METHOD AND CONTROL SYSTEM FOR A VEHICLE HAVING AN ELECTRIC OR A FUEL-CELL DRIVE

• US 20200130508A1
• Filed: 10/22/2019
• Published: 04/30/2020
• Est. Priority Date: 10/26/2018
• Status: Abandoned Application

• Current Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: RIEGER, Tomas
• Application Number:
  US16/660,062
• Publication Number:
  US 20200130508A1
• Time in Patent Office: Days
• CPC Class Codes: B60K 2360/166 Navigation
• CPC Class Codes: B60K 35/28 characterised by the type of the output information, e.g. video entertainment or vehicle dynamics information; characterised by the purpose of the output information, e.g. for attracting the attention of the driver
• CPC Class Codes: B60L 1/02 to electric heating circuits
• CPC Class Codes: B60L 1/12 Methods and devices for control or regulation
• CPC Class Codes: B60L 15/20 for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• CPC Class Codes: B60L 2210/10 DC to DC converters
• CPC Class Codes: B60L 2210/30 AC to DC converters
• CPC Class Codes: B60L 2240/34 Cabin temperature
• CPC Class Codes: B60L 2260/50 by future state prediction
• CPC Class Codes: B60L 50/50 using propulsion power supplied by batteries or fuel cells
• CPC Class Codes: B60L 50/60 using power supplied by batteries in combination with fuel cells B60L50/75
• CPC Class Codes: B60L 50/70 using power supplied by fuel cells in combination with batteries B60L50/75
• CPC Class Codes: B60L 58/20 having different nominal voltages
• CPC Class Codes: B60L 58/22 Balancing the charge of battery modules
• CPC Class Codes: B60L 7/10 Dynamic electric regenerative braking B60L7/22 takes precedence
• CPC Class Codes: B60T 2270/60 Regenerative braking
• CPC Class Codes: B60W 30/18127 Regenerative braking
• CPC Class Codes: B60Y 2300/14 Cruise control
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility
• CPC Class Codes: Y02T 90/40 : Application of hydrogen technology to transportation, e.g. using fuel cells

Abstract

A method of operating an electric or a fuel cell motor vehicle. The vehicle has an electric machine which can operate as motor or generator and serves as a drive assembly. The electric machine is connected, via an AC/DC converter, to a high-voltage distributor. A high-voltage battery, high-voltage loads, and, via a high-voltage low voltage DC/DC converter, low-voltage loads are connected to the distributor. When the electric machine is operated as a generator in an overrun operation of the vehicle, the electric energy generated by the electric machine is calculated. The high-voltage battery, the high-voltage loads, and possibly the low-voltage loads, are operated, depending on driver and/or non-driver settings, such that the energy produced by electric machine is distributed between the high voltage battery, the high-voltage loads, and, if necessary, the low-voltage loads so as to minimize a difference between the energy produced and consumed by the electric machine.

Claims

1-9. -9. (canceled)

10. A method of operating a motor vehicle designed as an electric vehicle or a fuel cell vehicle, the motor vehicle has at least one electric machine (1) that is operable as a drive motor and a generator, the at least one electric machine (1) is connected, via an AC/DC converter, to a high voltage distributor (4), the high voltage distributor (4) is further connected to a high voltage battery (5), which is designed as a traction battery, and high voltage loads, the high voltage loads comprises at least one of a high-voltage air conditioner (10), a high-voltage heating device (11), a high voltage Power-Take-Out (13), a high-voltage compressor (14) and a high-voltage-low-voltage DC/DC converter (6) which is connected to low voltage loads (7, 8, 9), the method comprising:

operating the electric machine (1) as a generator during an overrun operation of the motor vehicle,

determining electrical energy that is at least one of producible and generated by the electric machine (1),

operating the high voltage battery (5), the high voltages loads (6, 10, 11, 12, 13, 14, 15) and, if necessary, the low voltage loads (7, 8, 9), depending on settings determined by a driver such that the electrical energy that is at least one of producible and generated by the electric machine (1) is distributed between the high voltage battery (5), the high-voltage loads (6, 10, 11, 12, 13, 14, 15), and, if necessary, the low voltage loads so that a difference between the electrical energy that is at least one of producible and generated by the electric machine (1) and electrical energy consumed by the high voltage battery (5), the high voltage loads (6, 10, 11, 12, 13, 14, 15), and, if necessary, the low voltage loads (7, 8, 9) is minimized.

11. The method according to claim 10, further comprising operating the high-voltage battery (5), the high-voltage loads (6, 10, 11, 12, 13, 14, 15) and, if necessary, the low-voltage loads (7, 8, 9) such that the difference between the electrical energy that is at least one of producible and generated by the electric machine (1) and the electrical energy consumed by the high voltage battery (5), the high voltage loads (6, 10, 11, 12, 13, 14, 15), and, if necessary, the low voltage loads (7, 8, 9) amounts to substantially zero.

12. The method according to claim 10, further comprising simultaneously operating two partially compensating loads which are reciprocal in their effect depending on the electrical energy that is at least one of producible and generated by the electric machine.

13. The method according to claim 10, further comprising, when the at least one electric machine (1), which serves as the drive motor, is operated in a traction operation of the motor vehicle, and depending on the settings selected by a driver and depending on non-driver settings, calculating traction energy required by the at least one electric machine (1), and operating the high voltage battery (5), the high voltages loads (6, 10, 11, 12, 13, 14, 15), and, if necessary, the low voltage loads (7, 8, 9) such that a difference between required electric traction energy of the at least one electric machine (1) and the electrical energy actually present is minimized.

14. The method according to claim 10, further comprising considering actual data and predictive data during calculation and distribution of the respective electric energy.

15. The method according to claim 10, further comprising considering the settings determined by the driver as being at least one of activation of a drive pedal by the driver, activation of a brake pedal by the driver, and activation of a cruise control by the driver.

16. The method according to claim 13, further comprising considering as the non-driver settings at least one of a control-side setting of an active-cruise-control-system, a control-side setting of a navigation system, a control-side setting regarding permitted operating conditions of the high-voltage battery (5), the high-voltage loads (6, 10, 11, 12, 13, 14, 15), and the low-voltage loads (7, 8, 9).

17. A control system for operating a motor vehicle designed as an electric vehicle or a fuel cell vehicle and having at least one electric machine (1) that is operable as a drive motor and a generator, the at least one electric machine (1) is connected, via an AC/DC converter (3), to a high-voltage distributor (4), the high-voltage distributor (4) is connected to a high-voltage battery (5), which is a traction battery, and high-voltage loads, the high-voltage loads comprising at least one of a high-voltage air conditioner (10), a high-voltage heating device (11), and a high-voltage power take-out (13), a high-voltage compressor (14), and a high-voltage low-voltage DC/DC converter (6) which is connected to low-voltage loads (7, 8, 9),

the control system at a time when the at least one electric machine (1), is operated as the generator in an overrun operation of the motor vehicle calculates electrical energy that is at least one of producible and produced by the at least one electric machine (1), and

the high-voltage battery (5), the high-voltage loads (6, 10, 11, 12, 13, 14, 15) and, if necessary, the low-voltage loads (7, 8, 9), depending on at least one of driver'"'"'s settings and non-driver settings, are operated such that the electrical energy that is at least one of producible and produced by the at least one electric machine (1) is distributed between the high-voltage battery (5), the high-voltage loads (6, 10, 11, 12, 13, 14, 15), and, if necessary, the low-voltage loads (7, 8, 9) such that a difference between the electrical energy that is at least one of producible and produced by the at least one electric machine (1) and electrical energy consumed by the high-voltage battery (5), the high-voltage loads (6, 10, 11, 12, 13, 14, 15) and, if necessary, the low-voltage loads (7, 8, 9) is minimized.

18. The control system according to claim 17, wherein the control system is configured to execute of a method comprising steps of:

operating the electric machine (1) as the generator during the overrun operation of the motor vehicle,

determining the electrical energy that is at least one of producible and generated by the electric machine (1),

operating the high voltage battery (5), the high voltages loads (6, 10, 11, 12, 13, 14, 15), and, if necessary, the low voltage loads (7, 8, 9) depending on the settings determined by the driver such that the electrical energy that is at least one of producible and generated by the electric machine (1) is distributed between the high voltage battery (5), the high-voltage loads (6, 10, 11, 12, 13, 14, 15), and, if necessary, the low voltage loads so that the difference between the electrical energy that is at least one of producible and generated by the electric machine (1) and electrical energy consumed by the high voltage battery (5), the high voltage loads (6, 10, 11, 12, 13, 14, 15), and, if necessary, the low voltage loads (7, 8, 9) is minimized