WO2021254706A1 - Procédé de fonctionnement d'un dispositif de freinage pour véhicules à moteur électrique - Google Patents

Procédé de fonctionnement d'un dispositif de freinage pour véhicules à moteur électrique Download PDF

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Publication number
WO2021254706A1
WO2021254706A1 PCT/EP2021/062972 EP2021062972W WO2021254706A1 WO 2021254706 A1 WO2021254706 A1 WO 2021254706A1 EP 2021062972 W EP2021062972 W EP 2021062972W WO 2021254706 A1 WO2021254706 A1 WO 2021254706A1
Authority
WO
WIPO (PCT)
Prior art keywords
braking
electrical
electrically driven
driven motor
traction energy
Prior art date
Application number
PCT/EP2021/062972
Other languages
German (de)
English (en)
Inventor
Thomas Schlender
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2021254706A1 publication Critical patent/WO2021254706A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/30—Engine braking emulation
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/46—Heat pumps, e.g. for cabin heating
    • 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
    • Y02T10/72—Electric energy management 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
    • 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
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to a method for operating a braking device for electrically driven motor vehicles, comprising the steps of: beginning braking with a friction brake of the electrically driven motor vehicle; Querying a state of charge of an electrical traction energy store; Querying a temperature of the electrical traction energy store; Determining a capacity of the electrical traction energy store for electrical energy; Recuperative braking with a braking power of the electric drive and charging of the electric traction energy storage and / or connection of electric consumers of a passenger compartment conditioning of the electrically driven motor vehicle.
  • the present invention also relates to a device for carrying out the method, the braking device comprising a friction brake and a regenerative braking system.
  • the electrification of the drive of motor vehicles which are designed as battery-powered vehicles or as so-called hybrid vehicles, enables the use of the electric drive as a wear-free brake with the advantage of extending the electric range of electrically powered vehicles with the help of the regenerative braking generated and in the Traction battery stored electrical energy.
  • the use of the electric drive as a wear-free brake enables long pass descents without the risk of overheating for the friction brakes.
  • the mechanical drag torque of the internal combustion engine must also be used in this case.
  • this can be done by engaging a low gear. Modern Automatic transmissions do this downshifting independently when driving downhill.
  • the electric drive provides a wear-free brake. Depending on the design of the respective drive, this can offer a greater deceleration power than the drag torque of an internal combustion engine.
  • the electrical energy recovered in the process is stored in the traction battery of the electrically powered motor vehicle. In any case, it is important that the electrical traction energy store has a capacity to absorb it.
  • DE 102008061 583 A1 describes an electric drive system for an electrically driven motor vehicle with a first energy storage system and a second energy storage system.
  • the described second energy storage system can be switched on at times to increase the power consumption of the drive motor.
  • the two energy storage systems can be designed differently. Due to the different design of the two energy storage systems, both the issue of the range of electrically driven motor vehicles and the peak performance of electrically driven motor vehicles can be taken into account. Due to the different design of the two energy storage systems, aspects of weight reduction, cooling and size of the energy storage systems can be taken into account.
  • a correspondingly large dimensioning of the first energy storage system (for example a main battery) can now be avoided with the second energy storage system, which provides additional power to the drive motor at peak load.
  • This second energy storage system is also referred to below for short as a boost battery.
  • This boost battery can do something special be designed for high power output and at the same time be equipped with a low energy storage volume. This enables the drive system to be manufactured inexpensively.
  • the peak load is taken from both the main battery and the boost battery or fed back into both the main battery and the boost battery.
  • the drive motor is preferably supplied exclusively by the main battery.
  • the main battery can thus be designed for maximum range of the electrically powered motor vehicle and thus cost-effectively, while the peak power is supplied from the boost battery, which is designed accordingly for the delivery of peak power.
  • the disadvantage of this prior art proposal is that even the design with two energy storage systems does not allow regenerative braking when the two energy storage systems are fully charged and the electrically driven motor vehicle is to be braked.
  • the friction brake can be used in this case, which leads to disadvantageous heating of the friction brake due to the lack of recuperative braking effect of the electric drive during long braking, for example on downhill slopes or when driving down passes.
  • the friction brake must therefore always be designed in such a way that the required braking power of the electrically driven motor vehicle can be applied over the long term by the friction brake alone.
  • EP 2 144794 B1 describes a method for operating a vehicle brake system and a vehicle brake system.
  • a method for electrically driven motor vehicles with at least one front axle and at least one rear axle is described, with at least two vehicle wheels being assigned to each axle.
  • At least one, preferably hydraulically actuated, wheel brake generating a braking torque is provided on the at least one front axle and / or on the at least one rear axle, the vehicle wheels assigned to an axle being at least partially driven by an electric motor, which can be operated as a generator during a recuperation of braking energy and thereby exerts a braking recuperation torque on the respective axle.
  • the recuperation torque of the axle braked by the electric drive is controlled as a function of a slip threshold.
  • a disadvantage of this prior art proposal is that the state of charge of the electrical traction energy store is not taken into account. With a fully charged electrical traction energy store, regenerative braking cannot be carried out if the electrically driven motor vehicle is to be braked. In this state-of-the-art proposal, only the use of the friction brake is disadvantageously possible in this case, which leads to disadvantageous heating of the friction brake due to the lack of recuperative braking effect of the electric drive during long braking processes such as downhill or downhill passes. The friction brake must therefore always be designed in such a way that the required braking power of the electrically driven motor vehicle can be applied over the long term by the friction brake alone.
  • the object of the invention is therefore to provide a method for regenerative braking of an electrically driven motor vehicle which enables regenerative braking over the long term even in the case of a fully charged traction battery.
  • the method according to the invention for operating a braking device for electric motor vehicles according to claim 1 has the advantage that a friction brake is used in a first step to brake an electrically driven motor vehicle.
  • a second step that follows, the state of charge of the electrical traction energy storage device is queried. Furthermore, the temperature of the electrical traction energy store is determined in a further step and the capacity of the electrical traction energy store to absorb electrical energy in a further step.
  • the braking power of the electric drive is used for regenerative braking and the electric traction energy storage is charged. Furthermore, depending on the capacity of the electrical traction energy store for electrical energy, electrical consumers of the passenger compartment conditioning are switched on.
  • Carrying out these steps advantageously means that, even in the case of an already fully charged electric traction energy store, the braking power of the electric drive can be used by switching on electric loads and thus the friction brake of the electrically driven motor vehicle is advantageously relieved.
  • the electrical loads are advantageously electrical consumers of the passenger compartment conditioning.
  • the method for operating a braking device for electrically driven motor vehicles also advantageously receives information about the expected route from a navigation system of the electrically driven motor vehicle to a charging controller of the electrical traction energy store.
  • the charging of the electrical traction energy store can advantageously be terminated before the fully charged state is reached, and the electrical energy store can thus absorb the electrical energy recovered by the regenerative braking.
  • the electrical traction energy storage device can be at least partially emptied before the start of the journey by activating the electrical consumers of the passenger compartment conditioning so that the electrical energy storage device can absorb the electrical energy recovered by the regenerative braking when driving downhill.
  • a service brake system which comprises a friction brake and a regenerative braking system, is advantageously used to carry out the method. It is of great advantage that, through the operation according to the invention of the combination of the regenerative braking system with the friction brake, the friction brake can be designed together with the regenerative braking system. The simpler design and / or smaller dimensions of the friction brake result in advantages in terms of cost, space and weight savings.
  • connection of the friction brake with the passenger conditioning via air ducts and switching flaps offers the great advantage that the cooling air generated by an electrically operated air conditioning system can be directed directly to the friction brake and this friction brake can be additionally cooled as a result. Due to the cooling of the friction brake, it can be designed more simply and / or dimensioned to be smaller, which results in advantages for the friction brake in terms of cost, installation space and weight savings.
  • 1 shows an exemplary method for operating a braking device for electric motor vehicles
  • 2 shows an exemplary device of a battery-powered motor vehicle for cooling the friction brake with the aid of means for passenger compartment conditioning.
  • FIG. 1 shows, by way of example, the sequence of the method 1 for operating a braking device 16 for electrically driven motor vehicles 2.
  • braking begins with the friction brake 3 of the electrically driven motor vehicle 2.
  • this braking process can be triggered by the driver by actuating a brake actuation device.
  • the braking process of the electrically powered motor vehicle 2 can be triggered by the driver in that the driver reduces the torque request to such an extent that a negative torque is requested.
  • the brake pedal forms the brake actuation device.
  • a handbrake lever on the handlebar or a brake pedal that can be actuated by a foot forms the actuation device.
  • the drive torque is requested by the driver by actuating the accelerator pedal.
  • a so-called throttle grip on the handlebars or a throttle lever on the handlebars form the device for requesting drive torque.
  • a braking process is triggered by the devices for automated driving.
  • step A At the beginning of the braking process, only the existing friction brake 3 is used in step A if the state of charge 5 of the electrical traction energy store 4 is not known.
  • step B the state of charge 5 of the electrical traction energy store 4 is queried.
  • the state of charge 5 of the electric traction energy store 4 forms the first important information for the operation of the regenerative brake of the electric drive.
  • step C the temperature 6 of the electrical traction energy store 4 is queried.
  • the temperature 6 of the electrical traction energy store 4 forms further important information for the operation of the regenerative brake of the electrical drive.
  • step D the capacity of the electrical traction energy store 4 to absorb electrical energy is determined with the aid of the information about the state of charge 5 and the temperature 6 of the electrical traction energy store 4 determined in steps B and C.
  • step E a recuperative braking process with the braking power 17 of the electric drive 10 and the charging of the electric traction energy store 4 and / or the connection of electrical consumers 7, 8, 9 of passenger compartment conditioning of the electrically powered motor vehicle 2 is initiated.
  • the electrical traction energy store 4 is usually charged with the electrical energy obtained in the regenerative braking process. If this is not possible, for example due to a fully charged electrical traction energy store 4 and / or a too low temperature 6 of the electrical traction energy store 4, electrical loads 7, 8, 9 of the passenger compartment conditioning are switched on as electrical loads. Depending on the outside temperatures, this can be an electrically operated air conditioning compressor 7 or an electrically operated one Heating 8 or an electrically operated seat heating 9 and / or another type of surface heating.
  • the charging controller 13 can end the charging process as soon as the electrical traction energy store 4 is partially charged to be determined in order to use the electrical energy gained in the recuperative braking process during an upcoming downhill drive to charge the electrical traction energy store 4.
  • Figure 2 shows an exemplary device of a battery-powered motor vehicle 2 for cooling the friction brake 3 with the help of means of the passenger compartment conditioning 18 3 connected to means for air ducting 14 and switching flaps 15 in such a way that additional cooling of the friction brake 3 is achieved. Since not only fresh air is used to cool the brake unit of the friction brake 3, but already Prepared, cooler air from the passenger compartment conditioning system 18, particularly effective cooling of the friction brake 3 can be achieved. This additional cooling of the friction brake 3 can be taken into account when designing the brake unit of the friction brake 3 and leads to a reduction in installation space, unsprung masses and costs.
  • Another exemplary design is the consideration of a charging buffer in the electrical traction energy store 4.
  • the state of charge of the electrical traction energy store 4 is limited, even when fully charged, that in any case the absorption of the energy during a downhill drive is recuperative
  • Brake unit of the friction brake 3 are taken into account and also leads to a reduction in installation space, unsprung masses and costs.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un procédé de fonctionnement d'un dispositif de freinage régénératif pour véhicules à moteur électrique, ledit procédé comprenant les étapes consistant à : démarrer une opération de freinage à l'aide d'un frein à friction du véhicule à moteur électrique ; interroger un état de charge d'un dispositif de stockage d'énergie de traction électrique ; interroger une température du dispositif de stockage d'énergie de traction électrique ; déterminer une capacité de réception du dispositif de stockage d'énergie de traction électrique pour l'énergie électrique ; procéder au freinage régénératif au moyen d'une puissance de freinage de l'entraînement électrique, charger le dispositif de stockage d'énergie de traction électrique et/ou connecter des consommateurs électriques d'un système de climatisation de l'habitacle du véhicule à moteur électrique. La présente invention concerne en outre un dispositif destiné à mettre en œuvre le procédé, le dispositif de freinage comprenant un frein à friction et un système de freinage régénératif.
PCT/EP2021/062972 2020-06-16 2021-05-17 Procédé de fonctionnement d'un dispositif de freinage pour véhicules à moteur électrique WO2021254706A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020207392 2020-06-16
DE102020207392.9 2020-06-16

Publications (1)

Publication Number Publication Date
WO2021254706A1 true WO2021254706A1 (fr) 2021-12-23

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Application Number Title Priority Date Filing Date
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Country Status (1)

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WO (1) WO2021254706A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4124496A1 (de) * 1991-07-24 1993-01-28 Teves Gmbh Alfred Bremsanlage fuer kraftfahrzeuge mit elektrischem antrieb
DE102008061583A1 (de) 2008-12-11 2010-06-17 Continental Automotive Gmbh Elektrisches Antriebssystem für ein Fahrzeug
DE102010031540A1 (de) * 2010-07-20 2012-01-26 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Fahrzeuges, welches mindestens eine elektrische Maschine umfasst
EP2144794B1 (fr) 2007-04-05 2013-01-02 Continental Teves AG & Co. oHG Procédé de fonctionnement d'un système de freinage de véhicule et système de freinage de véhicule
EP3330119A1 (fr) * 2015-07-29 2018-06-06 Nissan Motor Co., Ltd. Dispositif de commande de véhicule électrique et procédé de commande de véhicule électrique

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4124496A1 (de) * 1991-07-24 1993-01-28 Teves Gmbh Alfred Bremsanlage fuer kraftfahrzeuge mit elektrischem antrieb
EP2144794B1 (fr) 2007-04-05 2013-01-02 Continental Teves AG & Co. oHG Procédé de fonctionnement d'un système de freinage de véhicule et système de freinage de véhicule
DE102008061583A1 (de) 2008-12-11 2010-06-17 Continental Automotive Gmbh Elektrisches Antriebssystem für ein Fahrzeug
DE102010031540A1 (de) * 2010-07-20 2012-01-26 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Fahrzeuges, welches mindestens eine elektrische Maschine umfasst
EP3330119A1 (fr) * 2015-07-29 2018-06-06 Nissan Motor Co., Ltd. Dispositif de commande de véhicule électrique et procédé de commande de véhicule électrique

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