Vehicle comprising an electrical drive machine

Abstract

An electrical drive machine for a vehicle includes a brake apparatus and a gear-selection apparatus, such that the electrical machine is designed as a current-powered synchronous machine. The vehicle includes a control unit which is associated with the current-powered synchronous machine, wherein the control unit sets a field current of the rotor based on a gear-selection position set at the gear-selection apparatus and based on a position of a brake pedal of the brake apparatus.

Claims

1. A vehicle comprising: a current-exciting synchronous electrical drive machine that provides vehicle driving torque, a braking device, a gear selecting device, and a control unit assigned to the current-excited synchronous electrical drive machine and configured to: set an exciting current of a rotor of the current-excited electrical drive synchronous electrical drive machine, and to switch off the exciting current, based on a gear selecting position set at the gear selecting device and a position of a brake pedal of the braking device.

2. The vehicle according to claim 1, wherein the gear selecting device comprises: a first adjustable gear selecting position for parking the vehicle, a second adjustable gear selecting position for frictional uncoupling of the wheels of the vehicle, a third adjustable gear selecting position for a driving operation of the vehicle when traveling forward, a fourth adjustable gear selecting position for a driving operation of the vehicle when reversing, wherein information concerning the set gear selecting position can be transmitted to the control unit.

3. The vehicle according to claim 2, wherein the vehicle further comprises a measuring device configured to: determine a relative position of the brake pedal with respect to a predefined brake pedal travel, which is defined by a minimal brake pedal value and by a maximal brake pedal value, and transmit the determined relative position of the brake pedal to the control unit.

4. The vehicle according to claim 3, wherein the control unit is configured to switch off the exciting current in the first gear selecting position and in the second gear selecting position.

5. The vehicle according to claim 3, wherein in the third gear selecting position and at a brake pedal value between the maximal brake pedal value and a first critical brake pedal value, the control unit is configured to switch off the exciting current, and in the fourth gear selecting position and at a brake pedal value between the maximal brake pedal value and the first critical brake pedal value, the control unit is configured to switch off the exciting current.

6. The vehicle according to claim 4, wherein in the third gear selecting position and at a brake pedal value between the maximal brake pedal value and a first critical brake pedal value, the control unit is configured to switch off the exciting current, and in the fourth gear selecting position and at a brake pedal value between the maximal brake pedal value and the first critical brake pedal value, the control unit is configured to switch off the exciting current.

7. The vehicle according to claim 3, wherein in the third gear selecting position and at a brake pedal value between the minimal brake pedal value and a second critical brake pedal value, the control unit is configured to set the exciting current, and in the fourth gear selecting position and at a brake pedal value between the minimal brake pedal value and the second critical brake pedal value, the control unit is configured to set the exciting current.

8. The vehicle according to claim 4, wherein in the third gear selecting position and at a brake pedal value between the minimal brake pedal value and a second critical brake pedal value, the control unit is configured to set the exciting current, and in the fourth gear selecting position and at a brake pedal value between the minimal brake pedal value and the second critical brake pedal value, the control unit is configured to set the exciting current.

9. The vehicle according to claim 5, wherein in the third gear selecting position and at a brake pedal value between the minimal brake pedal value and a second critical brake pedal value, the control unit is configured to set the exciting current, and in the fourth gear selecting position and at a brake pedal value between the minimal brake pedal value and the second critical brake pedal value, the control unit is configured to set the exciting current.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 illustrates a simplified diagram of a vehicle arrangement consistent with the principles of the invention.

(2) FIG. 2 illustrates a brake-pressure-dependent setting of an exciting current of a rotor of current-excited synchronous machine; and

(3) Further details, preferred embodiments and further developments are obtained from the above.

DETAILED DESCRIPTION OF THE DRAWINGS

(4) The invention is based on a hybrid or electric vehicle 10 which has a gear selecting device 20 with several adjustable gear selecting positions. The latter comprises at least four gear selecting positions, such as Drive, Reverse, Neutral and Parking. Drive indicates a mode in which the vehicle 10 is ready to be driven, and Reverse indicates the readiness to be driven in the reverse gear. The Parking gear selecting position is chosen when the vehicle 10 is parked without being in an operating or readiness mode. In the Neutral gear selecting position, the vehicle 10 is operative but there is no frictional connection with the wheels because the transmission of the vehicle is in a mechanical free-wheeling state.

(5) A current-excited synchronous machine 30 can provide torque for the purpose of the vehicle traction. The torque demand to the synchronous machine is essentially made by the driver by operating two pedals, i.e. the brake pedal 30 and the accelerator pedal (not shown).

(6) According to FIG. 1, the operating strategy for exciting a rotor of the current-excited synchronous machine 40 provides that the setting of the exciting current at a certain point in time is essentially a function of the set gear selecting position of the gear selecting device 20 and of the brake pedal position of the brake pedal 30. The setting of the exciting current takes place by a control unit 50 assigned to the synchronous machine 40.

(7) When setting the Parking gear selecting position and when setting the Neutral gear selecting position, the control unit 50 switches off the exciting current in order to magnetically de-energize the rotor.

(8) When setting the Drive gear selecting position and when setting the Reverse gear selecting position, the setting of the exciting current depends on the brake pedal position. The brake pedal position is determined by an appropriate measuring device 60, for example, a brake pedal sensor, which is suitable for determining a brake pedal angle. FIG. 1 indicates the brake pressure value as an example, which value correlates to the brake pedal position such that, when a brake pedal is not operated, the brake pressure is minimal (min) and, when a brake pedal is completely depressed, the brake pressure is maximal (max).

(9) When, as an alternative or in addition, in a driving situation in which the brake pedal 30 is not operated, the latter is operated, so that the brake pressure exceeds a first critical brake pressure (1) in the direction of the maximal brake pressure, the control unit 50 will switch off the exciting current of the rotor.

(10) When the brake pressure drops in the direction of a minimal brake pressure and falls below a second critical brake pressure (2), the control unit 50 will set the exciting current. This ensures that, as the brake pressure decreases, the exciting field of the rotor is built up, if, in the case of a further decreasing brake pressure and a possibly following torque demand by the accelerator pedal, the time period between the falling below the second critical brake pressure and the occurrence of the torque demand is utilized for building up the exciting field. When the torque demand occurs, the exciting field will therefore already largely be formed, which permits an immediate torque output. As a result, a decisive contribution is made to increasing the longitudinal dynamics of a vehicle with a current-excited synchronous machine.

(11) If no torque demand now takes place by way of the accelerator pedal and an increase of the brake pressure occurs instead, as an alternative or in addition, the exciting current will be switched off according to the above-mentioned implementation when the first critical brake pressure is exceeded.

(12) This setting of the exciting current as a function of the brake pedal 30 is suitable for compensating the inertia during the build-up of the exciting field and for dynamically implementing a torque demand to the machine in comparison to an exciting current setting that is dependent on the accelerator pedal position. For example, in the case of a current-excited synchronous machine with an inductivity of 0.4 Henry and a resistance of 1.5 ohm, the build-up of the exciting field to 95% of the maximal value takes a time period of 800 milliseconds, which is called a latency time here. The operating strategy according to FIG. 1 ensures that the latency time is at least partially within braking phases, i.e. when no torque is demanded.

(13) In the direction of increasing brake pressure, the first critical brake pedal pressure assumes at least the value of the second critical brake pedal pressure; i.e., as an alternative or in addition, the two values of the first critical brake pedal pressure and of the second critical brake pedal pressure may coincide. When the values of the two critical brake pedal pressures no longer coincide, a debouncing of the setting of the exciting current will be achieved.

(14) The operating strategy according to FIG. 1 guarantees a dynamic and efficient operation of the current-excited synchronous machine.

(15) 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.