thus buy a set of modules from a manufacturer.
  • the modular vehicle can easily be assembled and re-assembled e.g. to perform a certain mission.
  • a modular vehicle is e.g. assembled by functional modules for performing a certain function (such as carrying a load) and drive modules used for driving the vehicle.
  • Each drive module typically comprises an individual propulsion system and an individual energy storage device, such as a battery.
  • the control of the drive modules must be coordinated in some way.
  • the drive modules may be required to transport themselves to and from the functional modules. However, if the batteries of one or more of the drive modules are discharged, then those drive modules will not be able to transport themselves between the functional modules. Furthermore, in some scenarios, it may be required that an assembled vehicle is propelled by all its wheels. If one of the drive modules is discharged, then this will not be possible. Hence, if is generally desirable to maintain the power levels of the individual drive modules of a modular at about the same level.
  • a method is herein proposed, whereby the outtake of energy from, and also charging of, the energy storage devices of the drive modules in a modular vehicle is controlled based on their present energy content, herein referred to as energy level. More specifically, it is herein proposed that while operating a modular vehicle the current energy (or charging) levels of the energy storage devices of the individual drive modules are considered. Thereby, it is in general possible to avoid that one individual energy storage is completely discharged. This is for example achieved by using one or more drive modules having a fully (or at least sufficiently) charged energy storage to propel the vehicle or by using power generated when braking the modular vehicle to charge energy storage devices that have a low energy level.
  • Fig. 1 illustrates an example set of modules 20 for assembling a vehicle 1 .
  • An offboard system herein referred to as a first control device 100, and an example of an assembled vehicle 1 are also illustrated.
  • the set of modules 20 comprises a plurality of drive modules 30 and a plurality of functional modules 40.
  • the drive modules’ 30 main function is typically to drive (e.g. propel, steer and brake) a vehicle 1.
  • the drive modules 30 comprise a pair of wheels 37 and are configured to be autonomously operated.
  • the functional modules are configured to perform a certain function such as to carry a load, e.g. goods or people.
  • Each module 30, 40 in the set of modules 20 comprises at least one interface 50 releasably connectable to a corresponding interface 50 of another module 30, 40.
  • Each drive module 30 comprises a control device, herein referred to as a second control device 200, and may thus communicate with a control center or off-board system, i.e. the first control device 100. Since the drive modules 30 may be configured to be operated as independently driven units by means of the second control devices 200, the drive modules 30 may be connected to, or disconnected from, the functional module(s) 40 without manual work.
  • An operator may receive a mission from a client to transport goods from one location to another.
  • the operator enters the information about the mission into the first control device 100 via a user interface, such as a touch screen or similar. It is pointed out that this is merely an example, and the received mission may automatically be translated and/or inputted to the first control device 100.
  • the first control device 100 determines which function to be performed and thus which type of vehicle 1 is required to complete the mission.
  • the required vehicle 1 may be a truck.
  • the first control device 100 selects which modules 30, 40 to use for the required truck.
  • the type of vehicle 1 and the modules 30, 40 required to complete the mission may for example be selected based on information about the goods, the distance to travel and/or the geographical location.
  • the first control device 100 then converts the mission into a command for one or two selected drive modules 30 to physically and electrically connect with the selected functional module 40.
  • the vehicle 1 comprises two drive modules.
  • the second control devices 200 of the drive modules 30 each receives the command and converts the command to control signals for the respective drive module 30.
  • the drive modules 30 are thereby controlled to physically and electrically connect with the functional module 40.
  • Controlling the drive module 30 to connect with a functional module 40 may comprise controlling the drive module 30 to identify the position of the selected functional module 40 and move to that position. The position of the selected functional module 40 may be determined based on information received in the command to connect the drive module 30 with the functional module 40.
  • the command to connect the drive module 30 and the functional module 40 is transmitted to both the drive module 30 and the functional module 40, whereby the functional module 40 prepares for the connection and starts transmitting a signal.
  • the drive module 30 may then determine the position of the functional module based on this transmitted signal.
  • the drive modules 30 are thus autonomously operated to find the selected functional module 40 and connect with that functional module 40.
  • At least one sensor device 60 arranged at the drive modules 30 and/or the functional module 40 may be configured to sense when the physical and/or electrical connection has been performed.
  • the at least one sensor device 80 may send a signal to the second control device 200 indicating that the connection(s) have been performed.
  • the second control device 200 may send a verification signal to the first control device 100 for verification of the connection(s).
  • the first control device 100 may then generate a unique vehicle identity or registration number for the assembled vehicle 1.
  • a vehicle 1 is thus assembled and the vehicle 1 is ready to perform the mission.
  • the generated unique vehicle identity may then be stored in a database or record associated with the offboard-system, i.e the control device 100.
  • the generated unique vehicle identity may also be transmitted to the modules 30,40 of the vehicle 1.
  • the unique vehicle Identity may optionally be displayed by one or more of the modules 30, 40 of the vehicle 1.
  • Fig. 2a - Fig. 2c schematically illustrate a drive module 30 in a side view, a front view and in a view from above, according to an embodiment.
  • the drive module 30 comprises a body 38.
  • the wheels 37 are arranged on two opposite sides of the drive module 30.
  • the body 38 may have a first and a second side 31 , 32, which are facing in opposite directions.
  • the body 38 may have a third and a fourth side 33, 34, which are facing in opposite directions, wherein the third side 33 and the fourth side 34 may extend perpendicular to the first and the second sides 31 , 32.
  • the body 38 may also have a fifth and a sixth side 35, 36, which are facing in opposite directions.
  • the fifth and the sixth sides 35, 36 may extend perpendicularly to the first and the second sides 31 , 32 and the third and fourth sides 33, 34.
  • the first and the second sides 31 , 32 may be referred to as side surfaces.
  • the third and the fourth sides 33, 34 may be referred to as front and rear surfaces respectively.
  • the fifth side 35 may be referred to as a top surface and the sixth side 36 may be referred to as a bottom surface.
  • the sides 31 , 32, 33, 34, 35, 36 may each have a shape that is flat or curved and may be shaped with indentations and protrusions.
  • Fig. 3 schematically illustrates a drive module 30 in further detail in a side view.
  • the drive module 30 comprises at least one (only one illustrated) propulsion system 91 , an energy storage device 70, an interface 50 and a control device, i.e. a second control device 200.
  • the propulsion system(s) 91 comprises for example an electric machine(s) connected to the wheels 37.
  • each wheel 37 is individually driven by its own electric machine.
  • the electric machine(s) may also work as generators and generate electric energy when braking the wheels 37.
  • the propulsion system is typically the primary braking system of the vehicle 1 .
  • the braking system comprises for example standard disc brakes and electromechanical actuators that require reliable power supply.
  • the drive module 30 also comprises at least one energy storage device 70 for providing the propulsion system 91 with energy.
  • the energy storage device 70 is for example an electric battery pack that may be recharged with electric energy.
  • one or more of the drive modules 30 comprise a plurality of energy storage devices 70.
  • one drive module 30 may comprise several battery packs. Some of those energy storage devices may be arranged externally to the drive modules 30.
  • one or more energy storages 70 may be stacked on top of the drive module 30 and connected to the drive module 30 e.g. via an interface.
  • the second control device 200 is configured to operate the drive module 30 as an independently driven unit.
  • the drive module 30 may transport itself without any externally driven unit such as a towing vehicle.
  • the drive module 30 may transport itself by means of the at least one propulsion system 91 .
  • the drive module 30 may be configured to be autonomously operated.
  • the second control device 200 may be configured to control the operation of the drive module 30.
  • the second control device 200 may be configured to transmit control signals to the various systems and components of the drive module 30 for controlling for example the steering and the propulsion of the drive module 30.
  • the second control device 200 may be configured to operate the drive module 30 autonomously based on received commands.
  • the second control device 200 may thus be configured to receive commands from a remotely located off-board system i.e.
  • the second control device 200 may also be configured to receive data about the surroundings from at least one sensor (not shown) and based on this data control the drive module 30.
  • the second control device 200 will be described in further detail in connection with Fig. 5.
  • the drive module 30 may be configured to be releasably connected to either a second drive module 30 and/or a functional module 40 for forming an assembled vehicle 1 . At least one of the sides 31 , 32, 33, 34, 35, 36 of the drive module 30 may thus have a shape that allows the drive module 30 to be releasably connected to the second drive module 30 and/or the functional module 40.
  • the at least one interface 50 of the drive module 30 is configured to physically connect the drive module 30 with a second drive module 30 and/or a functional module 40.
  • the interface(s) 50 of the drive module 30 may be releasably connectable to a corresponding interface 50 of a second drive module 30 and/or a functional module 40.
  • each drive module 30 may comprise a plurality of interfaces 50 for releasable connection with other modules 30, 40.
  • the interface(s) 50 of the drive modules 30 may be arranged on different sides of the drive module 30 and thus enable connection with other modules 30, 40 on multiple sides of the drive module 30.
  • the interfaces 50 on the drive modules 30 and the functional modules 40 respectively, are suitably arranged on corresponding positions to enable connection between the modules 30, 40.
  • the at least two interfaces 50 comprises electric interfaces, arranged for transferring electric power and/or transmitting electric signals between the drive module 30 and another module e.g.
  • the electrical interface 50 may be a wired interface 50 or a wireless interface e.g. a conductive interface.
  • the modules 30, 40 may transfer power between each other and share information.
  • the second control device 200 of the drive module 30 is configured to communicate with a further control device e.g. a control device 300 of a functional module 40.
  • a functional module 40 may thus comprise a control device, which is referred to as a third control device 300.
  • the drive module 30 may, for example, control parts of the functional module 40, such as opening and closing of doors, heating and cooling.
  • the communication between the modules 30, 40 may be wireless e.g. conductively or by wire.
  • electric power and/or electric signals is transmitted via one module further to a further module.
  • one drive module 30 of the modular vehicle 1 may transmit electric power and/or electric signals via a functional module 40 and further to another drive module of the same vehicle 1 , as illustrated by the connection 51 in Fig. 1 .
  • the connection 51 comprises e.g. at least one of a cable, bus or electrical line.
  • the second control device 200 of the drive module 30 is configured to communicate directly with another drive module 30 or functional module 40 (or more specifically with a control device 200, 300 of the other drive module 30 or functional module 40) being a part of the same assembled vehicle 1 using e.g. a wireless communication protocol, which is illustrated by dashed lines in Fig. 1 .
  • the wireless communication may alternatively be performed via the off- board system (i.e. first control device 100).
  • each module e.g. corresponding control device
  • the modules 30, 40 of an assembled vehicle may communicate with each other and/or the first control device via 4G, 5G, V2V (Vehicle to Vehicle), Wi-Fi or any other wireless communication protocol.
  • the drive module 30 is associated with a unique identity or registration number.
  • the drive module 30 may thereby be regarded an independent vehicle.
  • each drive module is associated with a distinct registration number.
  • the first control device 100 may determine which of the drive modules 30 should show (or announce) its registration number.
  • the registration number of the drive module 30 will become the registration number of the vehicle 1 (see above).
  • the first control device 100 may appoint one drive module to be master drive module and the other to be slave drive module. Typically, the master drive module will be commanded to announce its registration number and the slave drive module will not show its registration number. The first control device 100 may thus transmit instructions regarding the registration number of the master drive modules to the second control devices 200 one or more of the of the other drive modules 30 in the set of modules 20.
  • the first control device 100 is configured to determine a configuration and operations for an assembled vehicle 1 based on mission (or function) to be performed by the assembled vehicle 1 , and to transmit the determined configuration to a second control device 200 being appointed to be a master drive module.
  • the master drive module will then control the operation of the vehicle 1 while performing the mission.
  • this disclosure proposes a method for controlling energy levels of energy storage devices in a vehicle comprising a plurality of drive modules, such as the vehicle 1 illustrated in Fig.1 to Fig. 3.
  • a vehicle comprising a plurality of drive modules, such as the vehicle 1 illustrated in Fig.1 to Fig. 3.
  • the proposed method may be used for controlling any vehicle comprising a plurality of drive modules, wherein each drive module of the vehicle comprises an individual propulsion system operable to propel the vehicle and a chargeable energy storage device arranged to supply energy to the propulsion system.
  • the method may be implemented as a computer program comprising instructions which, when the program is executed by a computer (e.g. a processor 210 of a second control device 200 (Fig. 5)), cause the computer to carry out the method.
  • a computer e.g. a processor 210 of a second control device 200 (Fig. 5)
  • the computer program is stored in a computer- readable medium (e.g. a memory or a compact disc) that comprises instructions which, when executed by a computer, cause the computer to carry out the method.
  • the proposed method is e.g. performed by a second control device 200 of a drive module 30 assigned to be a master drive module.
  • the method may alternatively, at least partly, be implemented in the first control device 100 or in any one of the control devices 200, 300 of the modules of the vehicle, or the implementation may be distributed among any or all of the control devices 100, 200, 300 that jointly perform the method.
  • the proposed method comprises determining S1 energy levels of the chargeable energy storage devices 70 of the plurality of drive modules 30.
  • An energy level may also be referred to as a charging level or power level.
  • the energy level corresponds to an amount of energy currently stored in one of the energy storage devices 70.
  • the energy level could be represented by an absolute value in e.g. kWh.
  • the energy level may be represented by a relative value such as a fraction of a total energy level that can be stored in an energy storage device 70, where e.g. 100% corresponds to a fully loaded energy storage device and 0% to an empty energy storage device 70.
  • An energy level of each drive module 30 may be measured e.g. by measuring a voltage between the energy storage device’s terminals or by using an ampere- hour meter that keeps track of all power flowing in or out of the energy storage devices 70 over time.
  • the determining S1 then implies obtaining or receiving all those measurements from the respective drive modules 30.
  • the master drive module receives information from the slave drive modules about their individual energy levels. The information may be received via the interface 50 or via wireless communication between the second control devices 200 of the master drive module and the slave drive module(s). If one drive module 30 comprises more than one energy storage device 70, then the total amount of energy stored in the energy storage devices 70 may be determined for that drive module 30. In principle, they could be treated as one single energy storage device 70.
  • the method further comprises controlling S2 operation of the individual drive modules 30, while operating the vehicle 1 , based on the determined energy levels.
  • the requested propulsion torque, or generated energy that may be used for charging the energy storage devices 70 is distributed among the drive modules 30 based on how much energy is previously stored in the respective drive modules 30 (or more
  • the second control device 200 of the master drive module sends control data to the second control devices 200 of a plurality of slave drive modules to control their operation.
  • the control data may be sent via the interface 50 or via wireless communication between the second control devices 200 of the master drive module and the slave drive module.
  • the controlling S2 comprises controlling operation of the drive modules 30 to balance the individual energy levels of the chargeable energy storage devices 70 among the drive modules 30. If the charging levels are already about the same level, then the controlling simply implies evenly distributing requested propulsion torque and charging such that the levels are maintained. However, the chargeable energy storage devices 70 of the drive modules 30 may for different reasons have individually different energy levels. This may e.g.
  • the distribution of energy outtake for propelling the vehicle 1 may be controlled, such that mainly one or some of the drive modules 30 are used to propel the vehicle 1 , and that the other drive modules are not used or at least used to a lesser degree .
  • the other drive modules are not used or at least used to a lesser degree .
  • the controlling S2 operation of an individual drive module 30 comprises controlling the propulsion system 30 of the drive module 30 to propel the vehicle 1 , whereby the energy level of the corresponding energy storage device 70 is decreased.
  • the power outtake is controlled such that (if possible) a drive module 30 comprising a“sufficient” amount of energy, or even the drive module 30 comprising the most energy, is used to propel the vehicle 1.
  • a sufficient amount corresponds e.g. to an amount enough to perform an assigned mission.
  • the controlling S2 comprises propelling the vehicle 1 using one or more of the drive modules 30 having the highest energy levels among the drive modules 30.
  • the control of the propelling is typically based also on other criteria that may affect driving behavior, security etc. These criteria may in some scenarios be in conflict. For example, a certain drive module with a low amount of stored energy is required to obtain a certain driving behavior due to other properties such as power, gearing etc.
  • Another possibility is to avoid using drive modules 30 comprising a very low amount of stored energy for propelling the vehicle 1. This may be accomplished by simply deactivating the propulsion systems 91 of these drive modules 30, and simply let their wheels roll freely (e.g. by declutching the wheels).
  • the controlling S2 of operation of an individual drive module 30 may alternatively comprise controlling the propulsion system 30 of the drive module 30 to be deactivated.
  • the controlling S2 comprises distributing energy outtake among the energy storage devices 70 drive modules 30 such that their individual energy levels do not go below a
  • the propulsion systems may in some scenarios be reconfigured to operate as generators, e.g. in a downhill.
  • the propulsion systems may then generate energy that can be used to charge the energy storage devices 70 of the drive modules 30.
  • the controlling S2 operation of an individual drive module 30 comprises controlling the propulsion system 30 of the drive module 30 to operate as a generator, whereby the energy level of the corresponding energy storage device 70 is increased.
  • energy generated e.g. in a downhill or when braking the vehicle 1 may be used to charge the energy storage devices 70 having low (or the lowest) amount of stored energy. This may be used, if one or more drive module 30 have a level approaching the lower limit.
  • the chargeable energy storage devices 70 of the drive modules 30 have individually different energy levels and the controlling S2 comprises operating one or more of the drive modules 30 having the lowest energy levels among the drive modules 30 as generators, to charge their corresponding energy storage devices 70.
  • A“low” energy level and a“high” energy level may be defined in different ways.
  • thresholds in kWh may be used to group the driving modules in different groups based on energy levels, e.g. high level, medium (or sufficient) level and low level.
  • Another possibility is to use a relative grouping, where the 50 percent of the drive modules that have the highest energy levels are considered as“high level” and the other as“low level”.
  • One way of doing this is to transfer energy directly between the modules over the interface 50 by electrically connecting energy storage device 70 of different drive modules 30 via their interfaces 50.
  • Another way of transferring energy between the energy storage devices 70 is to reconfigure the propulsion systems 91 of the drive modules 30 having a low energy level to work as generators in order to charge their energy storage devices 70 while propelling the vehicle 1.
  • the generators are driven by the drive module's wheels 37.
  • the drive modules whose energy storage devices 70 have high (or medium) energy levels, are then used to propel the vehicle 1. This basically means that energy is mechanically transferred via the wheels 37.
  • the controlling S2 comprises transferring energy between energy storage devices 70 of the different drive modules 30 by operating at least one of the drive modules 30 as a generator while propelling the vehicle 1 using at least one of the other drive modules 30.
  • At least one drive module 30 brakes the vehicle 1 at the same time as another drive module 30 propels the vehicle 1.“At the same time” does not have to be exactly simultaneously, as long as the momentum created by the propelling drive module 30 can be utilized by the other drive module 30 to generate energy. One might want to avoid doing this too often as there is a risk of energy loss due to friction. However, if one drive module 30 is otherwise risking to“die” due to the energy level going below the lower limit mentioned below, this might be
  • the transferring is triggered by one or more of the energy storage devices 70 of a drive module 30 having an energy level below a predetermined threshold.
  • the transferring is only used during a limited amount of time until the energy levels are equalized, e.g. in an initial phase after assembling the vehicle 1 . For example, until the difference between the highest and the lowest energy level, or the standard deviation of the energy levels, meets a threshold value.
  • the even distribution may then be maintained by evenly distribution requested torque and charging or simply by connecting the energy storage devices 70 upon achieving an even distribution.
  • the proposed technique is applicable on all sorts of road vehicles.
  • the disclosure may relate to heavy vehicles, such as buses, trucks etc.
  • the present disclosure may relate to vehicles for use on public roads.
  • Fig. 5 illustrates an example implementation a control device configured to implement the proposed method.
  • the second control device 200 is for use in a vehicle 1 comprising a plurality of drive modules 30, wherein each drive module 30 comprises an individual propulsion system 91 operable to propel the vehicle and a chargeable energy storage device 70 arranged to supply energy to the propulsion system 91 .
  • the control device is embodied as a second control device 200 of a drive module 30 assigned to be a master drive module 30 of the vehicle 1 .
  • the second control device 200 is a“unit” in a functional sense.
  • the second control device 200 is a control arrangement comprising several physical control devices that operate in corporation.
  • the second control device 200 comprises hardware and software.
  • the hardware basically comprises various electronic components on a Printed Circuit Board, PCB. The most important of those components is typically a processor 210 along with a memory 220.
  • the second control device 200 also comprises one or more communication interfaces 230, enabling the second control device 200 to communicate with other modules 30, 40 of the modular vehicle 1 , or of other vehicles.
  • the communication between the modules is as mentioned above wireless, conductive or wired. Wired communication may be implemented standard protocols such as Controller Area Network, CAN. CAN is a robust vehicle bus standard designed to allow microcontrollers and devices to communicate with each other in applications without a host computer. Wireless communication between the modules may be implemented using any short-range communication protocol such as Bluetooth or 802.1 1 .
  • the one or more communication interfaces 230 also comprises a wireless communication interface.
  • the wireless communication interface e.g. enables the second control device 200 to communicate with the first control device 100, i.e. with the off-board system.
  • the wireless communication interface is e.g. implemented using 4G, 5G, V2V (Vehicle to Vehicle) or any other suitable wireless communication protocol.
  • the first control device 100, the second control device 200 and the third control device 300 may then communicate on a higher level using e.g. Internet Protocol, IP.
  • the second control device 200 or more specifically the processor 210 of the second control device 200, is configured to cause the second control device 200 to perform all aspects of the method described above and below. This is typically done by running computer program code stored in the memory 220 in the processor 210 of the second control device 200.
  • the second control device 200 is configured to determine energy levels of the chargeable energy storage devices 70 of the plurality of drive modules 30 and to control transfer of energy between the chargeable energy storage devices 70 and the propulsion systems 91 of the drive modules 30 based on the determined energy levels.
  • this disclosure relates to a vehicle 1 comprising a plurality of drive modules 30, wherein each drive module 30 comprises a propulsion system 91 and a chargeable energy storage device 70 arranged to supply energy to the propulsion system 91 .
  • the vehicle 1 further comprises at least one control device 200, 300 configured to (at least partly) perform any or all of the aspects of the method illustrated in Fig. 4.

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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)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention concerne des techniques dans le contexte des véhicules et un procédé de commande de niveaux d'énergie de dispositifs de stockage d'énergie dans un véhicule comprenant une pluralité de modules d'entraînement. Selon un premier aspect, l'invention concerne un procédé de commande de niveaux d'énergie de dispositifs de stockage d'énergie dans un véhicule comprenant une pluralité de modules d'entraînement, chaque module d'entraînement comprenant un système de propulsion individuel utilisable pour propulser le véhicule et un dispositif de stockage d'énergie rechargeable conçu pour fournir de l'énergie au système de propulsion. Le procédé comprend les étapes consistant à déterminer les niveaux d'énergie des dispositifs de stockage d'énergie rechargeables de la pluralité de modules d'entraînement, commander le fonctionnement des modules d'entraînement individuels, pendant le fonctionnement du véhicule, sur la base des niveaux d'énergie déterminés. L'invention concerne également un dispositif de commande correspondant, un véhicule comprenant le dispositif de commande, un programme informatique et un support lisible par ordinateur.
PCT/SE2019/050788 2018-09-28 2019-08-27 Procédé et dispositif de commande pour commander des niveaux d'énergie de dispositifs de stockage d'énergie dans un véhicule WO2020067948A1 (fr)

Priority Applications (2)

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DE112019004903.8T DE112019004903T5 (de) 2018-09-28 2019-08-27 Verfahren und Steuervorrichtung zum Steuern von Energiepegeln von Energiespeichervorrichtungen in einem Fahrzeug
CN201980061076.6A CN112770931A (zh) 2018-09-28 2019-08-27 用于控制车辆中储能装置的能量水平的方法和控制装置

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SE1851161A SE542827C2 (en) 2018-09-28 2018-09-28 Method and control device for controlling energy levels of energy storage devices in a vehicle
SE1851161-8 2018-09-28

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DE102022202410A1 (de) * 2022-03-10 2023-09-14 Siemens Mobility GmbH Verfahren zum Betreiben eines Antriebssystems mit mehreren Energiespeichern

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SE1851161A1 (en) 2020-03-29
CN112770931A (zh) 2021-05-07
SE542827C2 (en) 2020-07-14

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