METHOD FOR CONTROLLING A TEMPERATURE CONTROL DEVICE, TEMPERATURE CONTROL DEVICE, MOTOR VEHICLE AND COMPUTER PROGRAM PRODUCT

Abstract

A method controls a temperature control device of an accumulator of a motor vehicle feeding an electric motor. The method includes a check for the presence of an interaction with a communication input of the motor vehicle 1 and, in the presence of an interaction, outputs a control signal to a temperature control device designed for controlling the temperature of the accumulator to a target temperature in a predetermined temperature range. The control signal causes a change of the temperature control of the accumulator.

Claims

1. A method for controlling a temperature control device of an accumulator of a motor vehicle feeding an electric motor, comprising: checking the existence of an interaction with a communication unit of the motor vehicle; and in the presence of an interaction, outputting a control signal to a temperature control device designed for controlling the temperature of the accumulator to a target temperature in a predetermined temperature range, wherein the control signal causes a change in the temperature control of the accumulator.

2. The method of claim 1, wherein the control signal causes an increase in a cooling power of the temperature control device.

3. The method of claim 1, wherein the control signal causes a shift of the target temperature towards lower temperatures.

4. The method of claim 3, wherein the control signal causes a shift of the target temperature to a lower limit temperature of the temperature range.

5. The method of claim 1, wherein the control signal causes a reduction of the cooling power of the temperature control device.

6. The method of claim 1, wherein the control signal causes a shift of the target temperature toward higher temperatures.

7. The method of claim 1 further comprising determining an interaction type, wherein mutually different control signals are output depending on the detected interaction type.

8. The method of claim 1 further comprising in the presence of an interaction, limiting the power output of the accumulator.

9. The method of claim 1 further comprising outputting information about the current state of the temperature control of the accumulator.

10. The method of claim 1, wherein the communication unit is a Human Machine Interface.

11. The method of claim 1, wherein the checking occurs when the motor vehicle is driven.

12. A vehicle assembly, comprising: a temperature control device of an accumulator of a motor vehicle, the accumulator feeding an electric motor; and a control unit configured to check for the existence of an interaction with a communication unit of the motor vehicle, and, in the presence of an interaction, output a control signal to the temperature control device designed for controlling the temperature of the accumulator to a target temperature in a predetermined temperature range, wherein the control signal causes a change in the temperature control of the accumulator.

13. The vehicle assembly of claim 12, further comprising a motor vehicle having a temperature control apparatus with the temperature control device, the communication unit and the control unit.

14. The vehicle assembly of claim 12, further comprising a Human Machine Interface as the communication unit.

15. The vehicle assembly of claim 12, wherein the control unit is configured to check for the existence of the interaction as the motor vehicle is driven.

16. The vehicle assembly of claim 12, wherein the control signal causes an increase in a cooling power of the temperature control device.

17. The vehicle assembly of claim 12, wherein the control signal causes a shift of the target temperature towards lower temperatures.

18. The vehicle assembly of claim 12, wherein the control signal causes a reduction of the cooling power of the temperature control device.

19. The vehicle assembly of claim 12, wherein the control signal causes a shift of the target temperature toward higher temperatures.

Description

BRIEF DESCRIPTION OF THE FIGURES

[0073] Further advantages, configurations and further developments which are related to the modular tail assembly according to this disclosure or the motor vehicle according to the disclosure are explained in greater detail on the basis of the exemplary embodiments described below. The features described on the basis of the exemplary embodiments can also be called on for the further development of the modular tail assembly according to this disclosure and also the motor vehicle according to this disclosure. The exemplary embodiments are explained in greater detail on the basis of the following figures.

[0074] FIG. 1 shows an exemplary motor vehicle in a schematic representation.

[0075] FIG. 2 shows the passenger cell of the motor vehicle in a schematic representation.

[0076] FIG. 3 shows a flow chart of an exemplary method.

[0077] FIG. 4 shows a flow chart of another exemplary method.

DETAILED DESCRIPTION

[0078] FIG. 1 shows the drive unit of a motor vehicle 1, which has an electric motor 2 and an internal combustion engine 5. Consequently, the motor vehicle 1 is designed as a hybrid vehicle. Optionally, the internal combustion engine 5 can be omitted, so that the motor vehicle 1 is an electric vehicle.

[0079] The electric motor 2 is powered by an accumulator 3. The accumulator 3 feeding the electric motor 2 can be temperature controlled by means of a temperature control device 7, in particular cooled. The temperature control device 7 has a signal transmission connection to the control unit 6, i.e., the control unit 6 can output a control signal 4 to the temperature control device 7.

[0080] Furthermore, there is a temperature sensor 8 which is designed to determine the temperature of the accumulator 3 and to transmit a corresponding sensor signal 14 to the control unit 6. The sensor signal 14 can be processed by the control unit 6, i.e. the control unit 6 can determine whether the temperature of the accumulator 3 is within a predetermined temperature range. In addition, it can be checked whether a target temperature has been reached. In addition, it is possible to estimate the time at which the target temperature will be reached from the profile of the sensor signal 14.

[0081] Moreover, the control unit 6 has a signal transmission connection to a communication unit 10, which is arranged in the interior of the motor vehicle (passenger cell) and the design and functionality of which are explained in more detail with reference to FIG. 2. The control unit 6, the temperature control device 7, the temperature sensor 8 and the communication unit 10 together form the temperature control apparatus 16.

[0082] The communication unit 10 has a user interface 11 with multiple control panels 13, which can be used for an interaction of the driver of the motor vehicle 1 with the communication unit 10 and to which a different function is assigned. An interaction between the driver of the motor vehicle 1 and the communication unit 10 can thus take place via the haptic control panels 13 or by voice command. The operation of one of these control panels 13 of the user interface 11 of the communication unit 10 leads to an interaction between the driver of the motor vehicle 1 and the communication unit 10.

[0083] In the exemplary embodiment, one of the control panels 13 is assigned the function Increase the cooling of the accumulator 3. Cooling may be necessary, for example, if the motor vehicle 1 has travelled a long distance, so that the accumulator 3 is already intensively heated by the long drive. A sudden high load on the accumulator 3 could lead to overheating of the accumulator 3. Prior cooling can help to avoid such overheating of the accumulator 3.

[0084] Another control panel 13 in the user interface 11 of the communication unit 10 is assigned the function Reduce the cooling of the accumulator 3. This avoids unnecessary cooling of the accumulator 3, for example while completing short distances.

[0085] An opportunity to protect the accumulator 3 is to switch off the comfort system 12, for example an air conditioning system for the temperature control of the passenger compartment 9, by another control panel 13. This reduces the load on the accumulator 3, so that the motor vehicle 1 can be given a longer range.

[0086] FIG. 2 shows a driving situation from the point of view of the driver of the motor vehicle 1. The driver of the motor vehicle 1 is driving behind a truck. Generally, it is not foreseeable how the driver of the motor vehicle 1 will behave during the rest of the journey. For example, a relaxed driver of the motor vehicle 1 would continue his journey behind the truck and would not overtake. However, an impatient driver of the motor vehicle 1 may see the truck as an obstacle and would look for a driving situation in which he can overtake the truck.

[0087] A conventional driver assistance system with an algorithm that assesses the further driving situation faces different challenges for both driver variants. The relaxed driver can be better judged by the assistance system than the impatient driver, as the impatient driver's driving behavior is more difficult to predict. An algorithm of the driver assistance system incorporates the driving situations already completed by the drivers into its assessment in order to make a statement as to how the driver of motor vehicle 1 will behave in the upcoming driving situation.

[0088] The algorithm of the assistance system, on the other hand, will not detect that a truck is driving ahead of the motor vehicle 1, which is regarded as an obstacle by the impatient driver and not by the relaxed driver. When estimating the upcoming driving situation, the driver assistance system algorithm will provide an estimate for the relaxed driver which states that the motor vehicle 1 will continue to drive behind the truck.

[0089] On the other hand, the assessment of the upcoming driving situation is difficult for the impatient driver of the motor vehicle 1 and can be highly inaccurate. For example, the assistance system's algorithm could estimate that it is only a temporary reduction in speed and that the motor vehicle 1 will be accelerated again soon. The algorithm of the assistance system cannot give a more precise indication of the acceleration in the near future. No further information is available to the algorithm of the assistance system.

[0090] For example, the information required would be whether an upcoming driving situation could occur in which the impatient driver of the motor vehicle 1 could try to overtake the truck. Another piece of information which is available is how bold the impatient driver of the motor vehicle 1 is. For example, a bold driver may be tempted to overtake the truck at inopportune times. A timider, but still impatient, driver of the motor vehicle 1 would wait for a driving situation that may be a little distant in time. The algorithm of the driver assistance system cannot accurately assess and estimate all these driving situations. All the driving situations also have in common that overtaking the truck by the motor vehicle 1 requires high power of the electric motor 2. This in turn requires a high-power output of the accumulator 3 feeding the electric motor 2. All these driving situations associated with the overtaking process are spontaneous and therefore unpredictable by an algorithm. The present disclosure takes into account such spontaneous driving situations. The method shown schematically in FIG. 3 can be used for this purpose, for example.

[0091] FIG. 3 represents a flow chart of an exemplary method. After starting the method, the accumulator 3 is temperature controlled in step S1 in a standard mode. This can mean that the accumulator 3 is temperature controlled to a first target temperature within a predetermined temperature range of for example 5 C. to 45 C., for example 20 C. In the case of an ambient temperature exceeding the target temperature and/or when the accumulator 3 is loaded, i.e. charging or discharging, which leads to heat generation, cooling of the accumulator 3 is therefore necessary. Cooling can be done with an initial cooling power.

[0092] In the subsequent step S2 it is checked whether there is an interaction with the communication unit 10, i.e. whether one of the control panels 13 of the user interface 11 has been operated. If this is not the case, the method returns to step S1 and the accumulator 3 continues to be temperature controlled in the standard mode.

[0093] If, on the other hand, it is determined in step S2 that there is an interaction, the method proceeds to step S3. In step S3, a control signal 4 is output to the temperature control device 7.

[0094] Assuming that the function Increase the cooling of the accumulator is assigned to the actuated control panel 13, in step S4 the control signal 4 causes a change in the temperature control to intensify the cooling (increased cooling mode). That the function Increase cooling of the accumulator is assigned to the operated control panel 13 can be assumed if only one control panel 13 is present or if the interaction type is determined in an intermediate step (not shown). Intensified cooling mode may mean that the target temperature is reduced, for example from 20 C. to 10 C. or even to the lower limit temperature of the temperature range, i.e. 5 C., and/or that the cooling power of the temperature control device 7 is increased in order to reach the target temperature faster.

[0095] In the following step S5, the accumulator 3 is temperature controlled in the intensified cooling mode.

[0096] In step S6, information about the current status of the temperature control of the accumulator 3 is output. This can be carried out by using a display in the user interface 11 of the communication unit 10. Outputting the information can also be continuous.

[0097] In step S7 it is checked whether the temperature of the accumulator 3 has reached the target temperature. If this is the case, it is indicated in step S8 that the full power of the accumulator 3 is available and that the accumulator 3 can be loaded intensively. If the target temperature is not yet reached, the method returns to step S5 and the temperature control of the accumulator 3 continues in the intensified cooling mode.

[0098] After reaching the target temperature, the method is finished. Optionally, one can switch to a cooling mode that allows the target temperature to be maintained.

[0099] The present disclosure is thus aimed at cooling the accumulator 3 feeding the electric motor 2 before an upcoming driving situation, without being dependent on an estimate or an algorithm. An upcoming driving situation, such as an overtaking process, cannot be foreseen by an algorithm. Another unpredictable situation is when the speed limit is lifted at the end of a construction site on a motorway. In order for the driver of the motor vehicle 1 to make up for lost time, the driver would wish to accelerate as quickly as possible once the speed limit has been lifted and make up for lost time. In this situation, the driver expects high power from the electric motor 2. Such use of the accumulator 3 feeding the electric motor 2 leads to a high load and to intensive heating of the accumulator 3. The accumulator 3 feeding the electric motor 2 could then overheat.

[0100] The driver of the motor vehicle 1 is informed by means of the communication unit 10 about the current status of the temperature control of the accumulator 3. After receiving information about the status of the temperature control, the driver of the motor vehicle 1 is given the opportunity to release the current maximum available power of the accumulator 3 by means of an interaction with the communication unit 10. Furthermore, after receiving information about the status of the temperature control of the accumulator 3, the driver has the opportunity to switch off the comfort system 12 in the passenger compartment 9 by means of the communication unit 10. The comfort system 12 in the passenger compartment 9 usually causes a heavy load on the accumulator 3. Switching off the comfort system 12 results in a lighter load on the accumulator 3 and thus to faster cooling of the accumulator 3.

[0101] In another exemplary method, which is explained below referring to FIG. 4, the cooling of the accumulator 3 is reduced. This can be useful, for example, if only a short driving distance is to be completed, so that overheating of the accumulator 3 is not expected. Compared to temperature control performed otherwise in standard mode, the energy consumption can be reduced.

[0102] As with the method of FIG. 3, the accumulator 3 is first temperature controlled in standard mode after the start of the method and in step S2 it is checked whether there is an interaction with the communication unit 10. If this is not the case, the method returns to step 51.

[0103] If, on the other hand, there is an interaction, the method proceeds to step S3 by outputting a control signal 4 to the temperature control device 7. In contrast to the method of FIG. 3, however, in this method the control signal causes a change in the temperature to reduce the cooling (reduced cooling mode). Reduced cooling mode may mean that the target temperature is increased, for example, from 20 C. to 25 C., or that cooling is stopped and/or the cooling power of the temperature control device 7 is reduced.

[0104] In the following step S10, the accumulator 3 is temperature controlled in the reduced cooling mode. The method can then be terminated.

[0105] The preceding description is exemplary rather than limiting in nature. Variations and modifications to the disclosed examples may become apparent to those skilled in the art that do not necessarily depart from the essence of this disclosure. Thus, the scope of legal protection given to this disclosure can only be determined by studying the following claims.