Device and method for activating a synchronous machine arranged in a vehicle

Abstract

A device is provided for activating a synchronous machine arranged in a vehicle. The vehicle has a gearbox and driven wheels in operative connection therewith. The synchronous machine is designed to drive the driven wheels via the gearbox. In the vehicle there is a lubricating unit, which is designed to lubricate the gearbox by way of a lubricant, for this purpose the lubricant flowing through the gearbox and at least part of the synchronous machine. The device is configured to operate the synchronous machine in a heating operating mode, which is different from a customary driving operating mode, when there are defined conditions that require heating when starting. At least one operating variable of the synchronous machine is set in the heating operating mode specifically such that, in the synchronous machine, there is a greater current heat loss in comparison with the customary driving operating mode, in order in this way to heat up the lubricant in the heating operating mode.

Claims

1. A device for activating a synchronous machine arranged in a vehicle equipped with a gearbox and driven wheels in operative connection therewith, wherein the synchronous machine is configured to drive the driven wheels via the gearbox, comprising: a lubrication device provided in the vehicle, which is designed to lubricate the gearbox via a lubricant that flows through the gearbox and at least part of the synchronous machine, wherein the lubrication device is configured such that, in the presence of a specific heat start-up condition, the synchronous machine is operated, in a heating operating mode which differs from a customary driving operating mode, wherein, in the heating operating mode, at least a rotor current flowing in a rotor winding of the synchronous machine is deliberately set such that, in the synchronous machine, in comparison with the customary driving operating mode, a greater current-related thermal loss is generated, whereby heating of the lubricant occurs during the heating operating mode; and in the heating operating mode, the rotor current is increased in relation to the customary driving operating mode.

2. The device as claimed in claim 1, wherein the synchronous machine is a current-excited synchronous machine, comprising a stator and the rotor.

3. The device as claimed in claim 2, wherein the rotor incorporates a rotor shaft which is configured as a hollow shaft.

4. The device as claimed in claim 1, wherein in the heating operating mode, a stator current flowing in the stator is reduced in relation to the customary driving operating mode.

5. The device as claimed in claim 1, wherein the lubrication device comprises a lubricant pump arranged in a lubricant circuit, the lubricant pump conveys the lubricant through the lubricant circuit in a specific direction of flow, the synchronous machine and the gearbox, as elements of the lubricant circuit, receive a flow of the lubricant, and relative to a direction of flow, the gearbox is arranged downstream of the synchronous machine.

6. The device as claimed in claim 1, wherein in the presence of a specific heat-stop condition, the synchronous machine operates in the customary driving operating mode.

7. The device as claimed in claim 1, the synchronous machine and the gearbox constitute a structural unit.

8. The device as claimed in claim 1, wherein the rotor current of the synchronous machine is deliberately set based on a determined target torque.

9. A method for activating a synchronous machine arranged in a vehicle, wherein the vehicle incorporates a gearbox and driven wheels in operative connection therewith, wherein the synchronous machine is configured to drive the driven wheels via the gearbox, wherein a lubrication device is provided in the vehicle, which is configured to lubricate the gearbox via lubricant flow through the gearbox and at least part of the synchronous machine, the method comprising the steps of: determining a specific heat start-up condition; and operating the synchronous machine in a heating operating mode which differs from a customary driving operating mode, in the presence of the specific heat start-up condition wherein, in the heating operating mode, at least a rotor current flowing in a rotor winding of the synchronous machine is deliberately set such that, in the synchronous machine, in comparison with the customary driving operating mode, a greater current-related thermal loss is generated, thereby heating the lubricant in the heating operating mode, and in the heating operating mode, the rotor current is increased in relation to the customary driving operating mode.

10. The device as claimed in claim 9, wherein the rotor current of the synchronous machine is deliberately set based on a determined target torque.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a schematic representation of a drive train comprising a synchronous machine and a gearbox, in which the device according to the invention or the method according to the invention are employed.

(2) FIG. 2 is a schematic representation for the clarification of the operating strategy which is fundamental to the method according to the invention.

(3) FIG. 3 shows a no-load characteristic for a current-excited synchronous machine.

(4) FIG. 4 shows a stator current diagram.

DETAILED DESCRIPTION OF THE DRAWINGS

(5) FIG. 1 shows a schematic representation of a drive train 12 arranged in a vehicle 10, wherein the vehicle 10 is not fully represented. The drive train 12 comprises a synchronous machine 14 and a gearbox 16, wherein the synchronous machine 14 and the gearbox 16 advantageously constitute a structural unit. The vehicle 10 further comprises driven wheels 18, which are in operative connection with the gearbox 16. The synchronous machine 14 is designed to drive the driven wheels 18 via the gearbox 16. The driven wheels 18 form part of an axle 20, which can be either a front axle or a rear axle. The synchronous machine 14 incorporates a housing 22, to which a stator 24 of the synchronous machine 14 is attached. The synchronous machine 14 further comprises a rotor 26, which is rotatably mounted about an axis of rotation 28 relative to the stator 24 and relative to the housing 22. The synchronous machine 14 is a current-excited synchronous machine, and the rotor 26 incorporates a rotor winding 30 accordingly. By the appropriate energization of the rotor winding 30, a rotor magnetic field is generated which, by a reciprocal action with a stator magnetic field generated by the stator, moves the rotor 26 in rotation.

(6) The rotor 26 is non-rotatably attached to a rotor shaft 32. The gearbox 16 comprises a first gearbox shaft 34 in the form of an input shaft, and a second gearbox shaft 36 in the form of an output shaft, wherein both shafts are mutually operatively connected. The first gearbox shaft 34 is non-rotatably attached to the rotor shaft 32. The second gearbox shaft 36 is likewise non-rotatably attached to a further shaft 38, wherein the further shaft 38 is in operative connection with a differential gearbox 40 assigned to the axle 20, which can be configured as a compensating gearbox. The differential gearbox 40 is, in turn, coupled to axle shafts 42, by means of which the driven wheels 18 are drivable. The axle shafts 42 can be configured as articulated shafts. The above-mentioned shafts and the differential gearbox 40 constitute an active chain via which, during motor operation, the driven wheels are driven by the synchronous machine 14, and via which, in generator operation, the synchronous machine 14 is driven by the driven wheels 18.

(7) A high-voltage supply unit, which is preferably configured as a high-voltage store, and by means of which the synchronous machine 14, in motor operation, is supplied with electrical energy or which, in generator operation, can store electrical energy, is not represented in FIG. 1, for reasons of clarity. Moreover, in FIG. 1, the following components are likewise not represented: an actuation unit, by means of which an inverter is actuatable, via which the synchronous machine is connectable to the high-voltage supply unit, in order to supply the synchronous machine with electric current, for example in a customary driving mode, such that a drive torque is generated on the driven wheels 18, in accordance with the driver's instruction.

(8) The vehicle 10 further incorporates a lubrication device 44, which is designed to lubricate the gearbox 16 by means of a lubricant wherein, to this end, the lubricant flows through the gearbox 16 and at least part of the synchronous machine 14. The lubricant can be, for example, a lubricating oil. The lubrication device 44 comprises a lubricant pump 46, which can be configured as an oil pump. The lubricant pump 46 is designed to convey the lubricant in a specific direction of flow through or within a lubricant circuit 48 wherein, in FIG. 1, the direction of flow is indicated by arrows, one of which is identified by the reference symbol 50. As can be seen from the representation shown in FIG. 1, the synchronous machine 14 and the gearbox 16, as an element of the lubricant circuit 48, receive a flow of the lubricant, wherein the gearbox 16, with respect to the direction of flow, is arranged downstream of the synchronous machine 14. Consequently, the lubricant flows firstly through the synchronous machine 14, and thereafter through the gearbox 16. For the purposes of the conveyance of a flux through the synchronous machine 14, the rotor shaft 32 of the rotor 26 is configured as a hollow shaft, i.e. the lubricant flows within the synchronous machine 14 through the rotor shaft 32. Overall, the components of the gearbox 16 are supplied with the lubricant, whereby said components are lubricated and/or cooled. In the gearbox 16, the lubricant collects in a lubricant sump 52, from which it is extracted by means of the lubricant pump 46 and redirected to the synchronous machine 14.

(9) The synchronous machine 14 comprises a first side 54 and a second side 56, wherein the second side 56, in an axial direction of the synchronous machine 14, is arranged in opposition to the first side 54. The axial direction of the synchronous machine 14, and thus of the gearbox 16, coincides with the axis of rotation 28. The second side 56 is an A-side of the synchronous machine 14, on which the synchronous machine 14 delivers the torque for the propulsion of the driven wheels 18. The first side 54 is customarily described as the B-side. Accordingly, the lubricant flows from the first side 54 of the synchronous machine 14 through the second side 56 into the gearbox 16, lubricates the latter and collects in the lubricant sump 52, from whence it is extracted by the lubricant pump 46 and is conveyed back through the lubricant circuit 48 to the first side 54.

(10) As indicated above, the vehicle 10 can be configured as an electric or a hybrid vehicle wherein, in the case of a hybrid vehicle, a combustion engine and further components are to be included in FIG. 1.

(11) In the vehicle, a device 58 is further arranged which, in the presence of a specific heat start-up condition, is designed to operate the synchronous machine 14 in a heating operating mode which differs from a customary driving operating mode. In the heating operating mode, the device 58 deliberately sets at least one operating variable on the synchronous machine 14 such that, in comparison with the customary driving operating mode, a higher current-related thermal loss is generated in the synchronous machine 14, thereby heating the lubricant during the heating operating mode. As already indicated, the synchronous machine 14 is intended to be a current-excited synchronous machine, such that a rotor current flowing in the rotor winding 30 can be employed as an operating variable. During the heating operating mode, the rotor current is increased, in comparison with the customary driving operating mode. At the same time, in the heating operating mode, a stator current flowing in the stator is reduced, in comparison with the customary driving operating mode. The device 58 is further designed, in the presence of a specific heat-stop condition, to specifically restore the operation of the synchronous machine to the customary driving operating mode. This means that the rotor current is reduced to a customary normal value, and the stator current is increased to a customary normal value. The method according to the invention is executed in the device 58.

(12) With respect to the device 58, various concrete embodiments are contemplated. Firstly, this can be a standalone computing unit or a standalone control unit. In a preferred manner, this can also be a functional module, which is integrated in the above-mentioned actuation device.

(13) The presence of a heat start-up condition can be detected, for example, where a cold start-up or a start-up process proceeds at low ambient temperatures or a low prevailing temperature on the gearbox. To this end, for example, it is possible to undertake the detection and evaluation of a driving operating command executed by the driver, corresponding to the ignition on signal which is available for evaluation in an exclusively combustion engine-driven vehicle, together with a temperature value which is representative of the ambient temperature and/or a temperature value which is representative of the gearbox temperature. Both temperature values can be compared with respectively associated and specific temperature values, from which it can be inferred that the lubricant is being employed below its optimum service temperature, and thus shows an increased viscosity. The presence of a heat-stop condition can, for example, be detected where the prevailing temperature in the gearbox exceeds a specific temperature value which represents an optimum service temperature of the lubricant. For reasons of clarity, the corresponding sensors or detection means required for this purpose have been omitted from the representation shown in FIG. 1. At this point, it should be observed that the temperature can not only be detected using a hardware component, for example in the form of a sensor, but can also be detected by a software-based method, for example by the employment of an appropriate model or observer program.

(14) FIG. 2 shows a schematic representation for the clarification of the operating strategy which is fundamental to the method according to the invention. A current-excited synchronous machine 14 is represented, comprising a housing 22, and a stator 24 and a rotor 26 arranged therein. The rotor 26 comprises a rotor winding 30. The stator comprises stator windings, one of which is identified by the reference symbol 60.

(15) According to the representation shown in FIG. 2, the device 58 according to the invention is deployed in an actuation device 62, although this is not to be considered by way of limitation. Naturally, the device 58 can also be configured as a standalone component. The function of the actuation device 62, according to a target torque M.sub.soll delivered by a target value selection unit 64, is to establish actuation signals A.sub.S1, A.sub.S2, A.sub.S3 and A.sub.R for the operation of the synchronous machine 14. The target torque M.sub.soll can correspond to a driver command, which is dictated by the driver of the vehicle 10 by the corresponding actuation of an (unrepresented) driver pedal, or can correspond, for example, to a system input, which is established by a (likewise unrepresented) slip control unit which is incorporated in the vehicle, wherein said unit can be, for example, a drive-slip control unit or a yaw rate control unit. The target torque M.sub.soll can also be constituted as a combination of these two inputs.

(16) On the basis of the target torque M.sub.soll target current values I.sub.dS I.sub.qS and I.sub.fS are determined in a target current unit 66. The two target current values I.sub.dS and I.sub.qS relate to the stator magnetic field generated by the stator windings 60, which is a rotary magnetic field. The determination of these two target values is based upon a field-oriented control or vector control approach. According to this approach, in a synchronous machine of three-phase design, the stator-related three-phase coordinate system is mapped by the application of Clarke's transformation and Park's transformation to a rotor-related two-phase coordinate system. The two mutually orthogonal axes in this coordinate system are designated as d and q, wherein the value of the d-axis represents the magnetic flux density, and the value of the q-axis represents the torque. Accordingly, I.sub.dS corresponds to the target value of the field-forming current component I.sub.d, and I.sub.qS corresponds to the target value of the torque-forming current component I.sub.q. The target current value I.sub.fS relates to the rotor magnetic field generated by means of the rotor winding 30, wherein this is the target value for the rotor current I.sub.f flowing in the rotor winding. The two current components I.sub.d and I.sub.q, together with the rotor current I.sub.f, constitute operating variables of the synchronous machine. In a conversion unit 68, which is arranged down-circuit of the target current unit 66, on the basis of the two target current values I.sub.dS, I.sub.qS, actuation signals A.sub.S1, A.sub.S2, A.sub.S3 are generated, which are routed to an inverter 70. The inverter 70 comprises a plurality of inverter switches, which are arranged to form a full bridge which is designed for three-phase operation. The inverter switches can be, for example, MOSFET transistors or IGBTs. According to the actuation signals A.sub.S1, A.sub.S2, A.sub.S3, the individual stator windings 60 are connected to a high-voltage store 72, such that the phase voltages U.sub.P1, U.sub.P2, U.sub.P3 are applied to the individual stator windings 60. In the conversion unit 68, likewise on the basis of the target current value I.sub.fS, actuation signals A.sub.R are generated, which are routed to a down-circuit current source 74, by means of which the rotor current I.sub.f flowing in the rotor winding 30 is set accordingly.

(17) The device 58 is designed, in the presence of a specific heat start-up condition, to operate the synchronous machine 14 in a heating operating mode which differs from a customary driving operating mode. In the heating operating mode, at least one operating variable of the synchronous machine 14, preferably the rotor current I.sub.f flowing in the rotor winding 30, is deliberately set such that, in comparison with the customary driving operating mode, a greater current-related thermal loss is generated in the synchronous machine 14, as a result of which the lubricant flowing through the gearbox 16 and the synchronous machine 14 is heated up during the heating operating mode. In order to achieve the heat-up of the lubricant, the rotor current I.sub.f in the heating operating mode is increased in relation to the customary driving operating mode. To this end, a target current value I.sub.fS delivered by the target current unit 66 is increased in relation to the customary driving operating mode. Additionally, it can be provided that the stator current flowing in the stator is reduced in relation to the customary driving operating mode or, more accurately, that a reduced current flows in the stator windings 60. To this end, the target current unit 66 delivers a reduced target value I.sub.qS for the torque-forming current component I.sub.q, in relation to the customary driving operating mode. The device 58 is further designed, in the presence of a specific heat-stop condition, to restore the operation of the synchronous machine 14 to the customary driving operating mode. To this end, the target current unit 66 once more delivers a target current value I.sub.fS which is reduced to the normal magnitude, and a target value I.sub.qS which is increased to the normal magnitude.

(18) The device 58 is designed to establish whether a heat start-up condition or a heat-stop condition is present. Different variables or signals are evaluated in the device 58 for this purpose. Accordingly, to this end, a temperature value T.sub.G which is representative of the temperature of the gearbox can be routed to the device 58 from a first temperature sensor 76. From a detection unit 78, a signal F can be routed to the device 58, which represents a driving operating command executed by the driver of the vehicle. The detection unit 78 can be configured to a hardware-based or software-based design, for example in the form of a model or an observer program.

(19) For example, a heat start-up condition can be present, if a driving operating command F is in force and, simultaneously, the temperature value T.sub.G is lower than a first low comparative temperature value, which constitutes an indication to the effect that, at the start of driving, a temperature in the gearbox 16 is prevailing at which the lubricant does not assume its optimum service temperature, in consequence whereof measures are required for the heat-up of the lubricant. A heat-stop condition can be present, for example, if the temperature value T.sub.G is greater than a second comparative temperature value, wherein the second comparative temperature value is greater than the first temperature value. If this comparative condition is fulfilled, this constitutes an indication to the effect that, at the prevailing temperature in the gearbox 16, the lubricant has achieved its optimum service temperature. Measures initiated for the heat-up of the lubricant can thus be discontinued. Additionally, by means of a second temperature sensor 80, a temperature value T.sub.U can be delivered which is representative of the ambient temperature of the vehicle, and is likewise delivered to the device 58. As an alternative to the employment of a sensor, it is also possible to determine the ambient temperature by a software-based method, for example by the application of a model or an observer program. This permits the heat-up of the lubricant to be modified in accordance with the prevailing ambient temperature. It is thus conceivable, in the event of an exceptionally low ambient temperature, to set a higher rotor current than in the case of a higher ambient temperature. The result of evaluations executed in the device 58 is delivered to the target current unit 66 in the form of a variable H.

(20) In order to permit the determination of the target current values I.sub.dS, I.sub.qS and I.sub.fS, lookup tables can be saved in the target current unit 66, from which the respective target current values I.sub.dS, I.sub.qS and I.sub.fS are read-off, according to the target torque M.sub.soll. It can be provided that two series of lookup tables are saved, wherein a first series is to be applied in the event of a customary driving mode, and a second series is to be applied in the event of a heating operating mode. Alternatively, it is conceivable that modified values for the target current value I.sub.fS and the target value I.sub.qS, to be applied in the event of the heating operating mode, are determined from values extracted from a lookup table which is valid for the customary driving operating mode, by means of an analytical approach involving the application of machine equations.

(21) The torque generated by a current-excited synchronous machine can be described by the following torque equation:
M=3/2*z.sub.p*(L.sub.md*I.sub.f*I.sub.qs+(L.sub.dsL.sub.qs)*I.sub.ds*I.sub.qs)

(22) The variables employed in this equation signify the following: z.sub.p=pole pair number; I.sub.qs=q-axis current component; I.sub.ds=d-axis current component; I.sub.f=rotor current; L.sub.md=rotor inductance; L.sub.qs=q-axis stator inductance; L.sub.ds=d-axis stator inductance. This torque equation permits the clarification of the physical context. If the rotor current I.sub.f is increased, in order to generate greater current-related thermal losses in the rotor winding, there is a simultaneous increase in the torque generated by the current-excited synchronous machine. Consequently, the q-axis-dependent current component I.sub.qs can be reduced in a corresponding measure, such that no variation in the driving performance of the vehicle is perceived by the driver.

(23) The rotor current-related thermal losses in the rotor winding of a current-excited synchronous machine can be described as follows:
P.sub.v,Cu=R.sub.r*I.sub.F.sup.2,

(24) where R.sub.r, represents the resistance of the rotor winding. As this equation shows, on the grounds of quadratic regularity, even small increases in the rotor current are sufficient to generate a significant increase in current-related thermal losses. It is additionally advantageous that, by means of an increase in the temperature of the rotor winding, the electrical resistance of the constituent wire of the rotor winding increases, thereby delivering an amplification effect.

(25) FIG. 3 shows a no-load characteristic for a current-excited synchronous machine. In the customary driving operating mode, the current-excited synchronous machine is customarily operated with the optimum rotor current I.sub.f,optimal. In the heating operating mode, the rotor current is varied, as indicated by the arrow, such that a greater magnetic flux is produced, whereby greater current losses are generated in the rotor, and lower current-related thermal losses are generated in the stator. FIG. 4 shows a stator current diagram, which is valid for a current-excited synchronous machine. From this diagram it can be inferred that, for any rotor current I.sub.f, an efficiency-optimized target current input is given for each respective target torque value.

(26) The synchronous machine can be operated in both motor mode and generator mode. In motor mode, the synchronous machine is supplied with an electric current which, for example, is sourced from a high-voltage store, wherein electrical energy is converted into mechanical energy, such that a torque for the propulsion of the vehicle can be delivered to the driven wheels. In generator mode, the synchronous machine is driven by means of the driven wheels, wherein mechanical energy is converted into electrical energy, which can then be stored, for example, in the high-voltage store.

(27) Although, heretofore, the employment of the device or the method according to the invention has consistently been described with reference to a vehicle, or involves a synchronous machine, by means of which a drive torque is generated on driven wheels of a vehicle, this is not to be considered by way of limitation. Naturally, other applications are also conceivable, either within a vehicle or externally to a vehicle. With regard to vehicle-related application, this can apply to a vehicle with two, three, four or even more wheels.

(28) Although reference has previously been made specifically to a current-excited synchronous machine of three-phase design, this is not to be considered by way of limitation. Naturally, all information presented is equally valid for current-excited synchronous machines having more than three phases.

LIST OF REFERENCE SYMBOLS

(29) 10 Vehicle 12 Drive train 14 Synchronous machine 16 Gearbox 18 Driven wheel 20 Axle 22 Housing 24 Stator 26 Rotor 28 Axis of rotation 30 Rotor winding 32 Rotor shaft 34 First gearbox shaft 36 Second gearbox shaft 38 Further shaft 40 Differential gearbox 42 Axle shaft 44 Lubrication device 46 Lubricant pump 48 Lubricant circuit 50 Arrow 52 Lubricant sump 54 First side 56 Second side 58 Device 60 Stator winding 62 Actuation device 64 Target value selection unit 66 Target current unit 68 Conversion unit 70 Inverter 72 High-voltage store 74 Current source 76 First temperature sensor 78 Detection unit 80 Second temperature sensor

(30) The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.