Drag torque control method in a diesel electric drive system and drive system

• US 5,954,779 A
• Filed: 12/05/1997
• Issued: 09/21/1999
• Est. Priority Date: 12/06/1996
• Status: Expired due to Term

• Current Assignee: Voith Turbo GmbH & Company KG (Voith GmbH)
• Original Assignee: Voith Turbo GmbH & Company KG (Voith GmbH)
• Inventors: Dietzel, Bernd
• Primary Examiner(s): Cuchlinski, Jr., William A.
• Assistant Examiner(s): Hernandez, Olga
• Application Number:
  US08/985,827
• Time in Patent Office: 655 Days
• Field of Search: 701/87, 701/22, 701/51, 701/53, 701/54, 180/165, 180/6.44, 180/6.5, 180/197, 180/65.4, 180/65.3, 180/65.8, 318/138, 318/139, 290/40
• US Class Current: 701/87
• CPC Class Codes: B60K 6/46 Series type
• 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 2200/26 Rail vehicles
• CPC Class Codes: B60L 50/10 using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
• CPC Class Codes: B60L 50/15 with additional electric power supply with capacitors charged by engine-driven generators B60L50/40; with batteries charged by engine-driven generators B60L50/61
• CPC Class Codes: B60W 10/18 including control of braking systems
• CPC Class Codes: B60W 2710/065 Idle condition
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• 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: Y10S 903/947 Characterized by control of braking, e.g. blending of regeneration, friction braking

Abstract

A method for influencing the drive torque in a drive train comprising at least one electric motor at least indirectly driving one driven wheel, an internal combustion engine, and an electric machine allowing mechanical coupling to said engine operating a generator and a motor. Each selected motor allows electric coupling to the generator.

The system creates a device for presetting a driver'"'"'s desire for movement of the vehicle, coupled at least indirectly to an actuator of the internal combustion engine. According to the invention, the electric motors are operated as generators, at least upon release of the system for presetting a driver'"'"'s desire. Drawn from the driven wheels by the electric motors is a first output portion that is generated in generator mode and fed to the electric machine for driving the internal combustion engine. The first output portion is selected such that the internal combustion engine operates at least at a speed of rotation greater than or equal to idling speed of rotation and at which the fuel supply is interrupted completely by means of a control coordinated with the internal combustion engine.

Claims

1. A method to influence the drag torque in a drive train, comprising the steps of:

providing at least one electric motor for driving a driven wheel of a vehicle, an internal combustion engine, and an electric machine capable of mechanically coupling to said internal combustion engine and operating as a generator and as a motor, said electric motor capable of electric coupling to said electric machine, and an actuating member connected to an actuator of said internal combustion engine for presetting a driver'"'"'s desire for movement of vehicle;

operating said electric machine as a generator on one of release of the actuating member and actuation of a system for presetting the driver'"'"'s desire for movement;

generating a first output portion from said electric machine drawn by the electric motor from the driven wheel;

feeding said first output portion to the electric machine for driving said internal combustion engine; and

selecting said first output portion such that the internal combustion engine operates at least at a speed of rotation greater than or equal to an idling speed of rotation and on which the internal combustion fuel supply is interrupted completely by means of a control coordinated with said internal combustion engine.

2. The method of claim 1 further comprising the steps of:

determining a variable characterizing the actual state of vehicle travel at least from the time of actuating member release or presetting the driver'"'"'s desire for movement in at least a plurality of selectable time periods;

setting said determined value as a set value for feedback control;

comparing said set value to the actual value state; and

drawing a second output portion from the driven wheel by the electric motor operated as a generator for generating a braking torque when the actual value exceeds said set value.

3. The method of claim 2 in which said determining step includes that the speed of vehicle travel is chosen as said variable characterizing the actual state of travel.

4. The method of claim 2 in which said determining step includes that the acceleration of vehicle travel is chosen as said variable characterizing the actual state of travel.

5. The method of claim 1 further comprising the steps of:

providing at least one further brake system for activation;

determining at least one variable for describing the actual state of vehicle travel at least from the time of brake system deactivation forward in a plurality of selectable time periods;

setting said determined value as a set value for feedback control;

comparing said set value to the actual value state; and

drawing a second output portion from the driven wheel by the electric motor operated as a generator for generating a braking torque when the actual value exceeds said set value.

6. The method of claim 5 further comprising the step of:

deactivating drag torque control when said further brake system is activated, the deactivating step accomplished by not changing the output portions drawn from the driven wheel so than additional braking torque is generated by said further brake system.

7. The method of claim 6 further comprising the step of:

additively superimposing said second output portion drawn from the driven wheels and the brake torque generated by the brake system.

8. The method of claim 6 in which said provided brake system generates a braking torque derived from the difference between the braking torque desired according to brake system actuation and the torque corresponding to the second output portion.

9. The method of claim 5 further comprising the step of:

deactivating drag torque control when said further brake system is activated, the deactivating step accomplished that from the time of brake system activation forward only the first output portion is drawn from the driven wheels and a braking moment is generated merely with the braking system.

10. The method of claim 5 further comprising the steps of:

making a maximum selection between the second output portion drawn from the driven wheels at the time of brake system actuation and braking torque desired according to the actuation of the braking system; and

generating a braking torque accordingly with only either the brake system or use of the second output portion.

11. The method of claim 1 in which transition from drive torque to drag torque and vice versa is realized without abruptness.

12. The method of claim 11 further comprising the step of:

running a programmed routine for influencing the output drawn from the driven wheels from the time of release of the actuating member or the presetting of the driver'"'"'s desire of vehicle movement.

13. The method of claim 11 further comprising the step of:

defining with the actuating member a specific position differing from one of the two limit positions of the actuating member;

adjusting the output actuator of the internal combustion engine such that the output generated by the internal combustion engine equals zero when the actuating member is moved to said specific position; and

adjusting the drag torque gradually on the actuating member sweeping a range from the specific position to a limit position.

14. The method of claim 13 in which the specific position is continually redefined.

15. The method of claim 13 in which the definition of the specific position is preset.

16. The method of claim 11 further comprising the step of:

making the transition from drive torque to drag torque and vice versa depending on the speed of rotation of the internal combustion engine.

17. The method of claim 16 comprising the step of:

delaying the transition from and to drag torque control by selection of a particular deviation between the actual speed of rotation of the internal combustion engine and the speed of rotation at which deceleration shutoff of the internal combustion engine occurs.

18. A drive unit for vehicle, said drive unit comprising:

at least one electric motor driving at least one driven wheel;

an internal combustion engine having an actuator;

an electric machine capable of mechanical coupling to said internal combustion engine and operation as a motor and as a generator, each said electric motor operable as a generator and capable of electric coupling to said electric machine, said motor having a motor actuator;

an actuating member allowing at least indirect coupling to said actuator; and

a control system including;

a detection system for creating a variable describing the actual state of travel of the vehicle;

a first input coupled to said actuating member;

a second input coupled to said detection system;

and a first output coupled to said motor actuator for tuning a first output portion to be drawn from said driven wheel in the generator operation of said electric motor and fed to said internal combustion engine; and

means for determining said first output.

19. The drive unit of claim 18 in which said means is a programmable function.

20. The drive unit of claim 18 in which said means is an electronic circuit.

21. The drive unit of claim 18 in which said control system includes:

a comparator system for comparing a value of a variable characterizing the actual state of travel of the vehicle, and setting a set value to a current actual state of travel value; and

at least one assignment system subordinate to said comparator system and determining a further second output portion to be additionally drawn from the driven wheels, said assignment system linked to said motor actuator for tuning the overall output drawn from the driven wheel in the generation operation of said electric motor.

22. The drive unit of claim 21 further including an accumulator unit for storing the second output portion.

23. The drive unit of claim 18 further comprising:

at least one additional brake system; and

means for presetting the priority between said additional brake system and control of the output drawn from said driven wheel.

24. The drive unit of claim 23 in which presetting means is a programmable function.

25. The drive unit of claim 18 in which said presetting means is an electronic circuit.

26. The drive unit of claim 18 in which said electric motor is configured as a transverse-flow machine.

27. The drive unit of claim 18 in which said electric machine is configured as a transverse-flow machine.