Method for operating an electrically operated or also electrically operable motor vehicle and motor vehicle

• US 10,336,213 B2
• Filed: 07/03/2017
• Issued: 07/02/2019
• Est. Priority Date: 07/04/2016
• Status: Active Grant

• Current Assignee: Audi AG (Volkswagen AG)
• Original Assignee: Audi AG (Volkswagen AG)
• Inventors: Geuss, Matthias, Volkmar, Kai
• Primary Examiner(s): Badii, Behrang
• Assistant Examiner(s): Greene, Daniel L
• Application Number:
  US15/640,704
• Publication Number:
  US 20180001788A1
• Time in Patent Office: 729 Days
• CPC Class Codes: B60L 15/2009 for braking
• CPC Class Codes: B60L 15/2045 for optimising the use of energy
• CPC Class Codes: B60L 2200/28 Trailers
• CPC Class Codes: B60L 2240/16 longitudinal
• CPC Class Codes: B60L 2240/26 Vehicle weight
• CPC Class Codes: B60L 2240/42 related to electric machines
• CPC Class Codes: B60L 2240/54 related to batteries
• CPC Class Codes: B60L 2240/645 Type of road
• CPC Class Codes: B60L 2240/66 Ambient conditions
• CPC Class Codes: B60L 2240/662 Temperature
• CPC Class Codes: B60L 2240/68 Traffic data
• CPC Class Codes: B60L 2250/12 by confirmation, e.g. of the input
• CPC Class Codes: B60L 2250/18 by enquiring driving style
• CPC Class Codes: B60L 2260/52 drive range estimation, e.g. of estimation of available travel distance
• CPC Class Codes: B60L 2260/54 Energy consumption estimation
• CPC Class Codes: B60L 53/00 Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
• CPC Class Codes: B60L 53/50 Charging stations characterised by energy-storage or power-generation means
• CPC Class Codes: B60L 58/13 Maintaining the SoC within a determined range
• CPC Class Codes: B60L 7/10 Dynamic electric regenerative braking B60L7/22 takes precedence
• CPC Class Codes: B60L 7/18 Controlling the braking effect B60L7/12, B60L7/14, B60L7/16 take precedence
• CPC Class Codes: B60W 10/08 : including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/184 : with wheel brakes
• CPC Class Codes: B60W 10/26 : for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: B60W 10/30 : including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
• CPC Class Codes: B60W 20/12 : using control strategies taking into account route information estimation or calculation of non-directly measurable driving parameters B60W40/00
• CPC Class Codes: B60W 20/14 : in conjunction with braking regeneration
• CPC Class Codes: B60W 2530/10 : Weight
• CPC Class Codes: B60W 2530/16 : Driving resistance
• CPC Class Codes: B60W 2540/30 : Driving style
• CPC Class Codes: B60W 2552/05 : Type of road, e.g. motorways, local streets, paved or unpaved roads
• CPC Class Codes: B60W 2555/20 : Ambient conditions, e.g. wind or rain
• CPC Class Codes: B60W 2556/50 : of positioning data, e.g. GPS [Global Positioning System] data
• CPC Class Codes: B60W 2710/244 : Charge state
• CPC Class Codes: B60W 30/18127 : Regenerative braking
• CPC Class Codes: B60W 50/0097 : Predicting future conditions
• CPC Class Codes: G01C 21/3469 : Fuel consumption; Energy use; Emission aspects
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 : Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y02T 90/12 : Electric charging stations
• CPC Class Codes: Y02T 90/14 : Plug-in electric vehicles
• CPC Class Codes: Y02T 90/16 : Information or communication technologies improving the operation of electric vehicles

Abstract

A method for operating an electrically operated or also electrically operable motor vehicle provided with a rechargeable electric energy storage device associated with the drive motor of the motor vehicle. A target charging state is determined for the energy storage device and an operating strategy is determined for a route that is calculated, entered or predicted for the next trip, by which recuperative deceleration is enabled with a specifiable minimum amount for deceleration processes occurring along the route.

Claims

1. A method for operating an electrically operated or an electrically operable motor vehicle provided with a rechargeable electric energy storage device associated with an electric drive motor, wherein a target state is determined for the energy storage device for a calculated, entered or predicted route for the next trip and an operating strategy is determined for the vehicle, and a minimum specifiable amount of recuperative deceleration is enabled for deceleration processes occurring along this route, comprising:

a) determining a target state for the energy storage device for stationary charging or discharging state of the energy storage device taking place just prior to the start of the next trip, while taking into account a calculated, entered or predicted route to be traveled as the next route, as well as the total mass of the motor vehicle deviating from a predetermined normal value given at the start of the next journey, including a trailer optionally connected to the motor vehicle and deviating from the normal value of the air resistance coefficient, which deviates from a predetermined normal value in such a way that electric energy can be absorbed with a minimum amount of recuperative deceleration fully or to the greatest possible extent for each of the deceleration processes occurring along this route by the energy storage device, and so that charging or discharging of the energy storage device can be carried out during the stationary charging or discharging until the determined target charging state is reached;

b) determining an operating strategy for a calculated, entered or predicted route as the route to be traveled during the next trip, while taking into account the route that was determined at the start of the next trip, the total mass of the vehicle deviating from a predetermined normal value, including a trailer optionally connected to the motor vehicle and the air resistance value of the motor vehicle deviating from a predetermined normal value, as well as the charged state of the energy storage device at the start of the trip in such a way that each specifiable minimum amount is enabled by recuperative deceleration for each deceleration process occurring along this route,

wherein the operating strategy for this purpose comprises at least one of the following steps;

b1) consuming electric energy by at least one electric consumer solely for the purpose of using electric energy in an anticipatory manner or during at least one deceleration phase during the next trip;

b2) carrying out in an anticipatory manner at least during one drive phase of the next trip at least one efficiency level worsening measure relating to the drivetrain, in particular to the traction motor, so that in comparison to a state without the at least one efficiency level worsening measure, an increased level of electric energy is required during at least one drive phase; and

b3) carrying out during at least one deceleration process during the next trip at least one efficiency level worsening measure relating to the drive train, in particular to the traction motor in its capacity as a generator, so that in comparison to a state without the at least one efficiency level worsening measure, a smaller amount of electric energy that can be obtained with recuperative deceleration is created with each minimum amount at least during one deceleration process, and

wherein in a trailer provided with a brake, which is connected to the motor vehicle, during at least one deceleration phase of the motor vehicle during the next trip;

c1) the braking force component of the trailer is increased in favor of a lower trailer-based energy recovery; and

c2) the braking force component of the trailer is decreased in favor of a higher trailer-based energy recovery.

2. The method according to claim 1, wherein in a preliminary procedure for a charging or discharging process taking place just before the beginning of the next trip, while taking into consideration a route that is calculated, entered or predicted as the route to be traveled next, wherein a normal value is determined for the mass of the motor vehicle and a predetermined normal value is determined for the air resistance coefficient in such a manner, that while assuming the normal value/normal values during the drip along the route traveled, the electric energy that can be obtained by each minimum amount of recuperative deceleration obtained with each deceleration process can be fully or to the greatest extent possible absorbed by the energy storage device, and charging or discharging of the energy storage device is conducted during the stationary charging or discharging process until the assumed target state is reached.

3. The method according to claim 2, wherein a height profile of the calculated, entered or predicted route;

and the location of the motor vehicle at the beginning of the next trip are taken into consideration for the determination of the target charging state according to step a), for the operating strategy according to step b) and for the assumed target charging state.

4. The method according to claim 3, wherein for the determination of the target charging state according to step a) of the operating strategy according to step b) and of the assumed target charging state the following items are further taken into account:

the road category or the street categories along the calculated, entered or predicted route;

the given or expected weather conditions during the next trip along the calculated, entered or predicted route, in particular also the given or expected ambient temperature;

the given or expected traffic conditions during the next trip along the calculated, entered or predicted route;

the characteristics of the motor vehicle, in particular a predicted conduct of the drivetrain and the lifespan of the drivetrain, and

a driving style of the driver and driver data.

5. The method according to claim 4, wherein data for determining the total mass of the motor vehicle, including optionally a trailer connected to the motor vehicle and the given air resistance coefficient of the vehicle are detected by a sensor system on the side of the driver, and entered by a user of the motor vehicle with an input carried out by means of an input device associated with the motor vehicle.

6. The method according to claim 5, wherein the given total mass of the motor vehicle, including a trailer optionally connected to the motor vehicle and the given air resistance of the motor vehicle are determined and estimated by means of a calculation model.

7. The method according to claim 6, wherein in the case when during the course of the next trip, a deviation from the calculated, entered or predicted route is determined, or a deviation of the actually energy consumption from the predicted energy consumption along the route is determined, or a change of the electric energy that can be obtained from each deceleration process with each minimum amount of recuperative deceleration, a change of the given total mass of the motor vehicle, including a trailer optionally connected to the motor vehicle and of the given air resistance coefficient of the motor vehicle is determined for the continuation of the trip, a new calculation of the operating strategy is carried out in such a way that the required deceleration processes are possible with a specifiable minimum amount that can be obtained by recuperative deceleration for further sections of the route or the possible other sections of the route.

8. An electrically operated or also electrically operable motor vehicle, comprising:

an electric drive motor and a rechargeable electric energy storage device associated with the drive motor,

a control device for the energy storage device, which is adapted to determine a charging state of the energy storage device; and

a navigation system, by which a route can be calculated and the actual location of the vehicle can be determined after the input of a target location,

a sensor system on the side of the motor vehicle for detecting data and with an input device associated with the motor vehicle for input of data by a user of the motor vehicle for determining or estimating the given total mass of the motor vehicle, including a trailer potentially connected to the motor vehicle and/or the given air resistance value of the motor vehicle; and

a computing device, which is configured to calculate a target charging state and an operating strategy for the motor vehicle for a trip calculated as the next trip, and an input, entered or predicted route for the charging state of the energy storage device in order to calculate an operating strategy for the motor vehicle, by which a minimum amount of recuperative deceleration can be obtained with deceleration processes occurring along the calculated, entered or predicted route, and

wherein in a trailer provided with a brake, which is connected to the motor vehicle, during at least one deceleration phase of the motor vehicle during the next trip;

c1) the braking force component of the trailer is increased in favor of a lower trailer-based energy recovery; and

c2) the braking force component of the trailer is decreased in favor of a higher trailer-based energy recovery.