Method and Apparatus for Controlling an Electric Machine During a Recuperation Process

Abstract

An apparatus for operating an electric machine of a vehicle during a recuperation process is provided. The vehicle includes a first electric machine which is coupled to a first axle of the vehicle, and a second electric machine which can be coupled to a second axle of the vehicle. The apparatus is configured to determine, on the basis of sensor data from one or more sensors in the vehicle, whether the second electric machine should be used to recuperate electric energy during a recuperation process in addition to the first electric machine. The apparatus is also configured, depending on this determination, to operate the second electric machine during the recuperation process in order to recuperate electric energy.

Claims

1.-12. (canceled)

13. An apparatus for operating an electric machine of a vehicle during a recuperation process; wherein the vehicle comprises a first electric machine which is coupled to a first axle of the vehicle, and wherein the vehicle comprises a second electric machine which is couplable to a second axle of the vehicle; wherein the apparatus is configured: to determine, based on sensor data from one or more sensors of the vehicle, whether the second electric machine should be used in addition to the first electric machine during the recuperation process for recuperating electric energy; and based on the determination, to operate the second electric machine during the recuperation process in order to recuperate electric energy.

14. The apparatus according to claim 13, wherein the apparatus is further configured to determine, based on sensor data with respect to an actual driving speed of the vehicle at a beginning of the recuperation process, whether the second electric machine should be used in addition to the first electric machine during the recuperation process.

15. The apparatus according to claim 14, wherein the apparatus is further configured: to determine that the second electric machine should be used in addition to the first electric machine during the recuperation process if the actual driving speed is greater than or equal to a speed threshold value; and/or to determine that the second electric machine should not be used during the recuperation process if the actual driving speed is less than the speed threshold value.

16. The apparatus according to claim 14, wherein the apparatus is further configured: to predict a target driving speed of the vehicle at an end of the recuperation process based on the sensor data from the one or more sensors of the vehicle; and to determine, based on the actual driving speed at the beginning of the recuperation process and based on the predicted target driving speed at the end of the recuperation process, whether the second electric machine should be used in addition to the first electric machine during the recuperation process.

17. The apparatus according to claim 13, wherein the apparatus is further configured, based on the sensor data with respect to a position of the vehicle and based on a digital map with respect to a road network traveled by the vehicle: to predict a target driving speed of the vehicle at an end of the recuperation process; and/or to determine whether the second electric machine should be used in addition to the first electric machine during the recuperation process.

18. The apparatus according to claim 13, wherein the apparatus is further configured, based on a driving route of the vehicle planned on a navigation system of the vehicle and based on sensor data with respect to a position of the vehicle: to predict a target driving speed of the vehicle at an end of the recuperation process; and/or to determine whether the second electric machine should be used in addition to the first electric machine during the recuperation process.

19. The apparatus according to claim 13, wherein the apparatus is further configured, based on sensor data with respect to a front vehicle driving in front of the vehicle: to predict a target driving speed of the vehicle at an end of the recuperation process; and/or to determine whether the second electric machine should be used in addition to the first electric machine during the recuperation process.

20. The apparatus according to claim 13, wherein the apparatus is further configured: based on the sensor data of the one or more sensors of the vehicle, to predict an amount of recuperation energy which is recuperatable during the recuperation process; and based on the predicted amount of recuperation energy, to determine whether the second electric machine should be used in addition to the first electric machine during the recuperation process.

21. The apparatus according to claim 13, wherein the apparatus is further configured: based on the sensor data of the one or more sensors of the vehicle, to predict an amount of recuperation energy which is recuperatable during the recuperation process; and based on the predicted amount of recuperation energy, and in dependence on a comparison of the predicted amount of recuperation energy to an energy threshold value, to determine whether the second electric machine should be used in addition to the first electric machine during the recuperation process.

22. The apparatus according to claim 13, wherein the apparatus is further configured, when it has been determined that the second electric machine should be used in addition to the first electric machine during the recuperation process; to cause the second electric machine to be coupled to the second axle for the recuperation process; and/or to cause an exciter current through an exciter winding of the second electric machine for the recuperation process.

23. The apparatus according to claim 13, wherein the apparatus is further configured, based on the sensor data of the one or more sensors of the vehicle, to determine whether the second electric machine should be used for recuperating electric energy in addition to the first electric machine to ensure a driving stability of the vehicle during the recuperation process.

24. The apparatus according to claim 23, wherein the apparatus is further configured: based on the sensor data of the one or more sensors of the vehicle, to ascertain information with respect to a coefficient of friction of a roadway traveled by the vehicle and/or information with respect to a deceleration value to be caused during the recuperation process; and based on the information, to determine whether the second electric machine should be used for recuperating electric energy in addition to the first electric machine to ensure the driving stability of the vehicle during the recuperation process.

25. A method for operating an electric machine of a vehicle during a recuperation process; wherein the vehicle comprises a first electric machine which is coupled to a first axle of the vehicle, and wherein the vehicle comprises a second electric machine which is couplable to a second axle of the vehicle; the method comprising: determining, based on sensor data from one or more sensors of the vehicle, whether the second electric machine should be used in addition to the first electric machine during a recuperation process for recuperating electric energy; and in dependence on the determination, operating the second electric machine during the recuperation the process in order to recuperate the electric energy.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0045] FIG. 1 shows an exemplary vehicle having multiple electric machines.

[0046] FIG. 2 shows a flow chart of an exemplary method for operating the electric machines of a vehicle during a recuperation process.

DETAILED DESCRIPTION OF THE DRAWINGS

[0047] As described at the outset, the present document relates to the most energy-efficient and stable possible operation of a vehicle having multiple electric machines during a recuperation process. In this context, FIG. 1 shows an exemplary vehicle 100 having a first axle 121 (for example, the rear axle), which can be coupled or is coupled to a first electric machine 111. Furthermore, the vehicle 100 comprises a second axle 122 (for example, the front axle), which can be coupled or is coupled to a second electric machine 122. The coupling or decoupling of an electric machine 111, 112 to or from the respective axle 121, 122 can be effectuated in each case by a clutch 131, 132.

[0048] The vehicle 100 can comprise a control apparatus 101 (for example, a control unit), which is configured to control the one or more electric machines 111, 112 and/or the one or more clutches 131, 132, for example to effectuate a specific drive torque to drive the vehicle 100 and/or to effectuate a deceleration torque to decelerate the vehicle 100. The control of the one or more electric machines 111, 112 and/or the one or more clutches 131, 132 can take place in dependence on a setpoint torque, which is requested, for example, by a driver of the vehicle 100 via the accelerator pedal or via the brake pedal of the vehicle 100 (not shown).

[0049] The vehicle 100 can furthermore comprise one or more surroundings sensors 102, for example a camera and/or a distance sensor, such as a radar sensor, which are configured to acquire sensor data (in this document also referred to as surroundings data) with respect to the surroundings of the vehicle 100 (in particular with respect to a front vehicle driving in front of the vehicle 100). Furthermore, the vehicle 100 can comprise a position sensor 103 (for example, a GPS receiver), which is configured to acquire sensor data (in this document also referred to as position data) with respect to the position of the vehicle 100. In addition, the vehicle 100 can comprise at least one driving sensor 104, which is configured to acquire sensor data (in this document also referred to as driving data) with respect to the driving state, in particular with respect to the driving speed, of the vehicle 100.

[0050] In a vehicle 100, in particular in a BEV (battery electric vehicle), having in each case at least one electric machine 111, 112 per axle 121, 122, both electric machines 111, 112 can be used not only for the drive, but also for the braking energy reclamation. The maximum achievable recuperation deceleration and the driving stability of the vehicle 100 can be increased by the joint operation of the electric machines 111, 112.

[0051] The use of an electric machine 111, 112, in particular a separately-excited electric machine, for recuperation initially requires a specific energy or power offset in the form of an exciter current of the electric machine 111, 112, in order to build up the magnetic field of the electric machine 111, 112. Furthermore, the shaft of the decoupled electric machine 112 has to be accelerated to the speed of the axle 122 upon coupling of the electric machine 112 to the respective axle 122, which also results in an energy loss. As a result thereof, it can possibly be inefficient from an energetic aspect to use both electric machines 111, 112 for braking recuperation of the vehicle 100. In particular, it can possibly be inefficient to couple the second electric machine 112 to the second axle 122 especially for a recuperation process for braking recuperation if the vehicle 100 was operated before beginning the recuperation process using only one drive axle 121 and the other drive axle 122 was mechanically decoupled.

[0052] One possibility for optimizing the energy efficiency in conjunction with the braking recuperation is to only activate the second electric machine 112 from a specific deceleration threshold value (for example, from a deceleration threshold value of 0.1 g or more). The deceleration threshold value can represent a compromise between driving stability and energy efficiency here. The definition of a deceleration threshold value can have the result, however, that the amount of energy required for the activation of the second electric machine 112 cannot be reclaimed in the scope of the recuperation process.

[0053] A further possibility is to only use the first electric machine 111 for braking recuperation up to a specific deceleration stability limit. However, this has the result that the energy exceeding the deceleration stability limit cannot be recuperated in principle.

[0054] The control apparatus 101 of the vehicle 100 can be configured to predict, on the basis of the driving data, the surroundings data, and/or the position data for an upcoming or for an already started recuperation process, whether it is advantageous from an energetic viewpoint to also use the second electric machine 112 for braking recuperation in addition to the first electric machine 111. In particular, the control apparatus 101 can be configured to predict on the basis of the driving data, the surroundings data, and/or the position data whether the amount of recuperation energy to be recuperated in the scope of the recuperation process will be greater than a specific energy threshold value, wherein it is advantageous from the energy threshold value to also use the second electric machine 112 for braking recuperation (and to activate it in a dedicated manner for the recuperation process).

[0055] The apparatus 101 can be configured to use the second electric machine 112 (possibly only then) for braking recuperation if the actual driving speed of the vehicle 100 at the beginning of the recuperation process or at the beginning of the deceleration of the vehicle 100 is greater than or equal to a specific speed threshold value. The second electric machine 112 can thus (possibly only then) be used for braking recuperation if the amount of energy to be recuperated (which is proportional to the square of the driving speed) is relatively high due to a relatively high driving speed of the vehicle 100. For example, switching on the second electric machine 112 for a recuperation process can thus be omitted entirely during a city journey, while the second electric machine 112 is used for recuperation processes during a freeway journey.

[0056] The forecast or the prediction of the amount of recuperation energy to be expected can be further improved by the consideration of further sensor data.

[0057] For example, a front vehicle driving in front of the vehicle 100, which drives at a driving speed that is only slightly below the actual driving speed of the vehicle 100, can be detected on the basis of the surroundings data. Furthermore, it can possibly be recognized that the ACC (adaptive cruise control) function of the vehicle 100 is operated. Based thereon, it can be predicted that the upcoming recuperation process has only a relatively minor change of the driving speed of the vehicle 100 and thus only a relatively minor amount of recuperation energy, so that switching on the second electric machine 112 can be omitted.

[0058] In a further example, it can be recognized on the basis of a driving route planned on a navigation system of the vehicle 100 that the vehicle 100 has to perform a relatively strong braking action (for example, to exit from a freeway). It can thus be predicted that the upcoming recuperation process has a relatively high amount of recuperation energy, and that the second electric machine 112 should thus be switched on (selectively or especially for the recuperation process).

[0059] In a further example, a strongly braking front vehicle and/or a red traffic signal can be recognized on the basis of the surroundings data. It can thus be predicted that the upcoming recuperation process has a relatively high amount of recuperation energy, and that the second electric machine 112 should therefore be switched on.

[0060] In a further example, it can be recognized on the basis of the position data of the vehicle 100 and on the basis of a digital map with respect to the road network traveled by the vehicle 100 that the vehicle 100 is driving on a relatively extended curve on a highway, and therefore the vehicle 100 will only be decelerated relatively little. It can thus be predicted that the upcoming recuperation process only has a relatively small amount of recuperation energy, so that switching on the second electric machine 112 can be omitted.

[0061] The driver assistance sensor (DAS) system 102 of a vehicle 100 (in particular for distance measurement, for recognizing traffic signs, traffic signals, etc.) and/or a digital map from a navigation system of the vehicle 100 can thus be used to predict the target driving speed of the vehicle 100 during a deceleration process (for example, before a curve or before a turnoff). Based on the actual driving speed and the predicted target driving speed of the vehicle 100, the amount of recuperation energy for the deceleration process can then be predicted. In particular, it can be predicted on the basis of the actual driving speed and the predicted target driving speed whether dedicated switching on of the second electric machine 112 especially for the recuperation process is energetically advisable or not.

[0062] The apparatus 101 can be configured to check, additionally and partially independently of the efficiency consideration during a recuperation process, whether the target speed of the vehicle 100 is to be reached in a relatively short time (with a relatively high deceleration) or in a relatively long time (with a relatively low deceleration). In the case of a relatively high recuperative vehicle deceleration, the first electric machine 111 (depending on the performance design of the first electric machine 111) typically cannot provide the required deceleration torque alone. Furthermore, in particular in the case of a wet or slick roadway, a driving-dynamic destabilization of the vehicle 100 can occur during recuperation via only one axle 111.

[0063] The apparatus 101 can be configured to ascertain the drive slip or the slip during single-axle recuperation on the basis of a comparative observation of the wheel speeds of the first axle 121 (measured by a first wheel speed sensor 141) and the second axle 122 (measured by a second wheel speed sensor 142) between the wheels of the coupled first drive axle 121 and the wheels of the freely rotating second axle 122.

[0064] Based on the comparative observation and/or from a ratio calculation with the respective drive or recuperation torques during a present driving situation and/or a very recent driving situation, a measure of the driving stability and of the reserve of the driving stability can be ascertained.

[0065] In dependence on the predicted driving stability for the recuperation process, the activation threshold for the addition of the second electric machine for the recuperation can be adjusted, in particular reduced (possibly even if the solely energetic consideration in the case of a comparatively high roadway coefficient of friction would not yet have resulted in advisable activation of the second recuperation axle 122). The driving stability of the vehicle 100 can thus be increased in an efficient manner.

[0066] FIG. 2 shows a flow chart of an exemplary (computer-implemented) method 200 for operating or controlling an electric machine 112 (for example, a separately-excited synchronous machine) of a vehicle 100 during a recuperation process (or during a deceleration process of the vehicle 100). The vehicle 100 comprises a first electric machine 111, which is coupled to a first axle 121 (for example, the rear axle) of the vehicle 100. The first electric machine 111 can be permanently coupled to the first axle 121 here, in particular in such a way that the first electric machine 111 is possibly used automatically during a deceleration process or a recuperation process, respectively, for deceleration and/or recuperation.

[0067] Furthermore, the vehicle 100 comprises a second electric machine 112, which can be coupled to a second axle 122 (for example, the front axle) of the vehicle 100. For this purpose, the vehicle 100 can have a clutch 132 or a transmission which is designed to couple the second electric machine 112 if needed to the second axle 122 or decouple it from the second axle 122. A drag torque caused by the second electric machine 112 can be reduced or avoided by the decoupling of the second electric machine 112, for example, if needed, in particular in the drive case or during free rolling.

[0068] The method 200 comprises the determination 201, on the basis of sensor data from one or more sensors 102, 103, 104 of the vehicle 100, whether the second electric machine 112 should also be used in addition to the first electric machine 111 during a (present or directly upcoming) recuperation process for recuperating electric energy. In this case, in particular the sensor data from one or more driving sensors 104 (in particular from a speed sensor), from one or more surroundings sensors 102 (in particular from a radar sensor and/or from an image camera), and/or from a position sensor 103 can be used. On the basis of the sensor data, in particular information with respect to the amount of recuperation energy to be recuperated during the recuperation process can be predicted. Based thereon, it can then be determined whether the amount of recuperation energy to be recuperated is sufficiently high so that the amount of activation energy required for activating the second electric machine 112 can at least be recuperated again by the second electric machine 112 in the scope of the recuperation process (and thus the additional use of the second electric machine 112 for the recuperation process is energetically advisable).

[0069] The method 200 furthermore comprises, in dependence on the determination 201, the (selective) operation 202 of the second electric machine 112 during the recuperation process to recuperate electric energy. In particular, for this purpose the second electric machine 112 can be coupled to the second axle 122 and possibly supplied with an exciter current when it has been determined that the second electric machine 112 should be used during the recuperation process. On the other hand, it can be effectuated that the second electric machine 112 remains decoupled from the second axle 122 and/or is not supplied with an exciter current if it has been determined that the second electric machine 112 should not be used during the recuperation process.

[0070] Following the recuperation process, the second electric machine 112 can possibly be decoupled from the second axle 122 again and/or the exciter current through the second electric machine 112 can be ended.

[0071] The extent of electric energy which can be recuperated by a vehicle 100 having multiple electric machines 111, 112 can be increased by the measures described in this document. Furthermore, the driving stability of the vehicle 100 during a recuperation process can be increased in that the deceleration forces are distributed onto both axles 121, 122 and the transmittable lateral forces are thus utilized more uniformly (without using an additional friction brake).

[0072] The present invention is not restricted to the exemplary embodiments shown. In particular, it is to be noted that the description and the figures are only to illustrate the principle of the proposed methods, apparatuses, and systems by way of example.