WO2022174938A1 - Dispositif d'entraînement pour véhicule automobile, procédé d'actionnement dudit dispositif d'entraînement, et véhicule automobile - Google Patents

Dispositif d'entraînement pour véhicule automobile, procédé d'actionnement dudit dispositif d'entraînement, et véhicule automobile Download PDF

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Publication number
WO2022174938A1
WO2022174938A1 PCT/EP2021/071195 EP2021071195W WO2022174938A1 WO 2022174938 A1 WO2022174938 A1 WO 2022174938A1 EP 2021071195 W EP2021071195 W EP 2021071195W WO 2022174938 A1 WO2022174938 A1 WO 2022174938A1
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WO
WIPO (PCT)
Prior art keywords
drive device
drive
motor vehicle
vehicle
driving mode
Prior art date
Application number
PCT/EP2021/071195
Other languages
German (de)
English (en)
Inventor
Klaus Schmidt
Original Assignee
Piëch Ip Ag
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 Piëch Ip Ag filed Critical Piëch Ip Ag
Priority to EP21751569.1A priority Critical patent/EP4294654A1/fr
Publication of WO2022174938A1 publication Critical patent/WO2022174938A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position

Definitions

  • the invention relates to a drive device for a motor vehicle with a first pair of vehicle wheels and a second pair of vehicle wheels. Furthermore, the drive device relates to three methods for operating such a drive device and a motor vehicle with such a drive device.
  • the motor vehicle in question can correspond to any type and configuration of a motor vehicle. This is in particular an automobile weighing less than 3.5 t, for example a sports car, a two- or four-seater coupe, a station wagon or a sports utility vehicle (SUV).
  • a sports car weighing less than 3.5 t
  • a sports car weighing less than 3.5 t
  • a sports car weighing less than 3.5 t
  • a sports car weighing less than 3.5 t
  • a sports car for example a sports car, a two- or four-seater coupe, a station wagon or a sports utility vehicle (SUV).
  • SUV sports utility vehicle
  • the invention relates to a drive device with a first drive train with a first drive device and with a second drive train with a second drive device, the drive devices acting on different pairs of vehicle wheels. More precisely, the methods relate to driving modes in which the drive devices are used in different ways to drive and/or brake the vehicle.
  • the present invention is based on the object of providing an improvement or an alternative to the prior art.
  • the task at hand is a drive device for a motor vehicle with a first pair of vehicle wheels and a second pair of vehicle wheels, having (a.) a first drive train with a first drive device, which acts on the first pair of vehicle wheels, in particular two first drive devices, each a single wheel of the first pair of vehicle wheels act, and (b.) a second drive train with a second drive device which acts on the second pair of vehicle wheels, the second drive device being an electrical machine capable of recuperation.
  • first component for example “first component”, “second component” and “third component”
  • this numbering is intended purely for differentiation in the designation and does not represent a dependency of the elements on one another or a mandatory order of the elements
  • a device does not have to have a “first component” in order to be able to have a “second component”.
  • the device can also include a “first component” and a “third component”, but without necessarily having a “second component”.
  • a “drive device” is to be understood as the entirety of one or more drive trains.
  • a drive device coincides with the drive train if a motor vehicle has only one such drive train, as is widely known from the prior art.
  • the term “drive train” includes a drive device or several drive devices and the associated components on the output side, by means of which energy is transmitted from the drive device or the drive devices to the vehicle wheels.
  • the components on the output side include in particular, but not necessarily, a transmission and/or a differential and/or one or more shafts and/or a parking brake.
  • a drive train is limited by the mechanical or functional association of these components.
  • a simple drive train is a single drive device that acts on a pair of vehicle wheels via a gearbox.
  • a drive train is also one in which a first drive device and a second drive device act on a pair of vehicle wheels via the same transmission with a large number of switching positions.
  • a drive device can also act on the pair of vehicle wheels via the transmission and another drive device can act on the output side of the transmission and act directly on the pair of vehicle wheels.
  • a drive train within the meaning of the invention is also defined in such a way that several drive devices that are not directly mechanically connected or can be operatively connected to one another, but are functionally connected to one another in connected or dependent on each other, come under the term.
  • This relates in particular to single-wheel drive devices which act on one vehicle wheel of a pair of vehicle wheels.
  • a drive device with or without its own transmission can be arranged on each vehicle rear wheel, which are basically operated and controlled independently of one another and, in particular, are not mechanically connected or connectable to one another.
  • these individual wheel drive devices must be operated together and in coordination with one another. They are to be regarded as part of the same powertrain insofar as they are functionally linked to one another.
  • a pair of vehicle wheels is understood to mean a pair of right and left vehicle wheels, which are connected to one another via a wheel axle or wheel shaft.
  • a motor vehicle usually has a pair of front wheels and a pair of rear wheels, but more pairs of wheels can also be provided.
  • trucks it is known to arrange two pairs of vehicle rear wheels directly one behind the other in order to achieve an increased carrying capacity for heavy loads.
  • a drive device is understood to mean a device that can convert a specific energy, such as electrical energy from an energy storage device or solid-bound energy from a fuel, into mechanical energy for motor vehicle propulsion.
  • a specific energy such as electrical energy from an energy storage device or solid-bound energy from a fuel
  • Some drive devices, in particular electrical machines have the property that they can also convert mechanical energy into a specific other form of energy, in particular electrical energy.
  • An electrical machine consists at least of a non-rotatable stator and a rotatably mounted rotor, which is set up to convert electrical energy into mechanical energy in the form of speed and torque in motor operation, and mechanical energy into electrical energy in form in generator operation to convert current and voltage.
  • the rotor is in one piece, at least non-rotatably, drivingly connected to a rotor shaft, the rotor shaft in a rotor operation as an output shaft of the respective electric machine serves.
  • Electrical energy is fed into the respective electrical machine, for example from an energy store, in particular a battery, which as a result causes the rotor or the rotor shaft to rotate in order to generate drive power.
  • the energy store is an electric traction battery.
  • the output shaft or the rotor shaft of the electrical machine acts as the input shaft.
  • a drive power is conducted via this into the electrical machine, so that electrical energy is generated with the electrical machine, which energy can be fed into an energy store for storage.
  • each electrical machine can have a common energy store or each can have a separate energy store, which feeds the respective electrical machine with electrical energy in rotor operation or stores electrical energy in generator operation.
  • a first drive device designed as an internal combustion engine is supplied with a fuel, in particular a fuel, and converts this into mechanical energy by means of combustion, in particular in a multi-cycle process, with a fuel tank being arranged on the motor vehicle for this purpose.
  • a fuel in particular a fuel
  • petrol, diesel or gas are used as fuel.
  • a drive device designed as a fuel cell is preferably designed as a hydrogen fuel cell, which preferably interacts with at least one electrical machine that is supplied with electrical energy by the fuel cell through a chemical reaction of hydrogen and oxygen and uses this electrical energy to generate mechanical drive energy for driving the motor vehicle.
  • the electrical energy for energizing the electrical machine is obtained from the air by the continuous reaction of hydrogen stored in gaseous form in a pressure accumulator with oxygen.
  • the fuel cell can be designed as a methanol fuel cell, which is supplied with an aqueous methanol solution or with a gaseous methanol-water mixture, which continuously reacts with oxygen, in particular oxygen from the air, and thereby generates electrical energy Energizing an electrical machine is used.
  • the chemical reaction essentially leaves carbon dioxide and water as waste products.
  • a pressure accumulator for providing a gaseous methanol-water mixture can be provided analogously to the hydrogen fuel cell.
  • a tank or a liquid container can be provided to receive and provide the methanol solution.
  • recuperation means that mechanical energy of the vehicle is converted into another usable form of energy, in particular electrical energy, and the vehicle is braked in this way.
  • the electric machine is coupled to a pair of vehicle wheels and driven by them in generator mode.
  • the second drive device can advantageously be designed independently of the first drive train for efficient recuperation. Furthermore, it is possible in the case of the drive device with two drive trains to place them independently of one another in the motor vehicle for advantageous weight distribution, in particular in the longitudinal direction.
  • the first drive train with the first drive device is particularly preferably provided for the primary drive of the motor vehicle, while the second drive train with the second drive device is primarily provided for recuperation and only optionally in isolated driving situations for the secondary drive of the motor vehicle.
  • the respective design of the individual drive trains can be specifically adapted to these requirements.
  • a primary drive is understood to mean that the corresponding drive train is provided in the majority of all driving situations for the sole or main drive of the motor vehicle. Accordingly, a secondary drive is understood to mean that the corresponding drive train does not contribute to the drive in the majority of all driving situations, but is fundamentally capable of driving and usually has a supporting role in individual driving situations.
  • one drive device is particularly advantageously arranged on each of the two pairs of vehicle wheels, so that the Motor vehicle is enabled by these drive devices for all-wheel drive without a drive train having to act on several vehicle wheel pairs, which would usually be associated with a complex and expensive design of this drive train.
  • the first drive train acts on the vehicle rear wheels and the second drive train acts on the vehicle front wheels.
  • the first drive train acts on the vehicle's front wheels and the second drive train acts on the vehicle's rear wheels.
  • a primary drive is assigned to the first drive train, a primarily driven pair of vehicle wheels is selected, which is associated with the advantages and/or disadvantages of a front-wheel drive or rear-wheel drive known to those skilled in the art.
  • each drive device is assigned a gear.
  • a transmission is used for transmission with one transmission ratio or several selectable transmission ratios and offers the particular advantage that, for a speed or a speed range of the motor vehicle, the speed of the vehicle wheels is brought into relation with the speed of the associated drive device in such a way that the drive device can be operated or operated efficiently. can be interpreted cheaply.
  • the first drive device is an electric machine or internal combustion engine or fuel cell.
  • Each of these drive devices has individual advantages known to those skilled in the art, which can be used depending on the design of the motor vehicle.
  • the first drive train has a third drive device which acts on the first pair of vehicle wheels.
  • the third drive device and the first drive device are of different types, so that the first drive train is a hybrid drive train.
  • the first drive train can thus be designed with the advantages of a hybrid drive train known to those skilled in the art and can be designed in particular for low energy consumption and/or pollutant emissions.
  • the first drive device is an electric machine and the third Drive device an internal combustion engine or fuel cell.
  • the low pollutant emissions of the electric machine can be combined with a better range of an internal combustion engine.
  • the first drive train has an electric machine as a drive device
  • this can be operated as a generator in certain, in particular isolated, driving situations. This is done, for example, by means of recuperation and is accompanied by braking of the associated vehicle wheel pair or vehicle wheel, or the electric machine, if present, is driven by the other drive device in the first drive train in order to charge an energy storage device that is largely or completely discharged.
  • an energy store which can be charged by the second drive device, in particular by means of recuperation, and in particular provides traction energy for the first and/or second and/or third drive device.
  • the energy store which is preferably a battery, is associated with both drive trains, but not part of one of the two drive trains.
  • the energy obtained by recuperation can be used particularly advantageously to drive the motor vehicle by means of the first and/or third drive device.
  • a fourth drive device for driving the second drive device in generator operation is provided in the second drive train, the fourth drive device being in particular an internal combustion engine or a fuel cell.
  • the second drive device is operated as a generator by means of the fourth drive device in order to recharge the energy store, in particular while the first drive train is used continuously to drive the motor vehicle.
  • the second drive device can be decoupled from the second pair of vehicle wheels and is decoupled from the second pair of vehicle wheels for charging the energy store by means of the fourth drive device.
  • the drive device directly provides energy for operating the first drive device through its generator operation.
  • the first drive device is more powerful than the second drive device. This is particularly advantageous when the first drive device is the primary drive device and the second drive device is the secondary drive device and is designed primarily for recuperation.
  • the second drive device can then be designed to be small and inexpensive.
  • the task at hand is a method for operating an above-described drive device according to the first aspect of the invention, wherein in a first driving mode (a.) when acceleration is required, only the first and/or third drive device is used to drive the motor vehicle and (b. ) When braking is requested, the second drive device is used to decelerate the motor vehicle by means of recuperation.
  • driving mode is understood to mean that a control of the vehicle in this driving mode is set in such a way that the described assignment of the drive devices is implemented.
  • a driving mode may be momentarily selected from a set of driving modes and active while at another time it is not selected.
  • a driving mode can also be applied to the vehicle control and thus be active at any time and cannot be deactivated. It is also possible for several driving modes, which affect different areas of the vehicle settings, to be activated in parallel and independently of one another.
  • a driving mode is selected manually by an operator of the motor vehicle. For example, the operator can be offered several driving modes for free choice. Alternatively or additionally, the driving mode can also be selected by a vehicle controller.
  • an appropriate sensor system detects when a specific driving situation occurs and a corresponding driving mode is automatically selected. For example, the vehicle switches to an off-road driving mode when it detects that the driving surface changes from asphalt to gravel or the like. The vehicle continues to shift gears as an example into an energy-saving driving mode when it is detected to be in a traffic jam.
  • An “acceleration request” is understood to mean a request to increase the speed of the motor vehicle, in particular by means of a drive device or a plurality of drive devices.
  • a request for acceleration is manually requested by an operator, for example, by actuating a pedal or by increasing a set speed on a speed control device.
  • a pedal or by increasing a set speed on a speed control device.
  • Vehicle control requested such as by a particular adaptive
  • cruise control device a distance keeping system, an automatic parking assistant or a lane departure warning system.
  • a “brake request” is understood to mean a request to reduce the speed of the motor vehicle, in particular by means of a drive device or multiple drive devices and/or by means of a brake or multiple brakes.
  • a braking request is manually requested by an operator, for example, by actuating a pedal or by reducing a set speed on a speed control device.
  • a braking request is alternatively and/or additionally requested by a vehicle controller, for example by a particularly adaptive one
  • cruise control device cruise control device, distance control system, emergency braking assistant, automatic parking assistant or lane departure warning system.
  • the method according to the invention advantageously achieves that the first and/or third drive device can be designed for acceleration of the vehicle and the second drive device can be designed independently for recuperation without having to be designed for additional functions, or for additional functions to only have to be interpreted as secondary.
  • the task at hand is a method for operating an above-described drive device according to the first aspect of the invention, wherein in a first driving mode (a.) when an acceleration request is below a limit value, only the first and/or the third drive device is used to drive the motor vehicle, (b.) the first and/or third drive device and the second drive device are used together to drive the motor vehicle when an acceleration requirement is above a limit value and (c.) the second when there is a braking requirement Drive device is used for decelerating the motor vehicle by means of recuperation.
  • an acceleration request can be gradual and, depending on its strength, only calls up part of the maximum drive power of the drive devices provided for the drive.
  • the strength of the acceleration request is determined, for example when a user presses a pedal, as a function of the pedal position, with a pedal that is fully depressed corresponding to a maximum request.
  • a certain value of the level of requirement is then set as the "limit value", below which the variant a. of the method is executed and above which the variant b. of the procedure is carried out.
  • the limit value corresponds to a maximum requirement, which results in particular from a pedal kickdown.
  • Kickdown is understood to mean that the pedal has a mechanical barrier at the end of its adjustment path, which can only be overcome with noticeable resistance, with the pedal having a single further position beyond the barrier.
  • the strength of the acceleration request is then gradually dependent on the pedal position in the adjustment path before the kickdown and has only a single maximum value after the kickdown.
  • the second drive device is then switched on only when there is a maximum requirement.
  • the accumulated drive power of the first and/or third drive device and the second drive device can advantageously be made available when there is a correspondingly high acceleration requirement, while advantageously only the first and/or third drive device is used in the case of lower acceleration requirements is operated, in particular to save energy. In this way, one is perceived as particularly sporty Acceleration realized with a corresponding acceleration request, while the vehicle is comparatively economical on average.
  • the task at hand is a method for operating an above-described drive device according to the first aspect of the invention, wherein in a first driving mode (a.) when acceleration is required, the first and/or third drive device is used alone to drive the motor vehicle and (b.
  • the second drive device when there is a request for braking, is used to decelerate the motor vehicle by means of recuperation and in a second driving mode (a.) when there is a request for acceleration below a limit value, the first and/or third drive device is used alone to drive the motor vehicle, (b.) when an acceleration request is above a limit value, the first and/or third drive device and the second drive device are used jointly to drive the motor vehicle and (c.) when there is a braking request, the second drive device is used to decelerate the motor vehicle eugs is used by means of recuperation.
  • the fourth aspect of the invention corresponds to a combination of the second and third aspects of the invention.
  • an operator has the choice of which of these driving modes he prefers.
  • the provision of several driving modes also increases the variability of the motor vehicle and this can advantageously be more precisely adapted to a specific driving situation, which also applies to the additional driving modes explained below.
  • the first and/or third drive device and the second drive device are used jointly to drive the motor vehicle when there is a request for acceleration and (b.) when there is a request for braking the second drive device is used to decelerate the motor vehicle by means of recuperation.
  • all drive devices are advantageously permanently available, so that the entire accumulated power of all these drive devices can be called up at any time.
  • at least one drive device acts on each vehicle wheel or pair of vehicle wheels.
  • the first and/or second driving mode is a normal driving mode that is provided for everyday driving situations.
  • Everyday driving situations are understood to be driving in a city, on a country road or an expressway, in each case on, in particular, asphalted or comparable ground.
  • the expected speed in such everyday driving situations is between 0 and 200 km/h, for example, and there are acceleration and braking requirements at regular time intervals.
  • the third driving mode is a sport mode or an off-road driving mode.
  • a sport mode is a driving mode that is intended for a sporty driving style, for example on a public road or a racetrack.
  • the expected speed in a sport mode is between 0 and 300 km/h.
  • Off-road driving mode is understood to be a driving mode for driving situations on, for example, uneven, sandy, stony, muddy or wet ground, in which there are particularly high demands on the traction of the vehicle wheels.
  • the expected speed in such driving situations is, for example, between 0 and 100 km/h and there are acceleration and braking requests at short time intervals and, in particular, regular acceleration requests from a standstill or from very low speeds.
  • the fourth drive device drives the second drive device in generator mode in one of the driving modes.
  • the second drive device is driven by the fourth drive device when there is no braking request and driven by recuperation when a Braking request is present.
  • the fourth drive device can also additionally drive the second drive device during recuperation. In this way, a largely or completely discharged energy store can be charged by means of the fourth and the second drive device.
  • a fourth driving mode which is in particular an emergency mode
  • only the second drive device is used to drive the motor vehicle when acceleration is required.
  • a driving mode is used in particular when the first drive train is damaged or has failed, or when no energy is available for one or more drive devices of the first drive train.
  • the task at hand is achieved by a motor vehicle with an above-described drive device according to the first aspect of the invention, which is set up in particular to carry out a method according to one of the above-described second, third or fourth aspects of the invention.
  • the above statements apply accordingly to the motor vehicle.
  • the advantages described above can be achieved accordingly with the motor vehicle.
  • FIG. 1 shows a greatly simplified representation of a motor vehicle with a drive device according to the first aspect of the invention in a first view from below
  • FIG. 2 shows a greatly simplified representation of a motor vehicle with a drive device according to the first aspect of the invention in a second embodiment in a bottom view;
  • FIG. 3 shows a greatly simplified representation of a motor vehicle with a drive device according to the first aspect of the invention in a third aspect in a bottom view
  • FIG. 4 shows a highly simplified representation of a motor vehicle with a drive device according to the first aspect of the invention in a fourth aspect in a bottom view
  • FIG. 5 shows a greatly simplified representation of a motor vehicle with a drive device according to the first aspect of the invention in a fifth embodiment in a view from below;
  • FIG. 6 shows a highly simplified illustration of a motor vehicle with a drive device according to the first aspect of the invention in a sixth embodiment in a view from below;
  • the motor vehicle 1 according to the first embodiment in Figure 1 consists essentially of a body 2, in its floor area a first wheel shaft 3a with a first pair of vehicle wheels 4 consisting of a first vehicle wheel 4a and a second vehicle wheel 4b and a second wheel shaft 3b with a second pair of vehicle wheels 5 is arranged from a third vehicle wheel 5a and a fourth vehicle wheel 5b.
  • a first drive device 6a acts on the first wheel shaft 3a via a first gear 7a, the first drive device 6a, the first gear 7a and the first wheel shaft 3a together forming a first drive train 8a.
  • a second drive device 6b acts on the second wheel shaft 3b via a second gear 7b, the second drive device 6b, the second gear 7b and the second wheel shaft 3b together forming a second drive train 8b.
  • the first drive train 8a and the second drive train 8b together form a drive device 9.
  • the first drive device 6a is drivingly connected to the first gear 7a, the first gear 7a being drivingly connected to the first wheel shaft 3a.
  • the first wheel shaft 3a is in turn connected in a rotationally fixed manner to the first vehicle wheel 4a and the second vehicle wheel 4b.
  • By means of the first gear 7a is at least a first translation between first
  • Drive device 6a and the first wheel shaft 3a set or several switching positions with different translations can be selected.
  • the second drive device 6b is drivingly connected to the second gear 7b, the second gear 7b being drivingly connected to the second wheel shaft 3b.
  • the second wheel shaft 3b is in turn connected in a rotationally fixed manner to the third vehicle wheel 5a and the fourth vehicle wheel 5b.
  • the second gear 7b is at least a first translation between second Drive device 6b and second wheel shaft 3b set or several switching positions with different translations can be selected.
  • a switching position is also provided on the second transmission 7b, in which the second drive device 6b is decoupled from the second wheel shaft 3b.
  • the motor vehicle 1 according to the second embodiment in FIG. 2 consists of the same elements as the motor vehicle 1 in FIG. 1 in the area of the second drive train 8b and differs from it only in the design of the first drive train 8a.
  • the first drive train 8a consists of a first drive device 6a' for driving the first vehicle wheel 4a via a first gear 7a' and a second first drive device 6a" for driving the second vehicle wheel 4b via a second first gear 7a".
  • the first drive devices 6a', 6a" and the first gears 7a', 7a" of the first drive train 8a are mounted on a wheel axle 3c, which is not part of the first drive train 8a.
  • the first drive train 8a is then formed from the first first and the second first drive device 6a', 6a" and the first first and the second first transmission 7a', 7a".
  • first gears 7a', 7a By means of the first gears 7a', 7a", at least one first gear ratio is set between the first drive devices 6a', 6a" and the respective associated vehicle wheels 4a, 4b, or several shift positions with different gear ratios can be selected.
  • the motor vehicle 1 according to the third embodiment in FIG. 3 consists of the same elements as the motor vehicle 1 in FIG. 1 in the area of the second drive train 8b and differs from it only in the design of the first drive train 8a.
  • a third drive device 6c acts on the first transmission 7a.
  • the first drive device 6a and the third drive device 6c are in particular of different types. At least a first gear ratio between the first drive device 6a, the third drive device 6c and the first wheel shaft 3a is set by means of the first gear 7a, or several shift positions with different gear ratios can be selected.
  • the first transmission 7a has switching positions in which only the first drive device 6a, only the third drive device 6c or the first and the third drive devices 6a, 6c act together on the first wheel shaft 3a.
  • the first transmission 7a also has a switching position in which the third drive device 6c is drivingly effective with the first drive device 6a is connected, but neither of the two drive devices 6a, 6c is connected to the wheel shaft 3a, so that a drive device 6a, 6c can drive the other drive device 6c, 6a in a generator mode for charging an energy store.
  • the motor vehicle 1 according to the fourth embodiment in FIG. 4 consists of the same elements as the motor vehicle 1 in FIG. 1 in the area of the first drive train 8a and differs therefrom only in the design of the second drive train 8b.
  • a fourth drive device 6d is provided in the second drive train 8b and can be connected to the second drive device 6b via a clutch 10 .
  • the second drive device 6b and the fourth drive device 6d are in particular of different types. When the clutch 10 is closed, the fourth drive device 6d is connected to the second drive device 6b and can drive it in generator mode for charging an energy storage device. In an open position of the clutch 10, the fourth drive device 6d is not connected to the second drive device 6b.
  • the second gear 7b corresponds to the second gear 7b in the above-described embodiments according to FIGS. 1, 2 and 3 and has a switching position in which the second drive device 6b is decoupled from the second wheel shaft 3b.
  • the second drive train 8b then consists of the fourth drive device 6d, the clutch 10, the second drive device 6b, the second gear 7b and the second wheel shaft 3b.
  • the motor vehicle 1 according to the fifth embodiment in Figure 5 consists of a first drive train 8a according to the third embodiment in Figure 3 and a second drive train 8b according to the fourth embodiment in Figure 4.
  • the drive trains 8a, 8b and vehicle wheel pairs 4, 5 are getting better Overview dispensed with a repetition of the reference numerals.
  • an energy store 11 in the form of a battery, which is connected to the first drive device 6a and the second drive device 6b by means of electrical lines 12a, 12b.
  • the first drive device 6a is an electric machine.
  • the energy store 11 can also be connected to the third drive device 6c if this is also an electric machine, which is not shown in FIG.
  • the energy store 11 can be charged in particular via the second drive device 6b by means of recuperation or by being driven by means of the fourth drive device 6d.
  • the energy store 11 is also in a corresponding embodiment can also be charged by means of the first drive device 6a by means of recuperation or by being driven by means of the third drive device 6c.
  • the energy store 11 provides traction energy for at least one of the first and/or second and/or third drive device 6a, 6b, 6c.
  • a control unit 13 which is connected to the first, the second, the third and the fourth drive device 6a, 6b, 6c, 6d via signal lines 14a, 14b, 14c, 14d.
  • the drive devices 6a, 6b, 6c, 6d can be controlled by means of the control unit 13 according to the set driving modes and according to a driving request, in particular an acceleration or braking request.
  • the control unit 13 can also, but not shown, also be connected to the first and second gears 7a, 7b and in these shift positions according to driving modes and driving requirements and according to the speeds of the drive devices 6a, 6b, 6c, 6d and vehicle wheels 4a, 4b, 5a , 5b control.
  • the motor vehicle 1 according to the sixth embodiment in Figure 6 consists of a first drive train 8a according to the second embodiment in Figure 2 and a second drive train 8b according to the fourth embodiment in Figure 4.
  • the drive trains 8a, 8b and vehicle wheel pairs 4, 5 are getting better Overview dispensed with a repetition of the reference numerals.
  • an energy store 11 corresponding to the fifth embodiment in Figure 5 in the form of a battery, which is connected by means of electrical lines 12a', 12a", 12b to the first first drive device 6a', the second first drive device 6a" and the second drive device 6b is and this supplied according to the fifth embodiment in Figure 5 with traction energy and / or is charged by this.
  • FIG. 6 Also shown in FIG. 6 is a control unit 13 corresponding to the fifth embodiment in FIG. , 6b, 6d is connected and controls it according to the fifth embodiment in FIG.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un dispositif d'entraînement (9) pour un véhicule automobile (1) ayant une première paire de roues de véhicule (4) et une seconde paire de roues de véhicule (5), comprenant un premier train d'entraînement (8a) avec un premier dispositif d'entraînement (6a) agissant sur la première paire de roues de véhicule (4), en particulier deux premiers dispositifs d'entraînement (6a', 6a'') agissant dans chaque cas sur une seule roue (4a, 4b) de la première paire de roues de véhicule (4), et un second train d'entraînement (8b) doté d'un second dispositif d'entraînement (6b) agissant sur la seconde paire de roues de véhicule (5), le second dispositif d'entraînement (6b) étant une machine électrique régénérative.
PCT/EP2021/071195 2021-02-19 2021-07-28 Dispositif d'entraînement pour véhicule automobile, procédé d'actionnement dudit dispositif d'entraînement, et véhicule automobile WO2022174938A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP21751569.1A EP4294654A1 (fr) 2021-02-19 2021-07-28 Dispositif d'entraînement pour véhicule automobile, procédé d'actionnement dudit dispositif d'entraînement, et véhicule automobile

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021104032.9 2021-02-19
DE102021104032 2021-02-19

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WO2022174938A1 true WO2022174938A1 (fr) 2022-08-25

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PCT/EP2021/071195 WO2022174938A1 (fr) 2021-02-19 2021-07-28 Dispositif d'entraînement pour véhicule automobile, procédé d'actionnement dudit dispositif d'entraînement, et véhicule automobile

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EP (1) EP4294654A1 (fr)
WO (1) WO2022174938A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6484833B1 (en) * 2000-03-17 2002-11-26 General Motors Corporation Apparatus and method for maintaining state of charge in vehicle operations
DE102010015423A1 (de) * 2010-04-19 2011-10-20 Audi Ag Antriebsvorrichtung für ein allradgetriebenes Fahrzeug
DE102010017966A1 (de) * 2010-04-23 2011-10-27 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Fahrzeug mit elektrischem Antrieb
WO2014033569A1 (fr) * 2012-08-31 2014-03-06 Automobili Lamborghini S.P.A. Agencement d'entraînement destiné à un véhicule doté d'un moteur d'entraînement hybride

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6484833B1 (en) * 2000-03-17 2002-11-26 General Motors Corporation Apparatus and method for maintaining state of charge in vehicle operations
DE102010015423A1 (de) * 2010-04-19 2011-10-20 Audi Ag Antriebsvorrichtung für ein allradgetriebenes Fahrzeug
DE102010017966A1 (de) * 2010-04-23 2011-10-27 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Fahrzeug mit elektrischem Antrieb
WO2014033569A1 (fr) * 2012-08-31 2014-03-06 Automobili Lamborghini S.P.A. Agencement d'entraînement destiné à un véhicule doté d'un moteur d'entraînement hybride

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