WO2022218653A1 - Control device for operating an all-wheel road vehicle - Google Patents

Control device for operating an all-wheel road vehicle Download PDF

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Publication number
WO2022218653A1
WO2022218653A1 PCT/EP2022/057397 EP2022057397W WO2022218653A1 WO 2022218653 A1 WO2022218653 A1 WO 2022218653A1 EP 2022057397 W EP2022057397 W EP 2022057397W WO 2022218653 A1 WO2022218653 A1 WO 2022218653A1
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Prior art keywords
motor
electric motor
control unit
electric
axle
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PCT/EP2022/057397
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German (de)
French (fr)
Inventor
Markus Nussbaumer
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Bayerische Motoren Werke Aktiengesellschaft
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Publication of WO2022218653A1 publication Critical patent/WO2022218653A1/en

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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2260/26—Transition between different drive modes
    • 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

Definitions

  • Control device for operating a road-coupled four-wheel drive vehicle
  • the invention relates to a control device for operating a road-coupled four-wheel drive vehicle with at least one electronic control unit, with a first electric drive motor assigned to a primary axle (e.g. rear axle) and with a second electric drive motor assigned to a secondary axle (e.g. front axle).
  • a primary axle e.g. rear axle
  • a second electric drive motor assigned to a secondary axle (e.g. front axle).
  • a road-coupled hybrid vehicle with two different drive units on the respective axle is known from DE 102014200427 A1, for example.
  • the different drive units in particular an internal combustion engine and an electric drive motor, have different dynamic properties; i.e. the target torques on the individual axes cannot be set at the same speed.
  • the electronic control known from DE 10 2014200 427 A1 deals in particular with the problems of these different drive units.
  • Such road-coupled four-wheel drive vehicles are also called “axle-split" vehicles designated.
  • Such four-wheel drive vehicles are usually operated in a first operating mode (preferably an efficiency-optimized drive mode) with the primary motor alone and are in a second operating mode (preferably a performance-optimized drive mode) in which the secondary motor can be switched on and off automatically, also as a four-wheel drive vehicle with both Drive motors operable.
  • the "electric drive motor” (also known as “electric machine”) is called “electric motor” for short and the “drive torque” is also called “torque” for short.
  • the application deals with different strategies for automatically switching the electric secondary motor on and off when there is also an electric primary motor.
  • driving stability-oriented driving with a drive torque distribution to the axles to increase traction is usually placed in the foreground.
  • the present invention relates to a control device for operating a road-coupled four-wheel drive vehicle with at least one electronic control unit, with a first electric drive motor assigned to a primary axle and with a second electric drive motor assigned to a secondary axle, the first electric motor being designed for a higher output or for a greater maximum drive torque as the second electric motor.
  • the control unit contains an efficiency functional module such that when there is a low-load requirement, the second electric motor, which is basically operated as a secondary motor, especially for medium and higher load requirements, is temporarily operated alone as the primary motor.
  • the first electric motor when there is a transition from the low-load requirement to a high-load requirement, the first electric motor is initially also operated as a secondary motor.
  • the second electric motor could also be switched off and the first electric motor could again be operated solely as the primary motor.
  • the first electric motor is preferably initially also operated as a secondary motor until the second electric motor is conveniently switched off, and then the first electric motor is again operated solely as the primary motor.
  • the invention is based on the following considerations:
  • the basic idea is a particularly efficient all-wheel drive strategy for electrified vehicles with two electric drive motors, a first electric (drive) motor on a primary axle and a second electric (drive) motor on a secondary axle.
  • the first electric motor is designed for a greater drive power than the second electric motor.
  • the axle that is preferably driven in single-axle operation is referred to as the primary axle.
  • high-load operating points have better efficiency than low-load ones (e.g. city operation).
  • BEV electric vehicle
  • multi-speed transmissions and transmissions with a so-called "decoupling" function are currently being investigated, which are intended to shift the load point in ferry operation to an efficient range of the electric motor.
  • the aim of the invention is to operate the electric motors as efficiently as possible in the medium to high load and speed range.
  • the following four-wheel drive configuration is preferably used as a basis:
  • Secondary drive axle four-wheel axle (preferably front axle), drive power/torque approx. 30% of the traction axle
  • - primary drive axle traction axle (preferably rear axle), drive power/torque defined by vehicle positioning.
  • the first electric motor of the primary axle is designed for a greater drive power than the second electric motor of the secondary axle.
  • the operating strategy is selected according to the invention by appropriate design (eg software programming) of an electronic control unit so that the load points from the driving profile (particularly depending on the driver's wishes) are efficiently distributed to the drive axles, i.e. in such a way that the drive axles (primary and secondary axles) are used depending on the load requirements (of the vehicle or the driver).
  • Low-load requirements are efficiently served by the "smaller” dimensioned secondary axle alone, which is then in the efficient high-load range.
  • the "larger" dimensioned primary axis is only added or takes over on its own in the case of high load requirements.
  • the secondary axle is temporarily defined as the primary axle in an unusual way when the load requirement is low.
  • the individual drive axles are coupled only by appropriate software in at least one electronic drive control unit. There is no coupling via a longitudinal clutch in a transfer case as in conventional all-wheel drive vehicles.
  • FIG. 1 shows a schematic representation of a road-coupled electric all-wheel drive vehicle according to the invention with the components and essential for the efficiency function according to the invention
  • FIG. 2 shows a diagram for an exemplary embodiment of the efficiency function according to the invention.
  • a so-called road-coupled all-wheel drive vehicle is shown with a first electric motor 1, at least basically as the primary motor, which acts as a drive motor, for example on the flinter axle, and with a second electric motor 2, at least basically as a secondary motor, which acts as a drive motor on the front axle.
  • the first electric motor 1 at least basically as the primary motor, which acts as a drive motor, for example on the flinter axle
  • a second electric motor 2 at least basically as a secondary motor, which acts as a drive motor on the front axle.
  • the primary motor 1 can have its own mechatronically connected sub-control unit 4 and the secondary motor 2 can have its own mechatronically connected sub-control unit 5. Both sub-control units 4 and 5 are connected to a central electronic control unit 3 .
  • a method for controlling the operation of the electric four-wheel drive vehicle is carried out by the central electronic control unit 3, which has corresponding programmable function modules and connections to the required sensors, actuators and/or to the sub-control units 4 and 5.
  • the control unit 3 receives, for example, the position of an accelerator pedal as an input signal corresponding to the driver's request FP and thus as a load request signal.
  • an efficiency function module 6 is contained in the control unit 3, for example in the form of a software program (computer program product), the design and functioning of which is explained using the exemplary embodiment in Fig.
  • the control unit 3 is configured in particular by a programmed efficiency function module 6 in such a way that when there is a low-load requirement NL, the second electric motor 2 is temporarily exceptionally operated as the primary motor alone (see torque M_2 of the second electric motor 2) for the time t below the time tO.
  • Fig. 2 shows that when there is a transition from the low-load requirement NL to a high-load requirement HL at the time tO, first the first electric motor 1 is also operated briefly as a secondary motor for a comfortable transition, then the second electric motor 2 is switched off and the first electric motor 1 alone again is operated as the primary motor (see torque M_1 of the second electric motor 1).
  • the transition from the low-load requirement NL to a high-load requirement NL is recognized in particular when a predefined threshold value S for the driver's request FP is exceeded.
  • the threshold value S is preferably defined in such a way that a torque M_2 to be provided solely by the electric motor 2 is below the maximum possible torque M_max_2 of the electric motor 2 .

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

The invention relates to a control device for operating an all-wheel road vehicle, comprising at least one electronic control unit, a first electric drive motor assigned to a primary axle, and a second electric drive motor assigned to a secondary axle, the first electric motor being designed for a greater maximum drive torque than the second electric motor. The control unit includes an efficiency functional module such that when the load requirement is low, the second electric motor, which is generally operated as the secondary motor in particular for medium and higher load requirements, is temporarily operated on its own as the primary motor.

Description

Steuervorrichtung zum Betrieb eines straßengekoppelten Allradfahrzeuges Control device for operating a road-coupled four-wheel drive vehicle
Die Erfindung bezieht sich auf eine Steuervorrichtung zum Betrieb eines straßengekoppelten Allradfahrzeuges mit mindestens einer elektronischen Steuereinheit, mit einem einer Primärachse (z. B. Hinterachse) zugeordneten ersten Elektroantriebsmotor und mit einem einer Sekundärachse (z. B. Vorderachse) zugeordneten zweiten Elektroantriebsmotor. The invention relates to a control device for operating a road-coupled four-wheel drive vehicle with at least one electronic control unit, with a first electric drive motor assigned to a primary axle (e.g. rear axle) and with a second electric drive motor assigned to a secondary axle (e.g. front axle).
Beispielsweise aus der DE 102014200427 A1 ist ein straßengekoppeltes Hybridfahrzeug mit zwei unterschiedlichen Antriebseinheiten auf der jeweiligen Achse bekannt. Die unterschiedlichen Antriebseinheiten, insbesondere ein Verbrennungsmotor und ein Elektroantriebsmotor, weisen unterschiedliche Dynamikeigenschaften auf; d.h. die Soll-Momente an den einzelnen Achsen sind nicht gleich schnell einstellbar. Die aus der DE 10 2014200 427 A1 bekannte elektronische Steuerung geht insbesondere auf Probleme dieser unterschiedlichen Antriebseinheiten ein. A road-coupled hybrid vehicle with two different drive units on the respective axle is known from DE 102014200427 A1, for example. The different drive units, in particular an internal combustion engine and an electric drive motor, have different dynamic properties; i.e. the target torques on the individual axes cannot be set at the same speed. The electronic control known from DE 10 2014200 427 A1 deals in particular with the problems of these different drive units.
Bei einem sogenannten straßengekoppelten Allradfahrzeug sind der Primär- und der Sekundärmotor nicht über eine Kupplung, sondern lediglich über die Räder durch die Straße antriebsbezogen gekoppelt. Derartige straßengekoppelte Allradfahrzeuge werden auch als „Axle-Split“-Fahrzeuge bezeichnet. Derartige Allradfahrzeuge werden üblicherweise in einem ersten Betriebsmodus (vorzugsweise einem effizienzoptimierten Antriebsmodus) mit dem Primärmotor allein betrieben und sind in einem zweiten Betriebsmodus (vorzugsweise einem leistungsoptimierten Antriebs-Modus), bei dem der Sekundärmotor automatisch zu- und abschaltbar ist, auch als Allradfahrzeug mit beiden Antriebsmotoren betreibbar. In a so-called road-coupled four-wheel drive vehicle, the primary and secondary motors are not coupled in a drive-related manner via a clutch, but only via the wheels through the road. Such road-coupled four-wheel drive vehicles are also called "axle-split" vehicles designated. Such four-wheel drive vehicles are usually operated in a first operating mode (preferably an efficiency-optimized drive mode) with the primary motor alone and are in a second operating mode (preferably a performance-optimized drive mode) in which the secondary motor can be switched on and off automatically, also as a four-wheel drive vehicle with both Drive motors operable.
Im Folgenden wird der „Elektroantriebsmotor“ (auch als „Elektromaschine“ bekannt) kurz „Elektromotor“ und das „Antriebsdrehmoment“ auch kurz „Moment“ genannt. In the following, the "electric drive motor" (also known as "electric machine") is called "electric motor" for short and the "drive torque" is also called "torque" for short.
Es ist Aufgabe der Erfindung, ein Allradfahrzeug eingangs genannter Art im Hinblick auf die Effizienz zu verbessern. It is the object of the invention to improve an all-wheel drive vehicle of the type mentioned at the outset with regard to efficiency.
Diese Aufgabe wird erfindungsgemäß durch die Gegenstände der unabhängigen Patentansprüche gelöst. Abhängige Patentansprüche sind vorteilhafte Weiterbildungen der Erfindung. According to the invention, this object is achieved by the subject matter of the independent patent claims. Dependent claims are advantageous developments of the invention.
Die Anmeldung beschäftigt sich mit unterschiedlichen Strategien zum automatischen Zu- und Abschalten des elektrischen Sekundärmotors bei Vorhandensein eines ebenfalls elektrischen Primärmotors. Beim Stand der Technik wird dabei üblicherweise fahrstabilitätsorientiertes Fahren mit einer Antriebsmomentverteilung auf die Achsen zur Traktionserhöhung in den Vordergrund gestellt. The application deals with different strategies for automatically switching the electric secondary motor on and off when there is also an electric primary motor. In the prior art, driving stability-oriented driving with a drive torque distribution to the axles to increase traction is usually placed in the foreground.
Die vorliegende Erfindung betrifft eine Steuervorrichtung zum Betrieb eines straßengekoppelten Allradfahrzeuges mit mindestens einer elektronischen Steuereinheit, mit einem einer Primärachse zugeordneten ersten Elektroantriebsmotor und mit einem einer Sekundärachse zugeordneten zweiten Elektroantriebsmotor, wobei der erste Elektromotor für eine höhere Leistung bzw. für ein größeres maximales Antriebsmoment ausgelegt ist als der zweite Elektromotor. Die Steuereinheit enthält ein Effizienz- Funktionsmodul dergestalt, dass bei Vorliegen einer Niedriglastanforderung der zweite Elektromotor, der grundsätzlich insbesondere bei mittleren und höheren Lastanforderungen als Sekundärmotor betrieben wird, vorübergehend als Primärmotor allein betrieben wird. The present invention relates to a control device for operating a road-coupled four-wheel drive vehicle with at least one electronic control unit, with a first electric drive motor assigned to a primary axle and with a second electric drive motor assigned to a secondary axle, the first electric motor being designed for a higher output or for a greater maximum drive torque as the second electric motor. The control unit contains an efficiency functional module such that when there is a low-load requirement, the second electric motor, which is basically operated as a secondary motor, especially for medium and higher load requirements, is temporarily operated alone as the primary motor.
Vorzugsweise wird bei einem Übergang von der Niedriglastanforderung in eine Hochlastanforderung zunächst der erste Elektromotor zusätzlich als Sekundärmotor betrieben wird. Alternativ könnte auch der zweite Elektromotor abgeschaltet werden und der erste Elektromotor wieder allein als Primärmotor betrieben werden. Dies könnte jedoch zu Komforteinbußen führen. Daher wird vorzugsweise zunächst der erste Elektromotor zusätzlich als Sekundärmotor betrieben, bis der zweite Elektromotor komfortabel abgeschaltet ist, und danach der erste Elektromotor wieder allein als Primärmotor betrieben. Preferably, when there is a transition from the low-load requirement to a high-load requirement, the first electric motor is initially also operated as a secondary motor. Alternatively, the second electric motor could also be switched off and the first electric motor could again be operated solely as the primary motor. However, this could lead to a loss of comfort. Therefore, the first electric motor is preferably initially also operated as a secondary motor until the second electric motor is conveniently switched off, and then the first electric motor is again operated solely as the primary motor.
Der Erfindung liegen folgende Überlegungen zugrunde: The invention is based on the following considerations:
Die Grundidee ist eine besonders effiziente Allrad-Antriebsstrategie für elektrifizierte Fahrzeuge mit zwei Elektroantriebsmotoren, einem ersten Elektro(antriebs)motor auf einer Primärachse und einem zweiten Elektro(antriebs)motor auf einer Sekundärachse. Der erste Elektromotor ist dabei für eine größere Antriebsleistung ausgelegt als der zweite Elektromotor. The basic idea is a particularly efficient all-wheel drive strategy for electrified vehicles with two electric drive motors, a first electric (drive) motor on a primary axle and a second electric (drive) motor on a secondary axle. The first electric motor is designed for a greater drive power than the second electric motor.
Üblicherweise wird es bisher als sinnvoll angesehen, bei elektrifizierten Allradfahrzeugen möglichst lange im Einachs-Betrieb mit dem leistungsstärkeren ersten Elektromotor zu fahren. Die im vorzugsweise Einachs-Betrieb angetriebene Achse wird als Primärachse bezeichnet. Im Zuge von Effizienzbetrachtungen bei elektrischen Antrieben zeigt sich, dass hochlastige Betriebspunkte eine bessere Effizienz aufweisen, als niedriglastige (z.B. Stadtbetrieb). Um die Betriebspunkte eines Elektrofahrzeugs („BEV“) in den effizienten Bereich der Elektromotoren zu verschieben, werden aktuell Mehrganggetriebe und Getriebe mit sogenannter „Decoupling“-Funktion untersucht, die den Lastpunkt im Fährbetrieb in einen effizienten Bereich des Elektromotors verschieben sollen. Up to now, it has usually been considered sensible to drive electrified all-wheel drive vehicles in single-axle operation for as long as possible with the more powerful first electric motor. The axle that is preferably driven in single-axle operation is referred to as the primary axle. In the course of efficiency considerations for electric drives, it has been shown that high-load operating points have better efficiency than low-load ones (e.g. city operation). In order to shift the operating points of an electric vehicle ("BEV") to the efficient range of the electric motor, multi-speed transmissions and transmissions with a so-called "decoupling" function are currently being investigated, which are intended to shift the load point in ferry operation to an efficient range of the electric motor.
Bei Allradanwendungen mit einer Primär(antriebs)achse und mit einer Sekundär(antriebs)achse (Allradachse) sind Entkopplungseinheiten in Diskussion, die den elektrischen Antrieb im Niederlastbereich komplett entkoppeln. For all-wheel drive applications with a primary (drive) axle and a secondary (drive) axle (all-wheel drive axle), decoupling units are being discussed that completely decouple the electric drive in the low-load range.
Ziel der Erfindung ist ein möglichst effizienter Betrieb der Elektromotoren im mittleren bis hohen Last- und Drehzahlbereich. The aim of the invention is to operate the electric motors as efficiently as possible in the medium to high load and speed range.
Folgende Allrad-Antriebskonfiguration wird dabei bevorzugt zugrunde gelegt: The following four-wheel drive configuration is preferably used as a basis:
- sekundäre Antriebsachse = Allradachse (bevorzugt Vorderachse), Antriebsleistung/Moment ca. 30% der Traktionsachse - Secondary drive axle = four-wheel axle (preferably front axle), drive power/torque approx. 30% of the traction axle
- primäre Antriebsachse = Traktionsachse (bevorzugt Hinterachse), Antriebsleistung/Moment definiert durch Fahrzeugpositionierung. - primary drive axle = traction axle (preferably rear axle), drive power/torque defined by vehicle positioning.
Mit anderen Worten ist der erste Elektromotor der Primärachse für eine größere Antriebsleistung ausgelegt als der zweite Elektromotor der Sekundärachse. In other words, the first electric motor of the primary axle is designed for a greater drive power than the second electric motor of the secondary axle.
Die Betriebsstrategie wird durch entsprechende Ausgestaltung (z.B. Software-Programmierung) einer elektronischen Steuereinheit erfindungsgemäß so gewählt, dass die Lastpunkte aus dem Fahrprofil (insbesondere abhängig vom Fahrerwusch) effizient auf die Antriebsachsen verteilt werden, also derart, dass der Einsatz der Antriebsachsen (Primär- und Sekundärachse) abhängig von den Lastanforderungen (des Fahrzeugs bzw. des Fahrers) erfolgt. Niederlastanforderungen werden effizient von der "kleiner" dimensionierten Sekundärachse allein bedient, die sich dann im effizienten Hochlastbereich befindet. Erst bei Hochlastanforderungen kommt die „größer“ dimensionierte Primär-Achse dazu oder übernimmt alleine. Anders ausgedrückt wird sozusagen die Sekundär-Achse bei niedriger Lastanforderung in unüblicherWeise vorübergehend als Primärachse definiert. The operating strategy is selected according to the invention by appropriate design (eg software programming) of an electronic control unit so that the load points from the driving profile (particularly depending on the driver's wishes) are efficiently distributed to the drive axles, i.e. in such a way that the drive axles (primary and secondary axles) are used depending on the load requirements (of the vehicle or the driver). Low-load requirements are efficiently served by the "smaller" dimensioned secondary axle alone, which is then in the efficient high-load range. The "larger" dimensioned primary axis is only added or takes over on its own in the case of high load requirements. In other words, the secondary axle is temporarily defined as the primary axle in an unusual way when the load requirement is low.
Im Unterschied dazu nutzen bekannte Betriebsstrategien immer die Primär- Achse und schalten nur bei Allradanforderung die Sekundär-Achse dazu. Im Niederlastbereich wird die Primär-Achse in einem ineffizienten Bereich betrieben. Durch die Erfindung kann auch auf eine Entkopplungseinheit in der Sekundärachse verzichtet werden, da diese dann keinen weiteren Effizienzgewinn bringt. In contrast to this, known operating strategies always use the primary axle and only switch on the secondary axle when all-wheel drive is required. In the low-load range, the primary axle is operated in an inefficient range. The invention also makes it possible to dispense with a decoupling unit in the secondary axle, since this then brings no further gain in efficiency.
Die einzelnen Antriebsachsen (Primärachse mit Primärmotor und Sekundärachse mit Sekundärmotor) sind nur durch entsprechende Software in mindestens einem elektronischen Antriebs-Steuergerät gekoppelt. Eine Kopplung über eine Längskupplung in einem Verteilergetriebe wie bei konventionellen Allradfahrzeugen ist nicht vorhanden. The individual drive axles (primary axle with primary motor and secondary axle with secondary motor) are coupled only by appropriate software in at least one electronic drive control unit. There is no coupling via a longitudinal clutch in a transfer case as in conventional all-wheel drive vehicles.
Durch die Erfindung erhält nun nicht mehr nur das Stellen des Gesamtmomentes die höchste Priorität, sondern es wird auch die optimale Verteilung der Achsdrehmomente bezogen auf Effizienz und Leistung vorgenommen. As a result of the invention, it is no longer only the setting of the total torque that has the highest priority, but the optimum distribution of the axle torques in relation to efficiency and power is also carried out.
Details der Erfindung werden im folgenden Ausführungsbeispiel anhand der Zeichnung näher erläutert. Es zeigt Fig. 1 eine schematische Darstellung eines erfindungsgemäßen straßengekoppelten Elektro-Allrad-Fahrzeuges mit den für die erfindungsgemäße Effizienz-Funktion wesentlichen Komponenten und Details of the invention are explained in more detail in the following exemplary embodiment with reference to the drawing. It shows 1 shows a schematic representation of a road-coupled electric all-wheel drive vehicle according to the invention with the components and essential for the efficiency function according to the invention
Fig. 2 ein Diagramm für ein Ausführungsbeispiel der erfindungsgemäßen Effizienz-Funktion. 2 shows a diagram for an exemplary embodiment of the efficiency function according to the invention.
In Fig. 1 ist ein sogenanntes straßengekoppeltes Allradfahrzeug mit einem ersten Elektromotor 1 zumindest grundsätzlich als Primärmotor, der als Antriebsmotor beispielsweise auf die Flinterachse wirkt, und mit einem zweiten Elektromotor 2 zumindest grundsätzlich als Sekundärmotor, der als Antriebsmotor auf die Vorderachse wirkt, dargestellt. Der erste ElektromotorIn Fig. 1 a so-called road-coupled all-wheel drive vehicle is shown with a first electric motor 1, at least basically as the primary motor, which acts as a drive motor, for example on the flinter axle, and with a second electric motor 2, at least basically as a secondary motor, which acts as a drive motor on the front axle. The first electric motor
1 ist für ein größeres maximal mögliches Antriebsmoment M_max_1 bzw. für eine größere Antriebsleistung ausgelegt als der zweite Elektromotor 2. Der Primärmotor 1 kann eine eigene mechatronisch angebundene Teilsteuereinheit 4 und der Sekundärmotor 2 kann eine eigene mechatronisch angebundene Teilsteuereinheit 5 aufweisen. Beide Teilsteuereinheiten 4 und 5 sind mit einer zentralen elektronischen Steuereinheit 3 verbunden. 1 is designed for a greater maximum possible drive torque M_max_1 or for a greater drive power than the second electric motor 2. The primary motor 1 can have its own mechatronically connected sub-control unit 4 and the secondary motor 2 can have its own mechatronically connected sub-control unit 5. Both sub-control units 4 and 5 are connected to a central electronic control unit 3 .
Ein Verfahren zur Steuerung des Betriebs des Elektro-Allradfahrzeuges wird durch die zentrale elektronische Steuereinheit 3 durchgeführt, die entsprechende programmierbare Funktionsmodule sowie Verbindungen zu den erforderlichen Sensoren, Aktuatoren und/oderzu den Teilsteuereinheiten 4 und 5 aufweist. Die Steuereinheit 3 erhält beispielsweise die Stellung eines Fahrpedals als ein dem Fahrerwunsch FP entsprechendes Eingangssignal und somit als Lastanforderungssignal. Erfindungsgemäß ist in der Steuereinheit 3 ein Effizienz-Funktionsmodul 6 beispielsweise in Form eines Software-Programms (Computerprogramm-Produkt) enthalten, auf dessen Ausgestaltung und Funktionsweise anhand des Ausführungsbeispiels in Fig. A method for controlling the operation of the electric four-wheel drive vehicle is carried out by the central electronic control unit 3, which has corresponding programmable function modules and connections to the required sensors, actuators and/or to the sub-control units 4 and 5. The control unit 3 receives, for example, the position of an accelerator pedal as an input signal corresponding to the driver's request FP and thus as a load request signal. According to the invention, an efficiency function module 6 is contained in the control unit 3, for example in the form of a software program (computer program product), the design and functioning of which is explained using the exemplary embodiment in Fig.
2 näher eingegangen wird: Die Steuereinheit 3 ist insbesondere durch ein programmiertes Effizienz- Funktionsmodul 6 derart ausgestaltet, dass bei Vorliegen einer Niedriglastanforderung NL der zweite Elektromotor 2 vorübergehend ausnahmsweise als Primärmotor allein betrieben wird (siehe Moment M_2 des zweiten Elektromotors 2) für die Zeit t unterhalb des Zeitpunktes tO.2 is discussed in more detail: The control unit 3 is configured in particular by a programmed efficiency function module 6 in such a way that when there is a low-load requirement NL, the second electric motor 2 is temporarily exceptionally operated as the primary motor alone (see torque M_2 of the second electric motor 2) for the time t below the time tO.
Fig. 2 zeigt, dass bei einem Übergang von der Niedriglastanforderung NL in eine Hochlastanforderung HL zum Zeitpunkt tO zunächst der erste Elektromotor 1 für einen komfortablen Übergang kurzzeitig zusätzlich als Sekundärmotor betrieben wird, dann der zweite Elektromotor 2 abgeschaltet wird und der erste Elektromotor 1 wieder allein als Primärmotor betrieben wird (siehe Moment M_1 des zweiten Elektromotors 1). Fig. 2 shows that when there is a transition from the low-load requirement NL to a high-load requirement HL at the time tO, first the first electric motor 1 is also operated briefly as a secondary motor for a comfortable transition, then the second electric motor 2 is switched off and the first electric motor 1 alone again is operated as the primary motor (see torque M_1 of the second electric motor 1).
Der Übergang von der Niedriglastanforderung NL in eine Hochlastanforderung NL wird insbesondere bei Überschreiten eines vorgegebenen Schwellwertes S für den Fahrerwunsch FP erkannt. Der Schwellwert S ist dabei vorzugsweise derart definiert, dass ein durch den Elektromotor 2 allein zu stellendes Moment M_2 unterhalb dem maximal möglichen Moment M_max_2 des Elektromotors 2 liegt. The transition from the low-load requirement NL to a high-load requirement NL is recognized in particular when a predefined threshold value S for the driver's request FP is exceeded. The threshold value S is preferably defined in such a way that a torque M_2 to be provided solely by the electric motor 2 is below the maximum possible torque M_max_2 of the electric motor 2 .

Claims

Patentansprüche patent claims
1. Steuervorrichtung zum Betrieb eines straßengekoppelten Allradfahrzeuges mit mindestens einer elektronischen Steuereinheit (3), mit einem einer Primärachse zugeordneten ersten Elektroantriebsmotor (1) und mit einem einer Sekundärachse zugeordneten zweiten Elektroantriebsmotor (2), wobei der erste Elektromotor (1 ) für ein größeres Antriebsmoment (M_max_1) ausgelegt ist als der zweite Elektromotor (2) und wobei die Steuereinheit (3) ein Effizienz- Funktionsmodul (6) dergestalt enthält, dass bei Vorliegen einer Niedriglastanforderung (NL) der zweite Elektromotor (2) vorübergehend als Primärmotor allein betrieben wird. 1. Control device for operating a road-coupled four-wheel drive vehicle with at least one electronic control unit (3), with a primary axle assigned to a first electric drive motor (1) and a secondary axle assigned to a second electric drive motor (2), the first electric motor (1) for a larger drive torque (M_max_1) is designed as the second electric motor (2) and the control unit (3) contains an efficiency function module (6) such that when there is a low-load requirement (NL), the second electric motor (2) is temporarily operated alone as the primary motor.
2. Steuervorrichtung nach Patentanspruch 1 , dadurch gekennzeichnet, dass die Steuereinheit (3) weiterhin derart ausgestaltet ist, dass bei einem Übergang von der Niedriglastanforderung (NL) in eine Hochlastanforderung (HL) zunächst der erste Elektromotor (1) zusätzlich als Sekundärmotor betrieben wird. 2. Control device according to Patent Claim 1, characterized in that the control unit (3) is also designed such that when there is a transition from the low-load requirement (NL) to a high-load requirement (HL), the first electric motor (1) is initially also operated as a secondary motor.
3. Steuervorrichtung nach einem der vorangegangenen Patentansprüche, dadurch gekennzeichnet, dass die Steuereinheit (3) weiterhin derart ausgestaltet ist, dass bei einem Übergang von der Niedriglastanforderung (NL) in eine Hochlastanforderung (HL) der zweite Elektromotor (2) abgeschaltet wird und der erste Elektromotor (1) allein als Primärmotor betrieben wird. 3. Control device according to one of the preceding claims, characterized in that the control unit (3) is also designed such that when there is a transition from the low-load requirement (NL) to a high-load requirement (HL), the second electric motor (2) is switched off and the first Electric motor (1) is operated solely as the primary motor.
4. Steuervorrichtung nach einem der vorangegangenen Patentansprüche, dadurch gekennzeichnet, dass der Übergang von der Niedriglastanforderung (NL) in eine Hochlastanforderung (HL) bei Überschreiten eines vorgegebenen Schwellwertes (S) für ein dem Fahrerwunsch (FP) proportionales Eingangssignal der Steuereinheit (3) erkannt wird. 4. Control device according to one of the preceding patent claims, characterized in that the transition from the low-load requirement (NL) to a high-load requirement (HL) is detected when a predetermined threshold value (S) is exceeded for an input signal of the control unit (3) that is proportional to the driver's request (FP). becomes.
5. Elektronische Steuereinheit (3) mit einem Effizienz-Funktionsmodul (6) in Form eines Com puterprogramm produkts für eine Steuervorrichtung nach einem der vorangegangenen Patentansprüche. 5. Electronic control unit (3) with an efficiency function module (6) in the form of a Com puter program product for a control device according to one of the preceding claims.
6. Com puterprogramm produkt (6) für eine elektronische Steuereinheit (3) einer Steuervorrichtung nach einem der vorangegangenen Patentansprüche. 6. Com puter program product (6) for an electronic control unit (3) of a control device according to one of the preceding claims.
PCT/EP2022/057397 2021-04-16 2022-03-22 Control device for operating an all-wheel road vehicle WO2022218653A1 (en)

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Citations (4)

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Publication number Priority date Publication date Assignee Title
JPH0715804A (en) * 1993-04-28 1995-01-17 Hitachi Ltd Electric vehicle drive system and method
DE102014200427A1 (en) 2014-01-13 2015-07-16 Bayerische Motoren Werke Aktiengesellschaft Method and control device for operating a road-locked hybrid vehicle
EP3132966A1 (en) * 2015-08-21 2017-02-22 Magna Steyr Fahrzeugtechnik AG & Co KG Method for operating a vehicle
EP3708407A1 (en) * 2017-11-08 2020-09-16 NIO Nextev Limited Control method and system for electric vehicle drive system

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017211978A1 (en) 2017-07-12 2019-01-17 Bayerische Motoren Werke Aktiengesellschaft Method for operating a drive train for a motor vehicle, in particular for a motor vehicle, and drive train for a motor vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0715804A (en) * 1993-04-28 1995-01-17 Hitachi Ltd Electric vehicle drive system and method
DE102014200427A1 (en) 2014-01-13 2015-07-16 Bayerische Motoren Werke Aktiengesellschaft Method and control device for operating a road-locked hybrid vehicle
EP3132966A1 (en) * 2015-08-21 2017-02-22 Magna Steyr Fahrzeugtechnik AG & Co KG Method for operating a vehicle
EP3708407A1 (en) * 2017-11-08 2020-09-16 NIO Nextev Limited Control method and system for electric vehicle drive system

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