Methods and apparatus for controlling motors during recycling processes

Abstract

This invention relates to an apparatus for operating a motor of a vehicle during a recycling process. The vehicle includes a first motor coupled to a first axle of the vehicle, and a second motor coupled to a second axle of the vehicle. The apparatus is configured to determine, based on sensor data from one or more sensors of the vehicle, whether the second motor, in addition to the first motor, should be used to recover electrical energy during the recycling process. The apparatus is configured to operate the second motor during the recycling process to recover electrical energy based on this determination.

Description

Technical Field

[0001] This invention relates to a vehicle having multiple motors for recovering electrical energy. More particularly, this invention relates to a method and corresponding apparatus for controlling a mechanically decoupled motor of the vehicle within the scope of the recovery process. Background Technology

[0002] The vehicle may have multiple motors for driving the vehicle. In particular, the vehicle may have a first motor for driving a first axle (especially the rear axle) and a second motor for driving a second axle (especially the front axle). The motors may operate together, for example, to provide all-wheel drive for the vehicle.

[0003] Furthermore, the vehicle's electric motors can be used to decelerate the vehicle and recover electrical energy, which can be stored in the vehicle's energy storage system. By utilizing multiple motors operating on multiple axles of the vehicle to recover electrical energy, the amount of recovered energy can be increased. Additionally, decelerating the vehicle on multiple axles improves the stability of the vehicle's operation. On the other hand, using multiple motors for the energy recovery process may be associated with relatively high energy consumption for activating each motor. Summary of the Invention

[0004] The technical task involved in this article is to achieve the highest possible energy efficiency and stable driving performance by utilizing multiple motors in a vehicle.

[0005] The task is accomplished through a device for operating a motor in a vehicle during the recycling process and a method for operating a motor in a vehicle during the recycling process. It should be noted that additional features of dependent claims of an independent claim, in the absence of features of the independent claim or in combination with only some features of the independent claim, can constitute an independent invention independent of all features of the independent claim; this can be the technical solution of the independent claim, a divisional application, or a subsequent application. This also applies to the technical teachings described in the specification, which can form an invention independent of the features of the independent claim.

[0006] According to one aspect, an apparatus is described for operating or controlling (motorizing) a vehicle during a recovery process (in which the motor typically generates a decelerating torque for slowing down the vehicle). The vehicle includes a first motor (e.g., possibly a separately excited or perpetually excited synchronous motor) coupled to a first (drive) axle of the vehicle (e.g., a rear axle). The first motor may also be referred to as a main motor. The first motor may be configured to be permanently and / or continuously coupled to the first (drive) axle.

[0007] Furthermore, the vehicle includes a second motor (e.g., a separately excited synchronous motor) that can be coupled to the vehicle's second (drive) axle (e.g., the front axle). The second motor may also be referred to as an auxiliary motor. Coupling or decoupling of the second motor from the second (drive) axle can be achieved via a clutch controllable by the device or via a vehicle transmission controllable by the device.

[0008] In the decoupled state, the second motor, especially its shaft, is typically stationary. On the other hand, in the coupled (and therefore retractable) state, the second motor, especially its shaft, typically rotates at a speed proportional to the vehicle's travel speed.

[0009] When the second motor is coupled to the second axle (before it is used for recovery), the energy required to establish synchronization between the travel speed and the rotational speed of the second motor axle must usually be applied first, which will initially lead to an increase in energy loss.

[0010] In a friction-locked clutch, the gradual disengagement of the clutch is typically sufficient to couple the second motor to the second axle, where it is then driven by the vehicle's kinetic energy. This process directly contributes to the vehicle's deceleration. Therefore, by coupling the second motor to the second axle using a friction-locked clutch, the potential for recoverable electrical energy is generally reduced.

[0011] In a form-locking clutch (such as a toothed clutch), clutch engagement can only be achieved within a speed window near the synchronous speed. Therefore, electrical energy must be used beforehand to increase the speed of the second motor and synchronize it, meaning that electrical energy must be applied before the clutch can be engaged and before retraction can be performed using the second motor.

[0012] In both cases, a certain amount of mechanical energy is lost and cannot be recovered. At the end of the recovery process, the rotational energy stored in the rotating mass of the second motor can be converted back into electrical energy when the second motor stops again (ablegen), i.e., decouples, thereby increasing the amount of recovered electrical energy again.

[0013] The device is configured to determine, based on sensor data from one or more sensors of the vehicle, whether a second motor, in addition to the first motor, should also be used to recover electrical energy during the recovery process. Specifically, the device can be configured to identify whether a recovery process and / or deceleration process is being implemented or should be implemented on the vehicle. This can be identified, for example, based on the driver's operation of the vehicle's brake pedal or brake lever.

[0014] Furthermore, it can be verified (from an energy perspective) whether the vehicle's second motor should also be used to recover electrical energy during the recycling process, based on sensor data from one or more of the vehicle's sensors. Exemplary sensors here are speed sensors, one or more environmental sensors (especially distance sensors for determining the distance or relative speed between the vehicle and vehicles ahead and / or image cameras for recognizing traffic signs) and / or position sensors for determining the vehicle's current position (within a digital map of the road network on which the vehicle is traveling).

[0015] The device can therefore be configured to predict, based on sensor data from one or more of the vehicle's sensors, whether it is advantageous from an energy perspective to also operate the second motor during the recovery process, before or at the start of the recovery process. In particular, it can predict whether activating the second motor can recover more additional electrical energy than the energy must be applied to activate the second motor for the recovery process.

[0016] The device is also configured to operate a second motor during the recovery process to recover electrical energy, based on this (i.e., based on the determination or prediction). In particular, the device can be configured to operate the second motor during the recovery process if it has been determined that the second motor should operate during the recovery process. For this purpose, the device can be configured to couple the second motor to a second axle for the recovery process (e.g., by closing a clutch between the second motor and the second axle). Alternatively or additionally, the device can be configured to allow excitation current to flow through the excitation coil of the second motor for the recovery process (so that the second motor can be operated as a generator).

[0017] On the other hand, if it has been determined that the second motor should not be operated, the operation of the second motor can be prohibited (e.g., by decoupling the second motor from the second axle and / or prohibiting the excitation current from flowing through the excitation coil of the second motor).

[0018] When activating and / or coupling and / or operating the second motor, the dead time required to place the second motor at synchronous speed and mechanically couple it to the second (drive) axle can be considered. During the dead time, recovery is typically not possible via the second motor.

[0019] In particular, the device can be configured to predict the start time of the (upcoming) recycling process. Furthermore, the device can be configured to couple and / or activate the second motor with a predetermined dead time before the predicted start time, so that the second motor can operate from the start time of the recycling process to recover electrical energy. Therefore, the vehicle's energy efficiency and / or driving stability can be further improved.

[0020] Therefore, the device described herein allows sensor data from one or more of the vehicle's sensors to predict, from an energy perspective, whether it is reasonable to use energy to activate a second motor for the current or upcoming recovery process, so that the second motor can also be used for the recovery process in addition to the first motor, thereby increasing the amount of recovered electrical energy and simultaneously improving the vehicle's driving stability during the recovery process and / or deceleration.

[0021] The device can be configured to predict, based on sensor data from one or more of the vehicle's sensors, the amount of energy that can be recovered (in total, if necessary) during the recovery process. In particular, it can predict the additional energy that can be recovered based on the additional use of a second motor.

[0022] Then, it can be determined whether a second motor should also be used in the recovery process in addition to the first motor, based on the predicted recovery energy, and in particular by comparing the predicted recovery energy with an energy threshold. The energy threshold here may depend on (or correspond to) the energy that must be applied to activate the second motor for the recovery process.

[0023] By predicting the energy recovered from the current or upcoming recycling process, selective activation of the second motor can be achieved in a particularly reliable and energy-efficient manner.

[0024] The device can be configured to determine, based on sensor data regarding the vehicle's actual speed at the start of the recovery process, whether a second motor should be used in addition to the first motor during recovery. The actual vehicle speed can be displayed via the vehicle's speed sensor. Specifically, the device can be configured to determine that the second motor should be used in addition to the first motor during recovery when (if necessary, only when) the actual speed is greater than or equal to a speed threshold. Alternatively or supplementarily, the device can be configured to determine that the second motor should not be used during recovery when (if necessary, whenever) the actual speed is less than a speed threshold. The speed threshold can here depend on the energy required to activate the second motor for the recovery process.

[0025] By measuring and taking into account the vehicle's actual speed at the start of the recycling process, selective activation of the second motor can be achieved in a particularly effective manner, thereby further improving the vehicle's energy efficiency.

[0026] The device can be configured to predict the target speed of the vehicle at the end of the recovery process based on sensor data from one or more of the vehicle's sensors. In particular, it can predict the target speed at which the vehicle will travel at the end of the recovery process (and therefore the extent to which the vehicle is expected to decelerate within the range of the recovery process) based on sensor data.

[0027] Therefore, it is possible to determine, with particular precision and reliability, whether a second motor should be used in addition to the first motor during the recovery process, based on the actual driving speed at the start of the recovery process and the predicted target driving speed at the end of the recovery process. Specifically, the (additionally or overall) amount of energy to be recovered during the recovery process can be predicted accurately based on both the actual and target driving speeds. Predicting the target driving speed (e.g., based on environmental data from one or more of the vehicle's environmental sensors, such as camera-based sensor data or distance sensor-based sensor data) enables the selective activation of the second motor in a particularly reliable manner, thereby further improving the vehicle's energy efficiency.

[0028] The device can be configured to predict the target speed of the vehicle at the end of the recovery process based on sensor data about the vehicle's position (e.g., based on the vehicle's GPS coordinates) and a digital map of the road network the vehicle is traveling on. Alternatively or supplementarily, the device can be configured to determine whether a second motor should also be used in addition to the first motor during the recovery process, based on sensor data about the vehicle's position (e.g., based on the vehicle's GPS coordinates) and a digital map of the road network the vehicle is traveling on. By taking into account the location data and the digital map, for example, the direction of the currently traveling lane can be determined, so as to predict the amount of energy to be recovered during the recovery process in a precise manner according to the direction of the currently traveling lane. Therefore, selective activation of the second motor can be achieved in a particularly reliable manner, thereby further improving the vehicle's energy efficiency.

[0029] The device can be configured to predict the target speed of the vehicle at the end of the recovery process based on a vehicle route planned on the vehicle's navigation system and sensor data regarding the vehicle's position (e.g., GPS coordinates), and, if necessary, in conjunction with a digital map. Alternatively or additionally, the device can be configured to determine, based on a vehicle route planned on the vehicle's navigation system and sensor data regarding the vehicle's position (e.g., GPS coordinates), and, if necessary, in conjunction with a digital map, whether a second motor should also be used during the recovery process in addition to the first motor. For example, the recovery process can be identified in relation to turning processes based on the planned route. Based on this information, the recovered energy of the recovery process can be predicted in a particularly accurate manner (thus enabling selective activation of the second motor).

[0030] The device can be configured to predict the target speed of the vehicle at the end of the recovery process based on sensor data about a vehicle traveling (directly) in front of the vehicle (e.g., data about the distance to the vehicle and / or the speed of the vehicle). Alternatively or additionally, the device can be configured to determine whether a second motor should also be used in addition to the first motor during the recovery process based on sensor data about a vehicle traveling (directly) in front of the vehicle (e.g., data about the distance to the vehicle and / or the speed of the vehicle). Therefore, selective activation of the second motor can be achieved in a particularly reliable manner.

[0031] The device can be configured to determine, based on sensor data from one or more sensors of the vehicle (e.g., wheel speed sensors for the first and / or second axles), whether a second motor should be used in addition to the first motor to recover electrical energy during the recycling process to ensure vehicle driving stability. Therefore, in addition to or instead of considering energy efficiency, vehicle driving stability can also be considered during the recycling process to determine whether the second motor should be used in the recycling process.

[0032] In particular, the device can be configured to determine information about the coefficient of friction of the lane the vehicle is traveling in, based on sensor data from one or more of the vehicle's sensors (e.g., wheel speed sensors). A low coefficient of friction typically increases the tendency for a second motor to be used in the recycling process.

[0033] Alternatively or additionally, the device may be configured to determine information regarding the deceleration value to be achieved during the recovery process based on sensor data from one or more of the vehicle's sensors (such as radar sensors). Typically, the use of a second motor in the recovery process increases with the increase in the deceleration value.

[0034] Therefore, it is possible to determine, in a particularly precise manner, whether a second motor should be used in addition to the first motor to recover electrical energy during the recovery process to ensure the vehicle's driving stability, based on information about the coefficient of friction and / or the deceleration value.

[0035] Therefore, the device can be configured to determine or estimate the lane friction coefficient or the vehicle's dynamic stability margin, in addition to considering energy. This information can be determined, in particular, by comparing wheel speeds and / or by other driving dynamic data, such as from the Electronic Stability Program (ESP).

[0036] Based on the determined information, the energy threshold used to activate the second motor for the recovery process can be adjusted, and in particular reduced. Specifically, the energy threshold can decrease as the coefficient of friction decreases and / or as the deceleration value increases. Alternatively or supplementarily, the energy threshold can increase as the coefficient of friction increases and / or as the deceleration value decreases.

[0037] Furthermore, the device can be configured to switch to continuous coupled operation of the two motors based on determined information (especially when the vehicle's stability margin is significantly reduced, for example when the coefficient of friction is below a specific coefficient of friction threshold), and the continuous coupled operation of the two motors can be maintained even during driving.

[0038] According to another aspect, a (road) motor vehicle (especially a car, truck, bus, or motorcycle) is described, which includes the (control) device described herein.

[0039] According to another aspect, a method for operating or controlling a motor in a vehicle during a recycling process is described. The vehicle includes a first motor coupled to a first axle of the vehicle and a second motor coupled to a second axle of the vehicle.

[0040] The method includes determining, based on sensor data from one or more of the vehicle's sensors (particularly speed, environmental, and / or position sensors), whether a second motor, in addition to the first motor, should also be used to recover electrical energy during the (current or upcoming) recycling process. The method also includes operating the second motor during the recycling process based on this determination, so as to recover electrical energy during the recycling process.

[0041] According to another aspect, a software (SW) program is described. This SW program can be configured to be implemented on a processor (e.g., on a vehicle controller) and thereby implement the methods described herein.

[0042] According to another aspect, a storage medium is described. This storage medium may include a Service Controller (SW) program configured to implement, and thereby implement, the methods described herein on a processor.

[0043] It should be noted that the methods, apparatuses, and systems described herein can be used not only individually but also in combination with other methods, apparatuses, and systems described herein. Furthermore, any aspect of the methods, apparatuses, and systems described herein can be combined with each other in various ways. In particular, the features of the claims can be combined with each other in various ways. Attached Figure Description

[0044] The present invention will now be described in detail with reference to embodiments. The accompanying drawings are as follows:

[0045] Figure 1 An exemplary vehicle with multiple motors is shown; and

[0046] Figure 2 A flowchart illustrating an exemplary method for operating the motor of a vehicle during the recycling process is shown. Detailed Implementation

[0047] As mentioned at the beginning, this paper focuses on achieving the highest possible energy efficiency and stability in the operation of vehicles with multiple motors during the recycling process. In this context, Figure 1 An exemplary vehicle 100 is shown, having a first axle 121 (e.g., a rear axle) coupled to or potentially coupled to a first motor 111. The vehicle 100 also includes a second axle 122 (e.g., a front axle) coupled to or potentially coupled to a second motor 112. Coupling or decoupling of motors 111, 112 from their respective axles 121, 122 can be achieved via clutches 131, 132, respectively.

[0048] Vehicle 100 may include a control device 101 (such as a controller) configured to control one or more motors 111, 112 and / or one or more clutches 131, 132 to, for example, generate a specific driving torque for driving vehicle 100 and / or generate a deceleration torque for slowing down vehicle 100. The one or more motors 111, 112 and / or the one or more clutches 131, 132 may be controlled according to a target torque requested, for example, by the driver of vehicle 100 via the accelerator pedal or the brake pedal (not shown) of vehicle 100.

[0049] Vehicle 100 may also include one or more environmental sensors 102, such as cameras and / or distance sensors, such as radar sensors, configured to detect sensor data (also referred to herein as environmental data) regarding the environment of vehicle 100, particularly regarding vehicles traveling in front of vehicle 100. Additionally, vehicle 100 may include a position sensor 103 (such as a GPS receiver) configured to detect sensor data (also referred to herein as position data) regarding the position of vehicle 100. Furthermore, vehicle 100 may include at least one driving sensor 104 configured to detect sensor data (also referred to herein as driving data) regarding the driving state of vehicle 100, particularly regarding driving speed.

[0050] In a vehicle 100 having at least one motor 111, 112 on each axle 121, 122, especially in a BEV (Battery Electric Vehicle), the two motors 111, 112 can be used not only for driving but also for regenerative braking. By operating the motors 111, 112 together, the maximum achievable regenerative deceleration and driving stability of the vehicle 100 can be improved.

[0051] Using motors 111 and 112, especially separately excited motors, for regeneration first requires a certain energy or power shift in the form of the excitation current of motors 111 and 112 in order to establish the magnetic field of motors 111 and 112. Furthermore, the shaft of the decoupled motor 112 must be accelerated to the speed of the corresponding axle 122 when motor 112 is coupled to it, which also results in energy loss. Therefore, from an energy perspective, using two motors 111 and 112 for regeneration braking of vehicle 100 may be inefficient. Particularly inefficient is using a second motor 112 specifically coupled to the second axle 122 for regeneration braking when vehicle 100 is running with only one drive axle 121 before the regeneration process begins and the other drive axle 122 is mechanically decoupled.

[0052] One possibility for optimizing energy efficiency in regenerative braking is to activate the second motor 112 only at a specific deceleration threshold (e.g., 0.1g or greater). This deceleration threshold can be a trade-off between driving stability and energy efficiency. However, setting a deceleration threshold may result in the energy required to activate the second motor 112 not being recovered within the scope of the regeneration process.

[0053] Another possibility is to use only the first motor 111 for regenerative braking until a specific deceleration stability limit is reached. However, this would mean that, in principle, energy exceeding the deceleration stability limit cannot be recovered.

[0054] The control unit 101 of the vehicle 100 can be configured to predict, based on driving data, environmental data, and / or location data, whether it is advantageous from an energy perspective to use the second motor 112 for braking regeneration in addition to the first motor 111 for an upcoming or already started regeneration process. In particular, the control unit 101 can be configured to predict, based on driving data, environmental data, and / or location data, whether the regeneration energy to be recovered within the scope of the regeneration process exceeds a specific energy threshold, from which point it would be advantageous to also use the second motor 112 for braking regeneration (and specifically activate it for the regeneration process).

[0055] The device 101 can be configured to use the second motor 112 for regenerative braking (if necessary, only) when the actual travel speed of the vehicle 100 is greater than or equal to a specific speed threshold at the start of the recovery process or when the vehicle 100 begins to decelerate. Therefore, the second motor 112 can be used for regenerative braking (if necessary, only) when the energy to be recovered (which is proportional to the square of the travel speed) is relatively high based on the relatively high travel speed of the vehicle 100. Thus, for example, the second motor 112 can be deactivated for the recovery process when driving in the city, but used for the recovery process when driving on a highway.

[0056] Taking into account data from other sensors can further improve the foresight or prediction of expected energy recovery.

[0057] For example, a vehicle traveling in front of vehicle 100 can be detected based on environmental data, and this vehicle is traveling at a speed only slightly lower than the actual driving speed of vehicle 100. Furthermore, if necessary, the operation of vehicle 100's ACC (Adaptive Cruise Control) function can be identified. Based on this, it can be predicted that the upcoming recovery process will involve only a relatively small change in the driving speed of vehicle 100 and therefore only a relatively small amount of recovered energy, thus allowing the second motor 112 to be discontinued.

[0058] In another example, based on the driving route planned on the navigation system of vehicle 100, it can be identified that vehicle 100 must perform strong braking (e.g., to exit a highway). Therefore, it can be predicted that the upcoming recovery process will have relatively high recovered energy and thus the second motor 112 should be activated (selectively or specifically for the recovery process).

[0059] In another example, environmental data can be used to identify vehicles braking sharply ahead and / or red traffic lights. Therefore, an upcoming recovery process can be predicted to have relatively high recoverable energy, and thus the second motor 112 should be activated.

[0060] In another example, based on the location data of vehicle 100 and a digital map associated with the road network on which vehicle 100 travels, it can be identified that vehicle 100 is traveling on relatively long curves on rural roads, and therefore vehicle 100 will only slow down relatively little. Therefore, it can be predicted that the upcoming recovery process will have only relatively little recovered energy, thus allowing the second motor 112 to be left unconnected.

[0061] Therefore, the driver assistance (FAS) sensing device 102 of vehicle 100 (especially for distance measurement, for recognizing traffic signs, traffic lights, etc.) and / or digital maps from vehicle 100's navigation system can be used to predict the target speed of vehicle 100 during deceleration (e.g., before a curve or a fork in the road). Then, based on the actual speed of vehicle 100 and the predicted target speed, the energy recovered for the deceleration process can be predicted. In particular, it can be predicted whether activating the second motor 112 specifically for the recovery process is energy-efficient based on the actual speed and the predicted target speed.

[0062] The device 101 can be configured to, additionally and partially independently of efficiency considerations, verify during recovery operations whether the target speed of vehicle 100 should be achieved in a relatively short time (with relatively high deceleration) or in a relatively long time (with relatively low deceleration). With relatively high recovery vehicle deceleration, the first motor 111 typically (depending on the power design of the first motor 111) cannot provide the required deceleration torque alone. Furthermore, especially on wet or slippery lanes, recovery via only one axle 111 can lead to unstable driving dynamics of vehicle 100.

[0063] The device 101 may be configured to determine drive slip or slippage during single axle retraction based on a comparative observation of the wheel speeds of the first axle 121 (measured by the first wheel speed sensor 141) and the second axle 122 (measured by the second wheel speed sensor 142) between the coupled wheels of the first drive axle 121 and the freely rotating wheels of the second axle 122.

[0064] Based on the comparative observations and / or the ratio of the driving torque to the corresponding driving torque or recovery torque during the current and / or recently passed driving conditions, the criteria for driving stability and driving stability margin can be determined.

[0065] Based on the predicted driving stability for the recovery process, the activation threshold for adding a second motor for recovery can be adjusted, and in particular lowered (if necessary, also considering pure energy aspects, such as when a high road friction coefficient would not lead to reasonable activation of the second recovery axle 122). Therefore, the driving stability of vehicle 100 can be effectively improved.

[0066] Figure 2 A flowchart illustrates an exemplary (computer-implemented) method 200 for operating or controlling a motor 112 (such as a separately excited synchronous motor) of vehicle 100 during recovery (or during deceleration of vehicle 100). Vehicle 100 includes a first motor 111 coupled to a first axle 121 (such as a rear axle) of vehicle 100. The first motor 111 may be fixedly coupled to the first axle 121, particularly in such a way that the first motor 111 is automatically used for deceleration and / or recovery when necessary.

[0067] Furthermore, vehicle 100 includes a second motor 112 that can be coupled to a second axle 122 (such as a front axle) of vehicle 100. For this purpose, vehicle 100 may have a clutch 132 or a transmission configured to couple or decouple the second motor 112 from the second axle 122 when needed. By decoupling the second motor 112, for example, the drag torque caused by the second motor 112 can be reduced or avoided when needed, especially in driving conditions or during free-coasting.

[0068] Method 200 includes: determining, 201, whether a second motor 112, in addition to the first motor 111, should also be used to recover electrical energy in the (current or upcoming) recycling process based on sensor data from one or more sensors 102, 103, 104 of the vehicle 100. In particular, sensor data from one or more driving sensors 104 (especially speed sensors), one or more environmental sensors 102 (especially radar sensors and / or imaging cameras), and / or position sensors 103 can be used. Based on the sensor data, information regarding the energy to be recovered during the recycling process can be predicted. Based on this, it can then be determined whether the energy to be recovered is high enough that the activation energy required to activate the second motor 112 can be recovered at least again through the second motor 112 within the scope of the recycling process (and therefore, it is energy-wise reasonable to add the second motor 112 to the recycling process).

[0069] Method 200 also includes, based on the determination 201, (selectively) operating 202 of the second motor 112 during the recycling process to recover electrical energy. Specifically, if it has been determined that the second motor 112 is to be used in the recycling process, the second motor 112 can be coupled to the second axle 122 for this purpose and supplied with excitation current if necessary. On the other hand, if it has been determined that the second motor 112 should not be used in the recycling process, the second motor 112 can be kept decoupled from the second axle 122 and / or not supplied with excitation current.

[0070] After the recycling process, the second motor 112 may, if necessary, be decoupled from the second axle 122 and / or the excitation current flowing through the second motor 112 may be stopped.

[0071] The measures described herein can increase the amount of electrical energy that can be recovered by a vehicle 100 having multiple motors 111, 112. Furthermore, by distributing the deceleration force to the two axles 121, 122 and thereby making more uniform use of the transmittable lateral forces (without using additional friction brakes), the driving stability of the vehicle 100 can be improved during recovery.

[0072] This invention is not limited to the embodiments shown. In particular, it should be noted that the specification and drawings are intended to illustrate the principles of the proposed methods, apparatus, and systems only by way of example.

Claims

1. A device (101) for operating a motor of a vehicle (100) during a recycling process, the vehicle (100) including a first motor (111) coupled to a first axle (121) of the vehicle (100), and the vehicle (100) including a second motor (112) capable of coupling to a second axle (122) of the vehicle (100); the device (101) being configured for... - Based on sensor data from one or more sensors (102, 103, 104, 141, 142) of the vehicle (100), predict the recoverable energy that can be recovered during the recycling process; and - A comparison of the predicted recovered energy with an energy threshold determines whether a second motor (112), in addition to the first motor (111), should be used in the energy recovery process to recover electrical energy; and the energy threshold corresponds to the energy that must be applied to activate the second motor for the recovery process; and - When the predicted recoverable energy is greater than the energy threshold, the second motor (112) is operated during the recovery process to recover electrical energy.

2. The apparatus (101) of claim 1, wherein The device (101) is configured to determine, based on sensor data regarding the actual driving speed of the vehicle (100) at the start of the recovery process, whether a second motor (112) should be used in addition to the first motor (111) during the recovery process.

3. The apparatus (101) according to claim 2, wherein, The device (101) is configured for When the actual driving speed is greater than or equal to a speed threshold, it is determined that a second motor (112) should be used in addition to the first motor (111) during recovery operation; and / or When the actual driving speed is less than the speed threshold, it is determined that the second motor (112) should not be used during the recovery operation.

4. The apparatus (101) according to any one of claims 2 to 3, wherein, The device (101) is configured for Based on sensor data from one or more sensors (102, 103, 104, 141, 142) of the vehicle (100), a target driving speed of the vehicle (100) is predicted at the end of the recovery process; and Whether a second motor (112) should be used in addition to the first motor (111) is determined based on the actual driving speed at the start of the recovery process and the predicted target driving speed at the end of the recovery process.

5. The apparatus (101) according to any one of claims 1 to 3, wherein, The device (101) is configured to use sensor data about the location of the vehicle (100) and a digital map about the road network in which the vehicle (100) travels. - Predict the target driving speed of the vehicle (100) at the end of the recovery process; and / or - Determine whether a second motor (112) should be used in addition to the first motor (111) during the recycling process.

6. The apparatus (101) according to any one of claims 1 to 3, wherein, The device (101) is configured to operate based on a planned driving route of the vehicle (100) on the vehicle's (100) navigation system and based on sensor data regarding the position of the vehicle (100). - Predict the target driving speed of the vehicle (100) at the end of the recovery process; and / or - Determine whether a second motor (112) should be used in addition to the first motor (111) during the recycling process.

7. The apparatus (101) according to any one of claims 1 to 3, wherein, The device (101) is configured to use sensor data regarding a vehicle traveling in front of the vehicle (100) as a basis. - Predict the target driving speed of the vehicle (100) at the end of the recovery process; and / or - Determine whether a second motor (112) should be used in addition to the first motor (111) during the recycling process.

8. The apparatus (101) according to any one of claims 1 to 3, wherein, The device (101) is configured to, if it has been determined that a second motor (112) should be used in addition to the first motor (111) during the recycling process, then - Couple the second motor (112) to the second axle (122) for use in the recycling process; and / or - For the recycling process, the excitation current flows through the excitation coil of the second motor (112).

9. The apparatus (101) according to any one of claims 1 to 3, wherein, The device (101) is configured to determine, based on sensor data from one or more sensors (102, 103, 104, 141, 142) of the vehicle (100), whether a second motor (112) is used in addition to the first motor (111) to recover electrical energy during the recovery process to ensure the driving stability of the vehicle (100).

10. The apparatus (101) according to claim 9, wherein, The device (101) is configured for - Based on sensor data from one or more sensors (102, 103, 104, 141, 142) of the vehicle (100), information about the coefficient of friction of the lane in which the vehicle (100) is traveling and / or information about the deceleration value to be achieved during the recovery process is determined; and - Based on this, it is determined whether the second motor (112) is used in addition to the first motor (111) during the recycling process to ensure the driving stability of the vehicle (100).

11. A method (200) for operating an electric motor of a vehicle (100) during a recycling process, the vehicle (100) including a first motor (111) coupled to a first axle (121) of the vehicle (100), and the vehicle (100) including a second motor (112) capable of being coupled to a second axle (122) of the vehicle (100), the method (200) comprising: - Based on sensor data from one or more sensors (102, 103, 104, 141, 142) of the vehicle (100), predict the recoverable energy that can be recovered during the recycling process; - Determine (201) whether a second motor (112) should be used to recover electrical energy in the recovery process, in addition to the first motor (111), by comparing the predicted recovered energy with an energy threshold corresponding to the energy that must be applied to activate the second motor for the recovery process; and - When the predicted recoverable energy is greater than the energy threshold, the second motor (112) is operated (202) during the recovery process to recover electrical energy.

Images