METHOD AND DEVICE FOR RESERVE DRIVING OF A VEHICLE

Abstract

The invention relates to a method (100) and to a device (450) for reserve driving of a vehicle (400), wherein the vehicle (400) comprises a drive unit (410), an auxiliary unit (420) having a drive (430) associated with the auxiliary unit (420), and at least one wheel (440). The wheel (440) is designed to roll on the ground at least during reserve driving of the vehicle (400) or during the travel of the vehicle (400). The device (450) is designed to detect a failure of the drive unit (410); to couple the drive (430) of the auxiliary unit (420) to the wheel (440); and to operate the drive (430) of the auxiliary unit (420) for the reserve driving of the vehicle (400).

Claims

1. A method (100) for reserve driving of a vehicle (400), wherein the vehicle (400) comprises a drive unit (410), an auxiliary unit (420) having a drive (430) associated with the auxiliary unit (420) and at least one wheel (440), wherein the wheel (440) is adapted to roll on the ground at least during reserve driving of the vehicle (400), having the steps: detection (110) of a failure of the drive unit (410); connection (120) of the drive (430) of the auxiliary unit (420) to the wheel (440); operation (130) of the drive (430) of the auxiliary unit (420) for reserve driving of the vehicle (400).

2. The method as claimed in claim 1, wherein the drive unit (410) is an internal combustion engine, a first hydrostatic drive or an electric drive motor.

3. The method as claimed in claim 1, wherein the drive (430) of the auxiliary unit (420) is a second hydrostatic drive.

4. The method as claimed in claim 1, wherein a failure of the drive unit (410) prevents driving of the vehicle (400) with the drive unit (410).

5. The method as claimed in claim 1 claim 1, wherein the method (100) comprises an additional step: at least partial separation (115) of the drive (430) of the auxiliary unit (420) from the auxiliary unit (420).

6. A non-transitory machine-readable storage medium storing a computer program, which is configured to execute the method (100) as claimed in claim 1.

7. (canceled)

8. A device (450) for reserve driving of a vehicle (400), wherein the vehicle (400) comprises a drive unit (410), an auxiliary unit (420) having a drive (430) associated with the auxiliary unit (420) and at least one wheel (440), wherein the wheel (440) is adapted to roll on the ground at least during reserve driving of the vehicle (400) or during the travel of the vehicle (400), wherein the device (450) is adapted to detect a failure of the drive unit (410); to couple the drive (430) of the auxiliary unit (420) to the wheel (440), and to operate the drive (430) of the auxiliary unit (420) for the reserve driving of the vehicle (400).

9. The device as claimed in claim 8, wherein the driven auxiliary unit (420) is an electric air-conditioning compressor and the drive (430) of the air-conditioning compressor is an electric motor.

10. The device as claimed in claim 8 having a coupling device (460) for coupling the drive (430) of the auxiliary unit (420) to the wheel (440).

11. The device as claimed in claim 8, having a separating device (470) for the at least partial separation of the drive (430) of the auxiliary unit (420) from the auxiliary unit (420).

12. A drive train (490) having a device (450) as claimed in claim 8.

13. A vehicle (400) having a drive train (490) as claimed in claim 12.

14. The method as claimed in claim 1, wherein the drive (430) of the auxiliary unit (420) is an electric motor.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The invention is now described in more detail below with reference to a number of figures, in which:

[0027] FIG. 1 depicts a schematically represented vehicle having a drive train and a device for the emergency driving of a vehicle.

[0028] FIG. 2 depicts a schematically represented flow chart for a method for the emergency driving of a vehicle.

DETAILED DESCRIPTION

[0029] FIG. 1 depicts a schematically represented vehicle 400 with wheels 440. FIG. 1 further depicts a schematically represented drive train 490 having a device 450 for reserve driving of the vehicle 400. The drive train 490 is connected on the one hand via the drive shaft 426, 422, 424 to a driving axle of the vehicle 400, and via the drive shaft 436, 434, 432 to a further driving axle of the vehicle 400. In particular, the drive train 490 comprises at least one of the components mentioned below. The device 450, which is adapted to detect a failure of the of a drive unit 410. The drive unit 410 is, for example, an internal combustion engine, a first hydrostatic drive or an electric drive motor. This drive unit is supplied with energy from the component 480 by means of a component 414. If the drive unit is configured as an internal combustion engine, for example, the component 414 is a fuel pump and the component 480 is a fuel tank. If the component 410 is an electric motor, for example, the component 414 is configured as a first power electronics unit, in particular as an inverter or a voltage transformer, which transforms electrical energy from a first battery 480, that is to say a DC voltage into an AC voltage, for the supply of the electric motor 410. If the device 450 detects a failure of the drive unit 410, which can also occur, for example, as the result of a defect or a failure of the relevant components 414 or 480 for the operation of the respective drive unit 410, the device 450 actuates in particular a first clutch 470 for the separation of the driven auxiliary unit 420 from its drive 430. The device 450 further actuates a second clutch 460 for connecting the drive 430 of the auxiliary unit 420, in particular via a further gearbox or a coupling interface 465, to a wheel 440. According to the illustrative embodiment in FIG. 1, the drive 430 of the auxiliary unit 420 in this case is in operative connection with a wheel 440 via the shaft 436 and at least one of the shafts 434, 432. The device 450 actuates the drive 430 in such a way that reserve driving and/or emergency driving of the vehicle 400 is facilitated, and in particular in such a way that the vehicle can be moved away from a danger zone. Further represented by way of example in FIG. 1 is a second power electronics unit 416, which transforms the DC voltage from a second battery 485 into an AC voltage for driving the electric motor of the drive 430 of the auxiliary unit 420. As an alternative, in the event of a defect in the first battery 480, the second battery 485 could serve for the supply of the second power electronics unit 416 and the first power electronics unit 414, if said second battery 485 were to be connected to the first power electronics unit 414.

[0030] For example, the auxiliary unit 420 is an air-conditioning compressor, which is driven by an electric motor 430 as a drive for the auxiliary unit. A second power electronics unit 416 is envisaged for the normal operation of the air-conditioning compressor 420. The vehicle 400 is preferably driven by an electric drive motor 410. In the event of a fault in the electric drive motor 410 or the associated first inverter 414, a redundant electric motor 430 and a second inverter 416 are available to supply the drive 430 as a reserve drive. Advantageously, the electric drive 430 for the auxiliary unit can be used in a twofold manner. This is a cost-effective solution for a redundant drive, which, should the need arise, can avoid a possible accident or a danger. A further advantage is that the weight of a second, additional drive motor does not have to be carried. There is thus also a saving in installation space. It will be appreciated that the invention also lends itself to use on other topologies of the most varied vehicle types.

[0031] A connection of the drive 430 of the auxiliary unit can be provided both directly to an individual wheel 440 and indirectly via further shafts 436, 434, 432 between the drive 430 of the auxiliary unit and the wheel, for example to a second axle of the vehicle or to the shaft 424, 422. Reserve driving can thus be provided via an individual wheel 440, via a rear-axle drive, a front-axle drive or a connection to some other point in the drive train. If, for example for emergency operation, the auxiliary unit 420, in particular an air-conditioning compressor, is separated from the drive 430 by means of the separating device 470, the comfort function of the cooling will be deactivated and/or severely restricted, for example in the case of an only partial separation within the scope of the statutory provisions. In particular the first and the second batteries 485, 480, which can also be configured in particular as a single common battery, are not restricted to a particular voltage level. The voltage of these batteries 485, 480 can lie both in the low-voltage range, in particular such as 12 Volts or 48 Volts in the case of on-board wiring systems, or in the high-voltage range, in the order of 100 Volts to 900 Volts for traction systems. In addition, this topology can be used both in conventional vehicles and in autonomous vehicles.

[0032] FIG. 2 depicts a method 100 for reserve driving of a vehicle 400. The method starts with step 105. The method further comprises the following steps: detection 110 of a failure of the drive unit 410; at least partial separation 115 of the drive 430 for the auxiliary unit 420 from the auxiliary unit 420. In step 120, the drive 430 for the auxiliary unit 420 is connected to the wheel 440. In step 130, the drive 430 for the auxiliary unit 420 is operated for reserve driving of the vehicle 400. The method ends with step 135.