Method and device for operating an electric motor vehicle

Abstract

The invention relates to a method and a device for operating an electric motor vehicle. The present disclosure relates generally to electric motor vehicles, and more particularly to methods and apparatus for operating an electric motor vehicle. An example method for operating a vehicle includes applying torque to a steering wheel of the vehicle to generate electrical energy in an electric motor of the vehicle when the vehicle is in a deactivated mode, and charging an energy storage device of the vehicle with the generated electrical energy.

Description

[0001] Related applications This application claims priority to German patent application No. 102024130575.4, filed on October 21, 2024, which is incorporated herein by reference in its entirety. Technical Field

[0002] This disclosure relates generally to electric motor vehicles, and more specifically to methods and apparatus for operating electric motor vehicles. Background Technology

[0003] A steer-by-wire system (hereinafter referred to as SBW steering) is a steering technology in which the direct mechanical connection between the steering wheel and the wheels is omitted and replaced by two actuators: a steering wheel actuator with feedback that generates feedback torque for the driver at the steering wheel, and a wheel actuator that moves at least one (but usually several) steerable wheels to the desired position. Summary of the Invention

[0004] An example method for operating a vehicle includes: applying torque to the vehicle's steering wheel to generate electrical energy in the vehicle's electric motor when the vehicle is in a deactivated mode; and using the generated electrical energy to charge the vehicle's energy storage device.

[0005] An example device for a vehicle includes: an electric motor coupled to a steering wheel, wherein torque applied to the steering wheel when the vehicle is in a deactivated mode causes electrical energy to be generated; and a control device configured to: charge an energy storage device of the vehicle with the generated electrical energy; and to close a main contactor of the vehicle when the state of charge of the energy storage device exceeds a first threshold.

[0006] An example non-transitory computer-readable storage medium includes instructions to cause a programmable circuit system to at least charge an energy storage device of a vehicle with electrical energy generated by the torque applied to an electric motor; and to cause the main contactor of the vehicle to close when the state of charge of the energy storage device exceeds a first threshold. Attached Figure Description

[0007] Figure 1 This is a schematic diagram of a motor vehicle having an example assembly, based on the example described herein.

[0008] Figure 2 It can be implemented by example programmable circuit systems, instantiated, and / or executed. Figure 1 A flowchart representation of example machine-readable instructions and / or example operations of the assembly.

[0009] Figure 3This is a block diagram of an example processing platform, which includes components structured for executing, instantiating, and / or implementing example machine-readable instructions and / or executing... Figure 2 Example operations to implement Figure 1 A programmable circuit system of assembly.

[0010] Generally, the same reference numerals will be used to refer to the same or similar parts throughout the accompanying drawings and related text. The drawings are not necessarily drawn to scale. Detailed Implementation

[0011] Electric motor vehicles typically include an onboard electrical system, which comprises a high-voltage battery electrical system and a low-voltage electrical system. Typically, the onboard electrical system has a DC-DC converter that can transfer electrical energy from the high-voltage electrical system to the low-voltage electrical system and vice versa. The high-voltage battery typically has a separation (e.g., isolation) device, such as a main contactor, that separates the high-voltage battery from other components of the onboard electrical system. The activation and deactivation (e.g., closing and opening) of the main contactor is achieved by components of the low-voltage electrical system, such as the battery management unit.

[0012] After a prolonged period of vehicle inactivity or due to previous operating conditions, the corresponding energy storage devices in the low-voltage electrical system may discharge relatively, thus preventing the battery management unit (BMU) from continuing to operate. In such examples, the state of charge (SOC) of the energy storage devices in the low-voltage vehicle electrical system may be too low to operate the DC-DC converter required to charge the components of the low-voltage electrical system using the high-voltage battery. Additionally, for example, after a prolonged shutdown, the SOC of the high-voltage battery may become too low to charge the components of the low-voltage electrical system. Consequently, there may be a situation where the BMU can no longer guarantee the operation of the main contactor (e.g., the opening and closing of the main contactor). If the main contactor cannot be closed, the vehicle cannot operate, and the high-voltage battery cannot be charged by external charging current because it is electrically disconnected from the rest of the vehicle's electrical system (e.g., also from the charging equipment).

[0013] Known solutions require the vehicle driver to use an external power source (such as a power bank or charger) to charge the components of the low-voltage electrical system. Afterward, the main contactor can be closed again (e.g., activated). However, such external power sources are not always readily available. Therefore, it is necessary to eliminate or at least reduce the deficiencies in known processes and assemblies used to operate electric motor vehicles.

[0014] The examples disclosed herein eliminate or at least reduce the defects of known processes and assemblies used for operating electric vehicles. One example method disclosed herein relates to operating an electric motor vehicle. The motor vehicle includes: at least one high-voltage battery; a low-voltage electrical system having at least one energy storage device; a DC-DC converter operatively coupled between the high-voltage battery and the low-voltage electrical system; a steering wheel having a steering wheel actuator coupled to the steering wheel; and a battery management unit. The battery management unit is coupled at least to the DC-DC converter and the steering wheel actuator. The method includes at least the following operations: In a first operation, in a deactivated mode of the motor vehicle, the driver applies torque to the steering wheel (causing the steering wheel to rotate), thereby recovering electrical energy in the electric motor of the steering wheel actuator for use in the low-voltage electrical system. In a second operation, the recovered electrical energy is used to charge the battery management unit until the battery management unit has a state of charge greater than an initial charging threshold. In a third operation, the recovered electrical energy is used to charge the energy storage device until the energy storage device has a state of charge greater than a second charging threshold. Furthermore, in the fourth operation, after the second charging threshold has been exceeded, the energy storage device supplies power current to the battery management unit.

[0015] This example method is based on the finding that if an electric motor coupled to the steering wheel actuator is used as a generator, the steering wheel of an electric vehicle's steer-by-wire (SBW) system can be used as a generator. The driver then only needs to apply mechanical torque to the steering wheel to rotate it. This generates a reverse electromagnetic field within the electric motor of the steering wheel actuator, allowing the mechanically applied torque to be converted into electrical energy. This generated electrical energy can be used to directly power the battery management unit (BMU) or first to charge the energy storage device of the low-voltage on-board electrical system, which in turn supplies current to the BMU. This largely ensures that even if the vehicle is completely deactivated, the BMU is still supplied with sufficient power to control the main contactor. This avoids the need to rely on external charging current (e.g., via a power bank or external charger) to ultimately ensure the function of the main contactor. The driver can restore vehicle functionality without considering any external components. For example, the driver does not need to know the necessary coupling method between the vehicle and an external charger. It must be considered that, according to previous schemes, coupling with an external charger is generally not achievable through the conventional charging interface of electric vehicles.

[0016] The examples described herein further provide an assembly for an electric vehicle. This assembly includes at least: a high-voltage battery; a low-voltage electrical system having at least one energy storage device; a DC-DC converter operatively coupled between the high-voltage battery and the low-voltage electrical system; a steering wheel having a steering wheel actuator coupled to the steering wheel; and a battery management unit. The battery management unit is coupled at least to the DC-DC converter and the steering wheel actuator. In the electric motor of the steering wheel actuator, electrical energy for the low-voltage electrical system can be recovered (e.g., generated) for use in the low-voltage electrical system due to the driver torque applied to the steering wheel in the vehicle's off-road mode. The generated electrical energy can be used to charge the battery management unit and / or the energy storage device. Accordingly, a supply current can be supplied to the battery management unit through the energy storage device.

[0017] The advantages that the example process described in this article can achieve are also realized by the example assembly in a corresponding manner.

[0018] High-voltage energy storage units should be understood here as energy storage units that typically have several battery modules and a total voltage amplitude greater than 200V (e.g., 400V, 800V, etc.).

[0019] Low-voltage electrical systems include components in a vehicle that have a rated voltage range of 60 V or less (e.g., 48 V, 24 V, 12 V, 5 V, etc.). Low-voltage electrical systems can supply vehicle systems with different rated voltage ranges.

[0020] In some examples, the energy storage device for a low-voltage electrical system may be a low-voltage battery or capacitor (e.g., an energy storage capacitor) with a rated voltage amplitude of 60 V or less (e.g., 12 V, 16 V, 18 V, 24 V, 48 V, etc.).

[0021] The energy storage device may still have a residual state of charge before the generated energy is used to charge it. However, this residual state of charge may be insufficient to provide the supply current to the battery management unit. In such an example, the energy storage device has a residual state of charge, but the battery management unit is still unable to close (e.g., activate) the main contactor.

[0022] In some examples, DC-DC converters are configured for power conversion between high-voltage and low-voltage electrical systems. High-voltage electrical systems include at least a high-voltage battery.

[0023] Alternatively, the DC-DC converter is configured for unidirectional current conversion between high-voltage and low-voltage electrical systems, i.e., from the high-voltage energy storage unit into the low-voltage vehicle electrical system.

[0024] In some examples, the steering wheel actuator is not directly coupled to the steering wheel, but is only indirectly coupled to the steering wheel, for example, via the steering column.

[0025] In some examples, the steering wheel actuator is part of the SBW steering system in electric vehicles.

[0026] The SBW steering system of a motor vehicle should be understood herein as a conventional SBW steering system of the motor vehicle, and not an auxiliary steering system achieved solely through torque control of the drive units (e.g., motors) and / or reduction devices (e.g., wheel brakes) allocated to each wheel, i.e., not a three-level lateral control (TLC). In this case, the drive unit should be understood herein as an electric motor that operates accordingly, allocated to at least one wheel and used to drive the motor vehicle, rather than (e.g., primarily) used for lateral guidance of the vehicle. Instead, the drive unit is separate from the wheel actuators and their electric motors.

[0027] The SBW steering system includes at least one wheel actuator coupled to at least one steerable wheel. In some examples, the wheel actuator may also be coupled to several steerable wheels simultaneously, at least indirectly, for example, via a steering rack.

[0028] Alternatively or additionally, a motor vehicle may have a number of wheel actuators, each of which is individually coupled to a number of steerable wheels.

[0029] In some examples, a motor vehicle may also have independent individual wheel actuators for at least some of its steerable wheels. This means that the respective steerable wheels can be controlled independently of the other steerable wheels in order to laterally guide the motor vehicle according to their respective wheel orientations. This allows, for example, different orientations for each steerable wheel (e.g., toe-in position relative to the track position defined by the driver's steering input).

[0030] In some examples, lateral control of a motor vehicle can be based on steering commands given by the driver, for example, via the steering wheel, to steer the vehicle in a specific direction.

[0031] Under normal operating conditions of the SBW steering system, the steering actuator is used to provide feedback to the driver regarding the lateral control of the vehicle by providing feedback torque. For example, the rack and pinion force applied to the rack of the SBW steering system is recorded. This rack is at least indirectly coupled to the steerable wheels and therefore causes a reorientation of the steerable wheels' orientation in the event of a deviation from a reference position (e.g., zero position). Thus, the rack and pinion force can be used to characterize the vehicle's lateral guidance, thereby determining the corresponding feedback torque. Alternatively, the feedback torque can be determined using a steering model of the SBW steering system, whose main input variables are vehicle speed and wheel angles. Vehicle speed can be detected or determined using speed sensors and / or position signal receivers. Wheel angles are recorded using wheel angle sensors configured to detect the alignment (e.g., orientation) of the steerable wheels. For example, wheel angle sensors can also detect rack and pinion position, as it is at least indirectly coupled to the steerable wheels. Therefore, the steering wheel actuator applies a feedback torque to the driver corresponding to the lateral guidance of the vehicle. Therefore, under normal operating conditions of the SBW steering system, the driver can react with adjusted steering commands based on torque feedback, thereby ensuring vehicle control.

[0032] In some examples, the assembly includes a main contactor. This main contactor allows the high-voltage battery to be electrically disconnected from the DC-DC converter.

[0033] In some examples, the battery management unit (BMU) closes (e.g., activates) the vehicle's main contactor to allow current flow between the high-voltage energy storage unit and the DC-DC converter. The BMU can then be used to control the main contactor again when the state of charge of the BMU and / or the state of charge of the energy storage device in the low-voltage electrical system is sufficient. Activation of the main contactor releases the current flow between the high-voltage battery and the DC-DC converter, which were electrically disconnected from the DC-DC converter before the main contactor was activated. This allows electrical energy to be transferred between the high-voltage and low-voltage vehicle electrical systems via the DC-DC converter. In this way, parts of the vehicle's overall electrical system can be electrically coupled to each other. In some examples, the high-voltage battery charges the energy storage device in the low-voltage electrical system via the DC-DC converter. In this example, it is assumed that the high-voltage battery has a sufficient state of charge to charge the energy storage device in the low-voltage vehicle electrical system. This allows the state of charge of the energy storage device to be boosted again.

[0034] In some examples, both the energy storage device and the high-voltage battery can be charged using an external charging current due to the closed (activated) main contactor. Because the activated main contactor allows current to flow between the high-voltage and low-voltage electrical systems, all components of the vehicle can also be recharged by an external charging current. Charging the high-voltage battery is not possible when the main contactor is deactivated (e.g., disconnected) because it is isolated from the rest of the vehicle's electrical system.

[0035] In some examples, the main contactor is open when there is no power (e.g., it is deactivated). This reduces the energy required to disconnect the high-voltage battery from the rest of the vehicle's electrical system. Additionally, this means that if the low-voltage electrical system fails, the main contactor is forced to open, thus disconnecting the high-voltage battery from the rest of the vehicle's electrical system. In some examples, when the energy storage device's state of charge exceeds a third charging threshold, the energy storage device supplies current to other systems in the low-voltage electrical system (e.g., secondary systems). If sufficient energy is generated, or if the energy storage device is simultaneously being charged by the high-voltage battery, other devices in the low-voltage on-board electrical system can also be supplied with current. In this way, additional vehicle functions can be reactivated.

[0036] In some examples, the first, second, and third charging thresholds may be the same or different, depending on the required control algorithm. In some examples, the vehicle can be started once the state of charge of the energy storage device exceeds the first operating charging threshold and the state of charge of the high-voltage battery has not dropped below the second operating charging threshold. In such examples, the high-voltage electrical system has sufficient energy, and the low-voltage electrical system also has sufficient energy to enable the vehicle to be used for driving purposes.

[0037] Low-voltage electrical systems may also include control devices (e.g., electronic control units (ECUs)) that implement the charging strategy according to the examples described herein. This control device may be located within or separate from the battery management unit. In some examples, the control device generally ensures that, when sufficient energy is generated, either the generated energy is supplied directly to the battery management unit or the energy storage device of the low-voltage electrical system is first charged. The control device then generally ensures that the energy stored in the energy storage device is subsequently used to power the battery management unit. In this way, sufficient control of the main contactor can be ensured.

[0038] In some examples, the method is configured as a computer-implemented method. This means that the operation can be performed by one or more data processing devices. In some examples, the data processing device controlling the device can trigger or perform the corresponding operation. In some examples, this disclosure also relates to a computer program product containing commands that, when executed by a computer, cause the computer to perform the method described herein. The advantages that can be achieved by the method described herein are also achieved in a corresponding manner through the computer program product.

[0039] In some examples, the method is implemented by a computer-readable storage medium containing commands that, when executed by a computer, cause the computer to perform the method described herein. The advantages that can be achieved by the method described herein are also realized in a corresponding manner through a computer-readable storage medium.

[0040] The examples described herein also provide an electric vehicle that includes an assembly as described herein or has an assembly operable in accordance with the methods described herein.

[0041] The advantages that can be achieved by the method described in this paper can also be achieved in a corresponding manner through electric vehicles.

[0042] For the purposes of this disclosure, a vehicle may include land vehicles, i.e., among others, off-road vehicles and highway vehicles, such as passenger cars, buses, trucks, and other commercial vehicles. The vehicle may be manned or unmanned. The vehicle is at least partially electrically powered (e.g., having an electric motor as a drive unit). Additionally, the vehicle may also have a combustion engine.

[0043] All features explained for the described examples can be combined with other aspects individually or in any sub-combination.

[0044] Each example described in this disclosure is intended as an example or illustration only and should not be construed as superior to or advantageous over other examples. The illustrative examples contained herein are not intended to be exhaustive, nor do they limit the claimed subject matter to the exact forms disclosed. Various variations of the described embodiments will be readily identifiable to those skilled in the art, and the general principles defined herein can be applied to other examples and application scenarios without departing from the spirit and scope of the described examples. Therefore, the described examples are not limited to those shown but have the widest possible applicability in combination with the principles and features disclosed herein.

[0045] All features disclosed below with reference to examples and / or figures can be combined with features of various aspects of this disclosure individually or in any sub-combination, provided that the resulting combination of features is reasonable to those skilled in the art.

[0046] For the purposes of publication, the phrase "at least one of A, B, and C" means, for example: (A), (B), (C), (A and B), (A and C), (B and C), or (A, B, and C), and also includes all other possible combinations when listing more than three elements. In other words, the term "at least one of A and B" generally means "A and / or B," that is, "A" alone, "B" alone, or "A and B."

[0047] Figure 1 A schematic diagram of an example electric motor vehicle (e.g., a vehicle) 10 with assembly 12 is shown. Assembly 12 of vehicle 10 includes an SBW steering system 14 with steerable wheels 16. The steerable wheels 16 are coupled to a common rack (e.g., a rack, a steering rack) 18. The common rack 18 can be moved from a reference position (e.g., a zero position), thereby causing steering motion of the steerable wheels 16. For example, the steerable wheels 16 can be deflected from a straight orientation of the motor vehicle 10, so that the motor vehicle 10 follows a flexing path.

[0048] To move rack 18, according to the described example, SBW steering system 14 includes a single wheel actuator 20 that can collectively influence the alignment of two steerable wheels 16 (e.g., front wheels) of vehicle 10. In the current example, wheel actuator 20 is coupled to rack 18. Alternatively, wheel actuator 20 may also be coupled to steerable wheels 16 in other ways to influence their orientation.

[0049] In some examples, several wheel actuators 20 may also be provided, each individually coupled to a steerable wheel 16. The advantage of this approach is that the wheels 16 do not move together, meaning that the wheels 16 can be aligned independently. For example, each wheel 16 can have a dedicated out-of-lane position, such as for a specific driving scenario (off-road driving). An "out-of-lane position" means that the wheel 16 is not aligned according to the nominal track position defined by the driver's steering input.

[0050] Even if not in Figure 1 As shown in the example, the vehicle 10, assembly 12 and SBW steering system 14 may also have additional steerable wheels 16 (e.g., rear wheels) coupled to additional shared rack or individual wheel actuators 20.

[0051] Each wheel actuator 20 includes an electric motor 22. The electric motor 22 includes at least one set of windings comprising a group of windings. Each set of windings is configured such that when it is supplied with a power signal such as a phase voltage, it conducts phase current through the underlying windings; these phase currents can be used to drive the rotor of the electric motor 22. The rotor can then be coupled to a corresponding component (e.g., rack 18) of the SBW steering system 14, thereby enabling movement of the steerable wheel 16. In some examples, the electric motor 22 may also include more than one set of windings. Typically, each set of windings is three-phase, such that the electric motor 22 is configured to be at least three-phase, and in some examples, it may also be six-phase or nine-phase. If several sets of windings are present, these sets of windings allow the rotor of the electric motor 22 to move independently of other sets of windings. This means that the sets of windings are independent of each other.

[0052] according to Figure 1 In the illustrated example, module 12 includes wheel sensors 24, such as speed sensors, which can be used to independently record the speed of wheel 16 in the circumferential direction (e.g., the rolling direction). Based on the recorded speeds, for example, the slippage of each wheel and the vehicle speed can be determined.

[0053] In addition, according to Figure 1 In the depicted example, module 12 also includes wheel angle sensors 25 configured to record, at least indirectly, the orientation and alignment of the steerable wheel 16. For this purpose, the wheel angle sensors 25 are coupled to rack 18 and record its lateral translation with respect to a reference position (e.g., zero position, e.g., center position). Other arrangements of the wheel angle sensors 25 are also conceivable, such as direct coupling to portions of the steerable wheel 16. This allows for the determination of the instantaneous angular position of the steerable wheel 16 relative to the vertical axis of the vehicle.

[0054] After determining the slip of each wheel and / or the angular position of the steerable wheel 16, the corresponding driving conditions of the vehicle 10 can be determined, including the lateral guidance of the vehicle 10. This makes it possible to provide feedback to the driver of the vehicle 10 regarding the lateral guidance of the vehicle 10, for example, by feedback torque on the steering wheel 26 of the SBW steering system 14.

[0055] By using the steering wheel 26, the driver of vehicle 10 can then respond to the steering command for vehicle 10 provided by the feedback torque input at the steering wheel 26 by the SBW steering system 14 to steer vehicle 10 in the desired direction.

[0056] The steering wheel 26 is coupled to the steering column 28 of the SBW steering system 14. The steering column 28 defines the axis of rotation about which the steering wheel 26 can rotate.

[0057] The steering wheel actuator 30 of the SBW steering system 14 is coupled to the steering wheel 26. The steering wheel actuator 30 includes another electric motor 32. The electric motor 32 of the steering wheel actuator 30 also includes at least one winding assembly. Each winding assembly of the electric motor 32 is a three-phase structure and is configured to drive an electric motor rotor. Thus, feedback torque can be provided to the driver by the electric motor 32 on the steering wheel 26 of the vehicle 10 to provide the driver with feedback on the lateral control of the vehicle 10.

[0058] The SBW steering system 14 also includes at least one steering wheel sensor, not shown, coupled to the steering wheel 26. Each steering wheel sensor is configured independently of the other steering wheel sensors to detect the driver's steering preset based on the steering wheel angle (e.g., rotation angle) and / or steering wheel speed of the steering wheel 26 relative to a reference position.

[0059] For example, the steering wheel sensor can be coupled to the steering column 28 because the steering wheel 26 is rigidly coupled to the steering column 28 and thus the rotation of the steering wheel 26 is directly converted into the rotation of the steering column 28.

[0060] In some examples, the steering wheel sensor may also be coupled to the steering wheel 26 itself, for example, to the base component of the steering wheel 26 rather than to the steering column 28. In such examples, the steering wheel sensor can immediately detect rotation of the steering wheel 26.

[0061] According to the illustrated example, assembly 12 includes control device 34 having data processing equipment 36. Typically, control device 34 may also be the control device for SBW steering system 14.

[0062] Furthermore, assembly 12 includes at least one high-voltage energy storage system (e.g., a high-voltage battery system, a high-voltage energy storage device) 38. The high-voltage battery 38 includes an internal main contactor 40. Additionally, the high-voltage battery system 38 is coupled to at least one DC-DC converter 42. The main contactor 40 is arranged between the high-voltage battery system 38 and the DC-DC converter 42. The main contactor remains open in the absence of power (e.g., normally open). When open, the main contactor prevents current flow between the high-voltage energy storage system 38 and the DC-DC converter 42. The main contactor can be closed (e.g., activated) by a corresponding control current. Current flow between the high-voltage battery system 38 and the DC-DC converter 42 is then possible.

[0063] According to the illustrated example, the high-voltage battery system 38 has a nominal voltage amplitude of 200V or greater (e.g., 400V, 600V, 800V, etc.).

[0064] In addition, assembly 12 includes a low-voltage electrical system 44. The low-voltage electrical system 44 includes components having a nominal voltage range of 5 V to 48 V, according to the illustrated example. At least control device 34, wheel sensor 24, and steering wheel sensor (not shown) are part of the low-voltage electrical system 44.

[0065] In some examples, the entire SBW steering system 14 may be part of a low-voltage electrical system 44. However, in some examples, it may also be necessary to supply high-voltage voltage and a voltage amplitude greater than 60 volts to the electric motors 22, 32 of the wheel actuators 20 or steering wheel actuators 30.

[0066] According to the illustrated example, assembly 12 also includes a battery management unit 46, an energy storage device 48 of a low-voltage electrical system 44, and a starter unit 50, all of which are coupled to control device 34.

[0067] According to the illustrated example, the battery management unit 46 is separate from the control device 34. The battery management unit 46 regulates the current flow within the low-voltage electrical system 44 relative to the high-voltage energy storage system 38 between these units via the DC-DC converter 42, and also regulates the function of the main contactor 40, while the control device 34 undertakes other control functions, such as those relating to the SBW steering system 14.

[0068] In some examples, the battery management unit 46 may also indirectly perform the corresponding control functions and then output the corresponding control signals to the control device 34, which will ultimately regulate the corresponding current flow.

[0069] In some examples, the battery management unit 46 may be part of the control device 34. In such examples, the energy storage device 48 is part of the low-voltage electrical system 44 and is configured as a low-voltage battery. According to this example, the energy storage device 48 has a voltage amplitude of 12V, 24V, or 48V. The energy storage device 48 is equipped to provide a power supply signal for powering the components of the low-voltage electrical system 44.

[0070] The starter unit 50 is also part of the low-voltage electrical system 44. For example, it can be configured to regulate current flow so that the electric motor vehicle 10 can be used for propulsion under normal operating conditions. For this purpose, an electric motor (not shown) intended for propulsion must be supplied with a power supply signal. This requires applying appropriate voltage and current amplitudes to different components of the motor vehicle 10 in a specific sequence via the power supply signal. In this example, the starter unit 50 at least indirectly implements these control functions. In some examples, these control functions may also be performed by other components.

[0071] In an alternative, the starter unit 50 may also output a corresponding control signal to the control device 34 to ultimately achieve the corresponding current flow.

[0072] In another alternative, the starter unit 50 may also be part of the control device 34.

[0073] In some examples, assembly 12 and SBW steering system 14 may also include several components of the same type and generally with the same function, such as several wheel sensors 24, to ensure redundancy.

[0074] Figure 2 A schematic diagram is shown according to an example method 60 for operating an electric vehicle 10. Optional operations are shown in dashed lines.

[0075] The initial assumption is that vehicle 10 experiences an operating condition that prevents the main contactor 40 from being closed (e.g., activated) by the battery management unit 46. This means that current flow between the high-voltage energy storage system 38 and the low-voltage electrical system 44 is blocked. For example, this could be due to an insufficient state of charge of the battery management unit 46 and / or energy storage device 48 in the low-voltage electrical system 44. Alternatively, the high-voltage battery 38 may also have an extremely low state of charge. Even if the high-voltage energy storage system 38 has a proper state of charge, the main contactor 40 may still fail to close using the electrical energy stored in the high-voltage energy storage system 38 because current flow between the components of the high-voltage energy storage system 38 and the low-voltage electrical system 44 is blocked by the disconnected main contactor 40.

[0076] To avoid the need for an external charger or power bank, the driver therefore applies torque to the steering wheel 26 of the SBW steering system 14 in operation S1 in a deactivated mode (e.g., hibernation mode, inactive mode) of the vehicle 10, causing the steering wheel to rotate. This generates electrical energy in the electric motor 32 of the steering wheel actuator 30 to power the low-voltage electrical system 44.

[0077] Then, example method 60 includes operation S2, in which the generated electrical energy is used to charge the battery management unit 46 until the battery management unit 46 has a charging state greater than the initial charging threshold.

[0078] As an alternative to or supplement to operation S2, method 60 may further include operation S3, wherein the generated electrical energy is used to charge the energy storage device 48 until the energy storage device 48 has a charging state greater than a second charging threshold. Subsequently, after the second charging threshold has been exceeded, the energy storage device 48 supplies power current to the battery management unit 46.

[0079] The precise charging strategy included in method 60 (e.g., whether the generated energy is first used to charge the battery management unit 46 or the energy storage device 48, thereby subsequently supplying power current to the battery management unit 46) depends on the topology of module 12 and low-voltage electrical system 44, as well as the stored charging strategy. This charging strategy can be executed by the battery management unit 46 itself, or alternatively by the control device 34.

[0080] The advantage of operation S2 over operation S3 is that, according to operation S2, the low-voltage electrical system 44 does not always have to include a dedicated energy storage device 48. In this respect, operation S2 can save installation space and weight, since the low-voltage electrical system 44 does not necessarily have to have an energy storage device 48.

[0081] In operation S3, any residual charge that may be present in the energy storage device 48 can also be used to supply the corresponding power supply current to the battery management unit 46.

[0082] In any case, due to the operation of S2 and / or S3, the battery management unit 46 is ultimately supplied with sufficient energy due to the torque applied to the steering wheel 26.

[0083] Then, method 60 includes an optional operation S4, in which the main contactor 40 is closed (e.g., activated) by the battery management unit 46, thereby enabling current flow between the high-voltage energy storage device 38 and the DC-DC converter 42. For example, current flow between the high-voltage battery 38 and the low-voltage electrical system 44 can occur without an external charger or power source due to the torque applied to the steering wheel 26, wherein the energy generated is used to close the main contactor 40.

[0084] The first charging threshold and the second charging threshold are set such that the corresponding energy is sufficient to ensure that the operation of the battery management unit 46 reaches a level capable of closing the main contactor 40. Typically, the first charging threshold and the second charging threshold are different.

[0085] Then, method 60 includes an optional operation S5, in which the high-voltage battery 38 charges the energy storage device 48 via a DC-DC converter 42 based on a closed main contactor 40. For this purpose, it may be necessary for the high-voltage battery 38 to have a corresponding minimum state of charge.

[0086] Method 60 may also include an optional operation S6, wherein both the energy storage device 48 and the high-voltage battery 38 can be charged with an external charging current via the closed main contactor 40. If the main contactor 40 is not closed, the high-voltage battery 38 cannot be charged with the external charging current. In this respect, method 60 achieves the functionality of vehicle 10, although there is insufficient energy in the initial stage to close (e.g., activate) the main contactor 40.

[0087] In an optional operation S7 of method 60, when the state of charge of energy storage device 48 exceeds a third charging threshold, power supply current is supplied from energy storage device 48 to an additional system of low-voltage electrical system 44. The state of charge of energy storage device 48 can exceed the third charging threshold by charging with an external charging current or by starting charging from high-voltage energy storage system 38. For example, other functions of low-voltage electrical system 44 (e.g., starter unit 50) can be reactivated. The third charging threshold is typically different from the first and second charging thresholds.

[0088] Furthermore, method 60 may include an optional operation S8, wherein vehicle 10 is started when the state of charge of energy storage device 48 exceeds a first operating charging threshold and the state of charge of high-voltage battery 38 does not drop below a second operating charging threshold. The corresponding operating charging threshold indicates that the respective energy storage unit of the vehicle 10's electrical system has a sufficient state of charge for starting vehicle 10. Starting of vehicle 10 can typically be ensured by, for example, a starter unit 50.

[0089] Figure 2Example instructions and / or operations can be implemented using executable instructions (e.g., computer-readable and / or machine-readable instructions) stored on one or more non-transitory computer-readable and / or machine-readable media. As used herein, the terms "non-transitory computer-readable medium," "non-transitory computer-readable storage medium," "non-transitory machine-readable medium," and / or "non-transitory machine-readable storage medium" are explicitly defined to include any type of computer-readable storage device and / or storage disk, but exclude transmission media for propagating signals. Examples of such non-transitory computer-readable media, non-transitory computer-readable storage media, non-transitory machine-readable media, and / or non-transitory machine-readable storage media include optical storage devices, magnetic storage devices, hard disk drives (HDDs), flash memory, read-only memory (ROM), optical discs (CDs), digital versatile optical discs (DVDs), caches, random access memory (RAM) of any type, registers, and / or any other storage device or storage disk in which information is stored for any duration (e.g., long-term storage, permanent storage, transient storage, temporary buffer storage, and / or information cache storage). As used herein, the terms "non-transitory computer-readable storage device" and "non-transitory machine-readable storage device" are defined as including any physical (mechanical, magnetic, and / or electrical) hardware that retains information for a period of time, but excluding signal propagation and transmission media. Examples of non-transitory computer-readable storage devices and / or non-transitory machine-readable storage devices include any type of random access memory, any type of read-only memory, solid-state memory, flash memory, optical disk, hard disk, disk drive, and / or redundant array of independent disks (RAID) system. As used herein, the term "device" refers to a physical structure, such as mechanical and / or electrical installations, hardware, and / or circuitry, which can or may not be configured by computer-readable instructions, machine-readable instructions, etc., and / or is manufactured to execute computer-readable instructions, machine-readable instructions, etc.

[0090] Figure 3 This is a block diagram of an example programmable circuit system platform 300, which is configured to perform and / or instantiate... Figure 2 The example machine-readable instructions and / or example operations are provided to implement the examples disclosed herein. The programmable circuit system platform 300 may be, for example, a control device, an electronic control unit (ECU), a self-learning machine (e.g., a neural network), or any other type of computing and / or electronic device.

[0091] The illustrated programmable circuit system platform 300 includes a programmable circuit system 312. The illustrated programmable circuit system 312 is hardware. For example, the programmable circuit system 312 can be implemented using one or more integrated circuits, logic circuits, field-programmable gate arrays (FPGAs), microprocessors, central processing units (CPUs), graphics processing units (GPUs), vision processing units (VPUs), digital signal processors (DSPs), and / or microcontrollers from any desired family or manufacturer. The programmable circuit system 312 can be implemented using one or more semiconductor-based (e.g., silicon-based) devices.

[0092] The illustrated programmable circuit system 312 includes local memory 313 (e.g., cache, registers, etc.). The illustrated programmable circuit system 312 communicates with main memories 314, 316 via bus 318, which include volatile memory 314 and non-volatile memory 316. The volatile memory 314 can be implemented using synchronous dynamic random access memory (SDRAM), dynamic random access memory (DRAM), RAMBUS® dynamic random access memory (RDRAM®), and / or any other type of RAM device. The non-volatile memory 316 can be implemented using flash memory and / or any other desired type of memory device. Access to the illustrated main memories 314, 316 is controlled by a memory controller 317. In some examples, the memory controller 317 can be implemented using one or more integrated circuits, logic circuits, microcontrollers, or any other type of circuit system from any desired family or manufacturer to manage the flow of data to and from the main memories 314, 316.

[0093] The illustrated programmable circuit system platform 300 also includes an interface circuit system 320. The interface circuit system 320 can be implemented in hardware according to any type of interface standard, such as Controller Area Network (CAN), Ethernet interface, Universal Serial Bus (USB) interface, Bluetooth® interface, Near Field Communication (NFC) interface, Peripheral Component Interconnect (PCI) interface and / or Peripheral Component Interconnect Fast Version (PCIe) interface.

[0094] In the illustrated example, one or more input devices 322 are connected to the interface circuit system 320. The input devices 322 allow users (e.g., human users, machine users, etc.) to input data and / or commands into the programmable circuit system 312. The input devices 322 can be implemented, for example, through an audio sensor, microphone, camera (still or video), button, touchscreen, and / or voice recognition system.

[0095] In the illustrated example, one or more output devices 324 are also connected to the interface circuitry system 320 of the illustrated example. The output devices 324 may be implemented, for example, through display devices (e.g., light-emitting diodes (LEDs), organic light-emitting diodes (OLEDs), liquid crystal displays (LCDs), in-situ switching (IPS) displays, touchscreens, etc.), haptic output devices, and / or speakers. Therefore, the interface circuitry system 320 of the illustrated example typically includes a graphics driver card, a graphics driver chip, and / or a graphics processing unit circuitry system (such as a GPU).

[0096] The illustrated interface circuit system 320 also includes communication devices such as transmitters, receivers, transceivers, modems, residential gateways, wireless access points, and / or network interfaces to facilitate data exchange with external machines (e.g., various computing devices) via network 326. This communication can be achieved through, for example, Ethernet connections, digital subscriber line (DSL) connections, telephone line connections, coaxial cable systems, satellite systems, beyond-line-of-sight wireless systems, line-of-sight wireless systems, cellular telephone systems, optical connections, etc.

[0097] The illustrated programmable circuit system platform 300 also includes one or more mass storage disks or devices 328 for storing firmware, software, and / or data. Examples of such mass storage disks or devices 328 include magnetic storage devices (such as floppy disks, drives, HDDs, etc.), optical storage devices (such as Blu-ray discs, CDs, DVDs, etc.), RAID systems, and / or solid-state storage disks or devices (such as flash memory devices and / or solid-state drives (SSDs)).

[0098] Machine-readable instruction 332 (which can be read by...) Figure 2 The machine-readable instructions (implemented) can be stored in a mass storage device 328, a volatile memory 314, a non-volatile memory 316, and / or at least one non-transitory computer-readable storage medium (e.g., a removable CD or DVD).

[0099] This document discloses example methods, apparatuses, systems, and articles of manufacture relating to methods and devices for operating electric motor vehicles. Further examples and combinations thereof include the following: Example 1 includes a method for operating a vehicle, comprising: applying torque to the vehicle's steering wheel when the vehicle is in a deactivated mode to generate electrical energy in the vehicle's electric motor; and using the generated electrical energy to charge the vehicle's energy storage device.

[0100] Example 2 includes the method of Example 1, and further includes: closing the vehicle's main contactor when the state of charge of the energy storage device is higher than a first threshold.

[0101] Example 3 includes the method of Example 2, wherein closing the main contactor causes energy flow between the high-voltage energy storage device and the DC-DC converter.

[0102] Example 4 includes the method of Example 3, wherein the energy storage device is charged by the high-voltage energy storage device via a DC-DC converter.

[0103] Example 5 includes any one or more of the methods in Examples 3-4, wherein both the energy storage device and the high-voltage energy storage device can be charged by an external charging current.

[0104] Example 6 includes any one or more of the methods in Examples 3-5, wherein when the state of charge of the energy storage device exceeds a second threshold, the energy storage device supplies power current to the secondary electrical system of the vehicle.

[0105] Example 7 includes any one or more of the methods in Examples 3-6, wherein a vehicle can be started when the state of charge of the energy storage device exceeds a first threshold and the state of charge of the high-voltage energy storage device exceeds a second threshold.

[0106] Example 8 includes any one or more of the methods in Examples 3-7, wherein the main contactor electrically isolates the high-voltage energy storage device from the DC-DC converter when the main contactor is disconnected.

[0107] Example 9 includes an apparatus for a vehicle comprising: an electric motor coupled to a steering wheel, wherein torque applied to the steering wheel when the vehicle is in a deactivated mode results in the generation of electrical energy; and a control device configured to: charge an energy storage device of the vehicle with the generated electrical energy; and to close a main contactor of the vehicle when the state of charge of the energy storage device exceeds a first threshold.

[0108] Example 10 includes the apparatus of Example 9, wherein when the main contactor is disconnected, the main contactor electrically isolates the high-voltage energy storage device from the DC-DC converter.

[0109] Example 11 includes any one or more of the devices in Examples 9-10, wherein the main contactor can be closed by the battery management unit.

[0110] Example 12 includes the apparatus of Example 10, wherein when the main contactor is closed, the energy storage device is charged by the high-voltage energy storage device via a DC-DC converter.

[0111] Example 13 includes any one or more of the devices in Examples 10-12, wherein the energy storage device and the high-voltage energy storage device can be charged by an external charging current when the main contactor is closed.

[0112] Example 14 includes any one or more of the devices in Examples 10-13, wherein when the state of charge of the energy storage device exceeds a second threshold, the energy storage device supplies power current to the secondary electrical system of the vehicle.

[0113] Example 15 includes a non-transitory computer-readable storage medium containing instructions to cause a programmable circuit system to charge an energy storage device of a vehicle at least by electrical energy generated by the torque applied to an electric motor, and to cause the main contactor of the vehicle to close when the state of charge of the energy storage device exceeds a first threshold.

[0114] Example 16 includes the non-transitory computer-readable storage medium of Example 15, wherein when the main contactor is closed, the energy storage device is charged by the high-voltage energy storage device via a DC-DC converter.

[0115] Example 17 includes the non-transitory computer-readable storage medium of Example 16, wherein when the main contactor is disconnected, the main contactor electrically isolates the high-voltage energy storage device from the DC-DC converter.

[0116] Example 18 includes any one or more of the devices in Examples 16-17, wherein a vehicle can be started when the state of charge of the energy storage device exceeds a first threshold and the state of charge of the high-voltage energy storage device exceeds a third threshold.

[0117] Example 19 includes any one or more of the devices in Examples 16-18, wherein both the energy storage device and the high-voltage energy storage device are capable of being charged by an external charging current.

[0118] Example 20 includes any one or more of the devices in Examples 15-19, wherein when the state of charge of the energy storage device exceeds a second threshold, the energy storage device supplies power current to the secondary electrical system of the vehicle.

Claims

1. A method for operating a vehicle, comprising: When the vehicle is in a deactivated mode, torque is applied to the steering wheel of the vehicle to generate electrical energy in the vehicle's electric motor. as well as The generated electrical energy is used to charge the vehicle's energy storage device.

2. The method according to claim 1, further comprising: When the state of charge of the energy storage device is higher than a first threshold, the main contactor of the vehicle is closed.

3. The method of claim 2, wherein closing the main contactor causes energy flow between the high-voltage energy storage device and the DC-DC converter.

4. The method according to claim 3, wherein the high-voltage energy storage device charges the energy storage device via the DC-DC converter.

5. The method according to claim 3, wherein both the energy storage device and the high-voltage energy storage device can be charged by an external charging current.

6. The method of claim 3, wherein when the charging state of the energy storage device exceeds a second threshold, the energy storage device supplies power current to the secondary electrical system of the vehicle.

7. The method of claim 3, wherein the vehicle can be started when the charging state of the energy storage device exceeds the first threshold and the charging state of the high-voltage energy storage device exceeds the second threshold.

8. The method of claim 3, wherein when the main contactor is disconnected, the main contactor electrically isolates the high-voltage energy storage device from the DC-DC converter.

9. An apparatus for a vehicle, comprising: An electric motor coupled to a steering wheel, wherein when the vehicle is in a deactivated mode, the torque applied to the steering wheel causes electrical energy to be generated; as well as The control device is configured as follows: This allows the vehicle's energy storage device to be charged by the generated electrical energy; as well as When the charging state of the energy storage device exceeds a first threshold, the main contactor of the vehicle is closed.

10. The apparatus of claim 9, wherein when the main contactor is disconnected, the main contactor electrically isolates the high-voltage energy storage device from the DC-DC converter.

11. The apparatus of claim 9, wherein the main contactor is closable by the battery management unit.

12. The apparatus of claim 10, wherein when the main contactor is closed, the high-voltage energy storage device charges the energy storage device via the DC-DC converter.

13. The apparatus of claim 10, wherein when the main contactor is closed, the energy storage device and the high-voltage energy storage device can be charged by an external charging current.

14. The apparatus of claim 10, wherein when the charging state of the energy storage device exceeds a second threshold, the energy storage device supplies power current to the secondary electrical system of the vehicle.

15. A non-transitory computer-readable storage medium comprising instructions to cause a programmable circuit system to at least: This allows the electrical energy generated by the torque applied to the electric motor to charge the vehicle's energy storage devices; and When the charging state of the energy storage device exceeds a first threshold, the main contactor of the vehicle is closed.

16. The non-transitory computer-readable storage medium of claim 15, wherein when the main contactor is closed, the energy storage device is charged by the high-voltage energy storage device via a DC-DC converter.

17. The non-transitory computer-readable storage medium of claim 16, wherein when the main contactor is disconnected, the main contactor electrically isolates the high-voltage energy storage device from the DC-DC converter.

18. The non-transitory computer-readable storage medium of claim 16, wherein the vehicle can be started when the state of charge of the energy storage device exceeds the first threshold and the state of charge of the high-voltage energy storage device exceeds the third threshold.

19. The non-transitory computer-readable storage medium of claim 16, wherein both the energy storage device and the high-voltage energy storage device are capable of being charged by an external charging current.

20. The non-transitory computer-readable storage medium of claim 15, wherein when the state of charge of the energy storage device exceeds a second threshold, the energy storage device supplies power current to the secondary electrical system of the vehicle.

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