Control device and method for operating at least one electric motor of vehicle operatable in regeneration mode

Abstract

The invention relates to a control device (30) for at least one electric motor (32) of a vehicle, which can be operated in a regenerative mode, comprising an electronic device (30a) by means of which at least one motor control signal (36) can be output to the at least one electric motor (32) at least taking into account a target variable (38) output by a first control unit (34) of a brake system of the vehicle, wherein the control device (30) can be or is connected to at least one driver brake request sensor (42) of the vehicle solely by means of a wired connection (40), according to the invention, at least one sensor signal (44) output by the at least one driver braking request sensor (42) and related to a total braking torque requested by a driver of the vehicle via its actuation of a brake actuation element (46) of the vehicle can be provided to the control device (30) via the wired connection (40), the at least one motor control signal (36) can also be output to the at least one electric motor (32) by means of the electronics (30a), taking into account at least the at least one sensor signal (44).

Description

Technical Field

[0001] This invention relates to a control device for at least one electric motor capable of operating in regenerative mode for a vehicle. The invention also relates to a control system for a vehicle and a braking system for a vehicle. Furthermore, the invention relates to a method for operating at least one electric motor capable of operating in regenerative mode for a vehicle. Background Technology

[0002] Figure 1 A schematic diagram of a conventional control system for at least one electric motor of a vehicle that can operate in regenerative mode is shown, which is known to the applicant as prior art.

[0003] pass Figure 1 The conventional control system schematically illustrates at least one electric motor 2 that operates in regenerative braking mode, and motorized braking components 4 and 6 of the vehicle's braking system (partially shown in the figure). For this purpose, the conventional control system has a main control mechanism 8, an auxiliary control mechanism 10, and an electric motor controller 12, wherein the main control mechanism 8, the auxiliary control mechanism 10, and the electric motor controller 12 are spatially separated from each other and can be installed in different locations within the vehicle.

[0004] The main control unit 8 is electrically connected to at least one driver brake request sensor 14 of the vehicle's brake control element 16, such that at least one sensor signal 18 from the at least one driver brake request sensor 14 regarding vehicle deceleration requested by the vehicle driver through their operation of the brake control element 16 can be output to the main control unit 8. The main control unit 8 then outputs the at least one sensor signal 18 and / or information derived from the at least one sensor signal 18 to the auxiliary control unit 10 via the vehicle's vehicle bus (not shown).

[0005] The auxiliary control mechanism 10 can estimate the maximum output generator braking torque that can be achieved by at least one electric motor 2 operating in its regenerative mode currently passing through the vehicle. The auxiliary control mechanism 10 then determines a target parameter 20 regarding the generator braking torque to be induced by at least one electric motor 2, taking into account at least one sensor signal 18 and / or information derived therefrom, and additionally considering the maximum output generator braking torque, and outputs the determined target parameter 20 to the electric motor controller 12. The electric motor controller 12 then outputs at least one motor control signal 22 to at least one electric motor 2, taking into account the target parameter 20, thereby braking the vehicle by the at least one electric motor 2 operating in its regenerative mode.

[0006] If at least one electric motor 2 is insufficient to achieve the vehicle deceleration required by the driver, the auxiliary control mechanism 10 (attached to at least one electric motor 2 that is activated to operate in its regenerative mode) can also activate the ESP system 4 of the braking system (as one of its motorized braking components 4 and 6) via at least one ESP control signal 24, thereby also achieving the required vehicle deceleration by establishing braking pressure in at least one hydraulic wheel brake cylinder of the ESP system 4.

[0007] Furthermore, the auxiliary control unit 10 outputs additional information 26 to the main control unit 8, which relates to the situation where the vehicle deceleration requested by the driver is “distributed” between at least one electric motor 2 and / or the ESP system 4, as performed by the auxiliary control unit 10. Then, with the help of the main control unit 8, taking into account at least one sensor signal 18 and the additional information 26, the brake booster 6 of the braking system (as another of its motorized braking components 4 and 6) will be operated via at least one booster control signal 28, so that the driver operating the brake operating element 16 has a standard brake operating feel / pedal feel, regardless of how the vehicle deceleration requested by the driver is “distributed” between at least one electric motor 2 and / or the ESP system 4. Summary of the Invention

[0008] The present invention provides a control device for at least one electric motor for a vehicle that can operate in regenerative mode, having the features of claim 1; a control system for a vehicle, having the features of claim 7; a braking system for a vehicle, having the features of claim 9; and a method for operating at least one electric motor for a vehicle that can operate in regenerative mode, having the features of claim 10.

[0009] This invention provides an advantageous and feasible solution for, at least temporarily, compensating for a disruption or malfunction in the provision of a target parameter during vehicle braking, by at least one electric motor acting as a generator. This target parameter is related to the generator braking torque generated by at least one electric motor of the vehicle to be passed, which can operate in regenerative mode. Therefore, even if a communication failure occurs between the control unit of the at least one electric motor and the first control unit that normally outputs the target parameter of the vehicle braking system, this invention provides a feasible solution for improving the regenerative capability of the at least one electric motor that can operate in its regenerative mode.

[0010] A particular advantage of this invention is that the driver's braking request, indicated by the vehicle driver's operation of the vehicle's braking control elements, is provided "directly" to the control unit of at least one electric motor capable of operating in its regenerative mode. This eliminates the conventional need to "indirectly convey" the driver's braking request by outputting target parameters to the control unit of at least one electric motor. Therefore, the control unit of at least one electric motor typically always receives the braking request and can manipulate the regenerative behavior of the at least one electric motor itself based on that request, without needing to transmit the braking request from the braking system's control electronics to the control unit.

[0011] By employing the improved regenerative capability provided by this invention through at least one electric motor capable of operating in its regenerative mode, the kinetic energy of the vehicle can be converted into storable electrical energy more frequently during braking. In this way, the vehicle's energy consumption can be reduced, as can particulate matter emissions due to brake pad wear. If the vehicle is also equipped with an internal combustion engine for its drive, the use of this invention can also reduce harmful emissions from the vehicle.

[0012] In an advantageous embodiment of the control device, the electronic mechanism is designed and / or programmed such that, if the missing time of the target parameter at the control device exceeds a predetermined first limit waiting time, and / or if there is provided and / or queried first missing information regarding the current missingness of the predetermined minimum functional capability for the first control unit, then at least one motor control signal can be output to at least one electric motor, taking into account at least one sensor signal and not considering the target parameter; otherwise, at least one motor control signal can be output to at least one electric motor, taking into account the target parameter. Thus, in the embodiment of the control device described herein, even if a communication failure occurs between the first control unit and the control device, or even if the first control unit completely fails, the electronic mechanism can still maintain the advantageous operation of at least one electric motor to brake the vehicle, at least during the transition period. In this way, the regenerative capability of at least one electric motor is significantly improved by employing the embodiment of the control device described herein.

[0013] Alternatively or supplementarily, the electronic mechanism can also be designed and / or programmed to determine, by means of at least one sensor signal and an evaluation of the target parameter, whether the first control unit itself lacks a predetermined minimum functional reliability, and, if necessary, to output at least one motor control signal to at least one electric motor, taking into account at least one sensor signal and disregarding the target parameter. In the embodiment of the control device described herein, the electronic mechanism can "reasonably verify" the target parameter in such a way that when outputting at least one motor control signal to at least one electric motor, only the reliable value of the target parameter is considered. This ensures safer and more reliable operation of at least one electric motor for braking vehicles equipped with that electric motor.

[0014] Preferably, the electronic mechanism is also designed and / or programmed such that, at least as long as the generator braking torque parameter related to the maximum output generator braking torque of at least one electric motor operating in its regenerative mode of the vehicle is provided to the control device by the second control unit of the braking system, during the output of at least one motor control signal via the electronic mechanism, the at least one motor control signal can be output to at least one electric motor, taking into account at least one sensor signal and disregarding the target parameter, while additionally considering the generator braking torque parameter. In this case, the regenerative operation of at least one electric motor controlled by the control device is always adapted to the maximum output generator braking torque of at least one electric motor. Therefore, in the embodiment of the control device described herein, there is no risk of at least one electric motor overheating due to overload.

[0015] As an advantageous improvement, the electronic mechanism can be additionally designed and / or programmed to output at least one motor control signal to at least one electric motor, provided that the generator braking torque parameter is missing at the control device for a period exceeding a predetermined second limit waiting time, and / or there is provided and / or queried second missing information regarding the current missingness of a predetermined second minimum functional capability for the second control unit. This is done while taking into account at least one sensor signal and, additionally, vehicle speed parameters provided to the control device regarding vehicle speed and / or the corresponding rotational speed of at least one wheel of the vehicle, without considering the target parameter. Therefore, with the implementation of the control device described herein, even if a communication failure occurs between the second control unit and the control device, or even if the second control unit fails, the regenerative operation of at least one electric motor can still be adjusted, making the conventional risk of overheating due to overload of at least one electric motor negligible.

[0016] For example, the electronic mechanism can be designed and / or programmed to determine, in consideration of vehicle speed parameters, the feasible generator braking torque (Kann-Generatorbremsmoment) that can be maximized by at least one electric motor operating in its regenerative mode, should the generator braking torque parameter be missing at the control device for a period exceeding a predetermined second limit waiting time, and / or there is a second missing information regarding the current missingness of a predetermined second minimum functional capability for the second control unit. Furthermore, during the output of at least one motor control signal via the electronic mechanism, taking into account at least one sensor signal and, without considering the target parameter, the determined feasible generator braking torque, the at least one motor control signal can be output to at least one electric motor. Therefore, the feasible generator braking torque determined by the electronic mechanism serves as an equivalent generator braking torque parameter, thereby ensuring the availability of at least one electric motor operating in its regenerative mode despite any interruption or failure in the supply of the generator braking torque parameter. Thus, the regenerative mode of at least one electric motor does not need to be interrupted due to any interruption or failure in the supply of the generator braking torque parameter to the control device. Conversely, the vehicle's kinetic energy can be at least partially converted into storable electrical energy via at least one electric motor operating in its regenerative mode. Therefore, the embodiment of the control device described herein increases the number of times the vehicle can regenerate its braking, thereby improving the vehicle's regenerative efficiency.

[0017] The aforementioned advantages are also guaranteed in a vehicle control system equipped with a corresponding control device and a first control unit, which is designed and / or programmed to output target parameters to the control device, taking into account at least one sensor signal provided to the first control unit by at least one driver braking request sensor and / or information provided to the first control unit regarding the requested total braking torque.

[0018] Specifically, the first control unit can also be designed and / or programmed to output at least one pump control signal to at least one pump motor of at least one pump of the vehicle braking system, taking into account at least one sensor signal and / or information about the requested total braking torque. Thus, control electronics typically used in hydraulic braking systems can be used as the first control unit.

[0019] The above advantages can also be guaranteed in vehicle braking systems with corresponding control systems.

[0020] Furthermore, implementing a corresponding method for operating at least one electric motor capable of regenerative mode for the vehicle also provides the aforementioned advantages. It should be clearly noted that this method can be improved based on the above-described embodiments of the control device and / or control system. Attached Figure Description

[0021] Other features and advantages of the invention will now be described with reference to the accompanying drawings. Figure 1 This is a schematic diagram of a conventional control system for at least one electric motor in a vehicle that can operate in regenerative mode. Figure 2 A schematic diagram of an embodiment of a control device or a control system equipped with such a control device and / or a braking system thereof; and Figure 3a and Figure 3b These are flowcharts and coordinate diagrams used to illustrate an implementation of a method for operating at least one electric motor capable of regenerative mode in a vehicle. Detailed Implementation

[0022] Figure 2 It is a schematic diagram of an implementation of a control device or a control system equipped with the control device and / or a braking system that works in conjunction with it.

[0023] Figure 2 The control device 30, schematically shown, is used to operate at least one electric motor 32 of the vehicle / motor vehicle that can operate in regenerative mode. However, the purpose of the control device 30 is not limited to operating at least one electric motor 32 that can operate in its regenerative mode. Other vehicle components (not shown) of the vehicle / motor vehicle can also be operated / operated by the control device 30. Therefore, the control device 30 can be an independent control unit of at least one electric motor 32, an inverter of at least one electric motor 32, or a central controller (VCU, Vehicle Control Unit) of the vehicle / motor vehicle. It should also be noted that the purpose of the control device 30 is not limited to a specific vehicle type / motor vehicle.

[0024] The control device 30 can also cooperate with at least one first control unit 34 of the vehicle's (partially shown) braking system. The first control unit 34 is preferably a unit that is spatially separate from the control device 30 and can be mounted / installed on the vehicle. Particularly advantageous embodiments of the first control unit 34 will be discussed below.

[0025] The control device 30 has an electronic mechanism 30a through which at least one motor control signal 36 can be output to / be output to at least one electric motor 32 that can operate in its regenerative mode. To cooperate with the first control unit 34, the electronic mechanism 30a is designed and / or programmed to execute the output of at least one motor control signal 36 to at least one electric motor 32, at least taking into account the target parameter 38 output from the first control unit 34 to the control device 30. The target parameter 38 provided by the first control unit 34 to the control device 30 / electronic mechanism 30a refers to a set value regarding the generator braking torque to be induced by at least one electric motor 32. Subsequently, at least one electric motor 32 can be operated / controlled by the at least one motor control signal 36 output from the electronic mechanism 30a, thereby enabling the vehicle to be braked / braken due to the generator braking torque induced by the at least one electric motor 32 operated by the at least one motor control signal 36 and preferably corresponding to the target parameter 38.

[0026] As in Figure 2 As can also be seen, the control device 30 can be connected to / be connected to at least one driver brake request sensor 42 of the vehicle only via a first wired connection 40. The connection of the control device 30 to at least one driver brake request sensor 42 via the first wired connection 40 can be achieved / be achieved in such a way that at least one sensor signal 44, output by at least one driver brake request sensor 42 and related to the total braking torque requested by the driver of the vehicle through their operation of the vehicle's brake control element 46, can be provided to / be provided to the control device 30 via the first wired connection 40. The brake control element 46 may be, for example, a brake pedal 46. The at least one driver brake request sensor 42 may be, for example, a push-rod type displacement sensor, a differential displacement sensor, and / or a braking force sensor. The at least one driver brake request sensor 42 is preferably integrated into or mechanically connected to the brake control element 46. The brake control element 46 and the at least one driver brake request sensor 42 may, in particular, be jointly integrated into the electronic brake pedal (ePedal).

[0027] The driver's braking request, indicated by at least one sensor signal 44, is thus provided "directly" to the control unit 30 / its electronics 30a. Therefore, the control unit 30 no longer traditionally relies on the target parameter 38 provided by the first control unit 34. Accordingly, the electronics 30a of the control unit 30 can be designed / programmed such that, while taking at least one sensor signal 44 into account, at least one motor control signal 36 can be output / before output to at least one electric motor 32 via the electronics 30a. If necessary, at least one electric motor 32 can be controlled by the at least one motor control signal 36 output by the electronics 30a, taking at least one sensor signal 44 into account, thereby optimizing the generator braking torque generated by the at least one controlled electric motor 32 for braking the vehicle relative to the total braking torque requested by the driver.

[0028] It should be noted that the first wired connection 40 is not at least one vehicle bus 48 of the vehicle. This facilitates the "direct" provision of at least one sensor signal 44 to the control unit 30. This ensures that, since at least one sensor signal 44 from at least one driver brake request sensor 42 is rapidly transmitted to the control unit 30 solely through the first wired connection 40, the electronic mechanism 30a can respond early to a braking request indicated by the driver's operation of the brake control element 46. In particular, the first wired connection 40 may be a wired connection designed for high-frequency communication.

[0029] For example, the electronic mechanism 30a can be designed and / or programmed such that if the missing time of the target parameter 38 at the control device 30 exceeds a predetermined first limit waiting time, at least one motor control signal 36 can be output / be output to at least one electric motor 32 via the electronic mechanism 30a, taking into account at least one sensor signal 44 and disregarding (the last received) target parameter 38 and / or discarding unreceived target parameter 38. In the event of a communication failure between the first control unit 34 and the control device 30, causing the missing time of the target parameter 38 to exceed the predetermined first limit waiting time, the electronic mechanism 30a can thus continue to operate at least one electric motor 32 operating in its regenerative mode, utilizing at least one sensor signal, so that the vehicle can be braked / been braked according to the total braking torque requested by the driver. Alternatively or supplementarily, the electronic mechanism 30a may also be designed and / or programmed to output at least one motor control signal 36 to at least one electric motor 32 if there is first missing information 50 regarding the current missingness of a predetermined first minimum functional capability for the first control unit 34, taking into account at least one sensor signal 44 and not considering the (last received) target parameter 38. Since at least one sensor signal 44 is advantageously provided "directly" via the first wired connection 40, the electronic mechanism 30a can also respond advantageously to the current missing first minimum functional capability of the first control unit 34. Therefore, the design / programming of the electronic mechanism 30a described herein increases the number of regenerative vehicle braking operations, thereby improving the vehicle's regenerative efficiency. This reduces the vehicle's energy consumption, reduces its particulate emissions and brake pad wear on the vehicle, and, for vehicles equipped with internal combustion engines, also reduces its harmful emissions. The first missing information 50 indicating the first minimum functional capability of the first control unit 34 itself can be information provided to the control device 30 or information queried by the control device 30, particularly at the first control unit 34.

[0030] Conversely, if the time interval between the target parameters 38 subsequently output to the control device 30 is shorter than the first limit waiting time, and / or the first control unit 34 has at least its first minimum functional capability, then the electronic mechanism 30a is preferably designed / programmed such that, at least one motor control signal 36 can be output / be output to at least one electric motor 32 via the electronic mechanism 30a, at least taking into account the target parameters 38.

[0031] Similarly, providing at least one sensor signal 44 "directly" to the control device 30 can also be used by its electronic mechanism 30a to verify / confirm the target parameter 38 provided to the control device 30 by the first control unit 34. For this purpose, the electronic mechanism 30a can be designed and / or programmed to determine, by using at least one sensor signal 44 to evaluate the target parameter 38, whether the first control unit 34 still meets at least a predetermined minimum functional reliability requirement. Because at least one sensor signal 44 is provided "directly" to the control device 30, the electronic mechanism 30a can, for example, check whether the target parameter 38 output by the first control unit 34 to the control device 30 corresponds to the driver's braking request indicated by at least one sensor signal 44. For example, the electronic mechanism 30a can thus determine whether the generator braking torque corresponding to the target parameter 38 is significantly too large or significantly too small compared to the requested total braking torque. Here, if the electronic mechanism 30a detects that the first control unit 34 itself currently lacks minimum functional reliability, the electronic mechanism 30a is preferably designed / programmed to output at least one motor control signal 36 to at least one electric motor 32, taking into account at least one sensor signal 44 but not the (last received) target parameter 38. This prevents the target parameter 38, which is unfavorable to the total braking torque requested by the driver, from causing a corresponding generator braking torque in the at least one electric motor 32 operating in its regenerative mode. Therefore, the electronic mechanism 30a can also advantageously compensate for the sometimes “erroneous determination” of the target parameter 38 by the first control unit 34, by operating at least one electric motor 32 as necessary based on the braking request embodied by at least one sensor signal 44.

[0032] Furthermore, a generator braking torque parameter 52 can be provided to the control device 30, which is related to the maximum generator braking torque that can be output by at least one electric motor 32 operating in its regenerative mode through the vehicle. Feasible schemes for providing the generator braking torque parameter 52 to the control device 30 will also be discussed below. Preferably, the electronic mechanism 30a is also designed and / or programmed to, at least as long as the generator braking torque parameter 52 is provided to the control device 30, during the output of at least one motor control signal 36 via the electronic mechanism 30a, taking into account at least one sensor signal 44 and disregarding (the last received) target parameter 38 and / or discarding unreceived target parameter 38, the at least one motor control signal 36 can be output to / be output to at least one electric motor 32, taking into account the generator braking torque parameter 52. In this way, it can be ensured that the regenerative operation of at least one electric motor 32 is optimized relative to the maximum output generator braking torque, i.e., on the one hand, converting as much kinetic energy as possible into storable electrical energy while maintaining the requested total braking torque, but on the other hand, without worrying about overheating of at least one electric motor 32. Accordingly, when determining whether the first control unit 34 still meets the predetermined minimum functional reliability by means of an evaluation of the target parameter 38 using at least one sensor signal 44 via electronic mechanism 30a, the generator braking torque parameter 52 can be taken into consideration at the same time.

[0033] like Figure 2 As schematically shown, the generator braking torque parameter 52 can be provided to the control unit 30, for example, by a second control unit 54 of the braking system, particularly via the vehicle bus 48. The second control unit 54 is preferably a unit designed to be spatially separate from the control unit 30 and the first control unit 34. As the second control unit 54, control electronics of the braking system can be used, which are typically electrically connected to at least one wheel speed detector / wheel speed sensor 56 of the braking system, so that at least one wheel speed detector signal / wheel speed sensor signal 58 can be provided to / be provided to the second control unit 54.

[0034] As an advantageous improvement, the electronic mechanism 30a can also be designed and / or programmed to, in particular, when the generator braking torque parameter 52 is missing at the control device 30 for a period exceeding a predetermined second limit waiting time, during the output of at least one motor control signal 36 via the electronic mechanism 30a, additionally taking into account the vehicle speed parameter 58 provided to the control device 30, which relates to the vehicle speed and / or the corresponding rotational speed of at least one wheel of the vehicle, while taking into account at least one sensor signal 44 and disregarding (the last received) target parameter 38 and / or discarding unreceived target parameter 38. Alternatively or supplementarily, if there is second missing information 60 regarding the current missingness of a predetermined second minimum functional capability for the second control unit 54, during the output of at least one motor control signal 36 via the electronic mechanism 30a, additionally taking into account the provided vehicle speed parameter 58, while taking into account at least one sensor signal 44 and disregarding (the last received) target parameter 38 and / or discarding unreceived target parameter 38. Similarly, the second missing information 60, indicating that the second control unit 54 itself lacks the second minimum functional capability, can be information provided to the control device 30, or information queried by the control device 30, particularly at the second control unit 54. Through the design / programming of the electronic mechanism 30a described herein, the interruption or malfunction of the generator braking torque parameter 52 provided to the control device 30 can be compensated, at least temporarily and without problems.

[0035] Therefore, the "braking operation" of at least one electric motor 32 operating in its regenerative mode does not need to be interrupted due to a blockage or malfunction in the supply of the generator braking torque parameter 52 to the control device 30. On the contrary, the "braking operation" of at least one electric motor 32 operating in its regenerative mode can at least partially convert the vehicle's kinetic energy into storable electrical energy.

[0036] For example, by designing / programming the electronic mechanism 30a accordingly and taking into account the vehicle speed parameter 58, the feasible generator braking torque that can be maximized by at least one electric motor 32 operating in its regenerative mode can be determined. If necessary, during the output of at least one motor control signal 36 by means of the electronic mechanism 30a, the determined feasible generator braking torque is additionally taken into account, while considering at least one sensor signal 44 and disregarding (the last received) target parameter 38 and / or discarding unreceived target parameter 38. Therefore, the feasible generator braking torque determined by the electronic mechanism 30a can be used as an "equivalent generator braking torque parameter" regarding the generator braking torque that can be maximized by at least one electric motor 32.

[0037] like Figure 2 As shown, as a vehicle speed parameter 58, at least one wheel speed detector signal / wheel speed sensor signal 58 of at least one wheel speed detector / wheel speed sensor 56 of the vehicle can be evaluated / assessed via electronic mechanism 30a. Therefore, the programming / design of electronic mechanism 30a described herein can advantageously utilize the fact that at least one wheel speed detector / wheel speed sensor 56 is conventionally already mounted on the vehicle. Thus, the vehicle speed parameter 58 can be provided "directly" to control unit 30 without extending the sensor system used on the vehicle. Electrical connection between control unit 30 and at least one corresponding wheel speed detector / wheel speed sensor 56 can be easily achieved, possibly connected to the sensor along with a second control unit 54. At least one wheel speed detector / wheel speed sensor 56 can be electrically connected to control unit 30 in a simple manner, such that at least one wheel speed detector signal / wheel speed sensor signal 58 can still be provided to control unit 30 even if at least one vehicle bus 48 of the vehicle fails. The feasible generator braking torque that can be maximized by at least one electric motor 22 generally depends primarily on the current speed of the vehicle. Therefore, by knowing the vehicle’s current speed or physical parameters corresponding to the vehicle’s current speed, such as, in particular, at least one wheel speed detector signal / wheel speed sensor signal 58, the electronic mechanism 30a is generally able to determine the feasible generator braking torque that can be maximized with high accuracy and relatively reliable reliability.

[0038] When determining the feasible generator braking torque with maximum output, in addition to considering the vehicle speed parameter 52, at least one other physical parameter may also need to be considered. This other physical parameter could be, for example, at least one temperature of the braking system, at least one temperature of at least one (not shown) vehicle battery that can be charged via the regenerative mode of at least one electric motor 32, and / or the (current) state of charge of at least one vehicle battery. These physical parameters will also affect the feasible generator braking torque with maximum output of at least one electric motor 32, but they are generally less than the dependence of the feasible generator braking torque with maximum output on vehicle speed.

[0039] To determine the feasible generator braking torque that can be output at most by at least one electric motor 32, a characteristic curve of at least one electric motor 32 or a family of characteristic curves of at least one electric motor 32 can be used, which represents the relationship between the generator braking torque that can be output at most by at least one electric motor 32 and at least the vehicle speed or a physical parameter corresponding to the vehicle speed. If, in determining the feasible generator braking torque that can be output at most by at least one other physical parameter in addition to the vehicle speed parameter 52, at least one other physical parameter is also considered, the family of characteristic curves can also represent the relationship between the generator braking torque that can be output at most by at least one electric motor 32 and the at least one other physical parameter. The characteristic curve of at least one electric motor 32 or the family of characteristic curves of at least one electric motor 32 can be stored in a memory (not shown) of electronic mechanism 30a. The characteristic curves and / or the family of characteristic curves stored in the memory can be continuously recalibrated. This can be done in particular, taking into account the vehicle weight and / or at least one coefficient of friction on the wheels (not shown) of the vehicle.

[0040] Control device 30 and at least first control unit 34 can be sub-units of a vehicle control system, which can be installed / being installed in different locations within the respective vehicle. First control unit 34 is control electronics designed and / or programmed such that target parameter 38 can be output to / be output to control device 30 via first control unit 34. Outputting target parameter 38 via first control unit 34 can be done at least with reference to information provided to first control unit 34 regarding the requested total braking torque, as described above in the prior art. Figure 2In the illustrated embodiment, the first control unit 34 is connected to / is connected to at least one driver brake request sensor 42 of the vehicle only via the second wired connection 62, so that at least one sensor signal 44 of at least one driver brake request sensor 42 can be "directly" provided to / is provided to the first control unit 34. Therefore, the driver's brake request indicated by at least one sensor signal 44 is directly provided to the first control unit 34, thus eliminating the need to provide the brake request to the first control unit 34 via other control electronics (e.g., the second control unit 54) as in conventional methods. Therefore, in use... Figure 2 In the case of the control system described above, the transmission of at least one sensor signal 44 via other control electronics, which is required by the prior art, is no longer necessary. Therefore, providing at least one sensor signal 44 to the first control unit 34 is not affected by the characteristics of the vehicle's vehicle bus 48, which may connect the first control unit 34 and other control electronics. It should also be noted that the second wired connection 62 is not at least one vehicle bus 48 of the vehicle.

[0041] Preferably, the first control unit 34, connected only to at least one driver brake request sensor 42 via a second wired connection 62, is designed and / or programmed to output a first target parameter 38 to the control device 30, taking into account at least one provided sensor signal 44. In this way, it is ensured that the first control unit 34 can respond early to a brake request indicated by the driver's manipulation of the brake control element 46, since at least one sensor signal 44 from at least one driver brake request sensor 42 is rapidly transmitted to the first control unit 34 only via the second wired connection 62. In particular, the second wired connection 62 may be a wired connection designed for high-frequency communication. Preferably, the first target parameter 38 is output to the control device 30 via the first control unit 34, taking into account additionally the generator braking torque parameter 52. As an advantageous improvement, the first control unit 34 may also be designed and / or programmed to output at least one pump control signal 64 to at least one pump motor 66 of at least one (not shown) pump of the braking system, taking into account at least one sensor signal 44 and / or information regarding the requested total braking torque and the possible generator braking torque parameter 52.

[0042] The second control unit 54 can also be a subunit of the control system, designed spatially separate from the control device 30 and the first control unit 34. Preferably, the second control unit 54 can be connected to / be connected to at least one driver brake request sensor 42 of the vehicle only via a third wired connection 68. Therefore, the driver's brake request indicated by at least one sensor signal 44 can also be provided to the second control unit 54 "directly," i.e., without transmission via other control electronics. Accordingly, the second control unit 54 is also capable of responding early to brake requests indicated by the driver's operation of the brake control element 46. The third wired connection 68 can be, in particular, a wired connection designed for high-frequency communication. It should also be noted here that the third wired connection 68 does not refer to at least one vehicle bus 48 of the vehicle.

[0043] For example, the second control unit 54 can be designed and / or programmed to output at least one booster control signal 70 to the vehicle's brake booster 72, taking into account at least one sensor signal 44. If necessary, the vehicle can also be braked / be braked by the booster braking torque generated by the brake booster 72 operated by the at least one booster control signal 70. The brake booster 72 can be understood in particular as a type of brake booster capable of achieving and / or increasing the braking pressure established in at least one hydraulic wheel brake cylinder of the vehicle. The brake booster 72 can be, for example, a brake booster located upstream of the vehicle's (not shown) master brake cylinder, particularly an electromechanical brake booster. However, it should be noted that the applicability of this control system is not limited to any particular type of brake booster 72.

[0044] Preferably, when the supply of target parameter 38 to control device 30 is interrupted or malfunctions, the output of at least one motor control signal 36 executed by electronic mechanism 30a is time-limited to a predetermined compensation time, taking into account at least one sensor signal 44 and disregarding (the last received) target parameter 38 and / or directly discarding unreceived target parameter 38. If necessary, after the compensation time ends, the regenerative logic of at least one electric motor 32 can be deactivated, and the total braking torque required by the driver can be achieved solely by operating brake booster 72 by second control unit 54. Preferably, the compensation time is stored both in the memory of electronic mechanism 30a and in second control unit 54.

[0045] A control system, including a control device 30, a first control unit 34, and possibly a second control unit 54, can be part of a braking system. This braking system (whose components can be controlled by the control system) is preferably a brake-by-wire system, meaning there is no mechanical connection between the brake actuation element 46 and the brake hydraulic system (not shown), thereby inducing brake pressure in the brake hydraulic system through force-pressure conversion of the driver's braking force applied to the brake actuation element 46. However, it should be noted that the use of this control system is not limited to any particular type of braking system. In particular, a large number of braking systems designed for individual wheels or axles can be used as the corresponding braking system.

[0046] Figure 3a and Figure 3b A flowchart and coordinate system diagram are shown to illustrate an implementation of a method for operating at least one electric motor capable of regenerative mode in a vehicle.

[0047] It should be clearly pointed out that the feasibility of the method for braking vehicles / motor vehicles described below is not limited to any particular type of vehicle / motor vehicle. Furthermore, this method can enable (almost) any electric motor to operate, which can be used in its regenerative mode to brake vehicles / motor vehicles equipped with it.

[0048] An optional method step S1 may be set prior to the method described below, in which a target parameter determined by a first control unit of the vehicle braking system is output to a control device of at least one electric motor. This target parameter refers to a set value relating to the generator braking torque to be induced by the at least one electric motor. Feasible schemes for how the first control unit determines the target parameter relating to the total braking torque requested by the vehicle driver through their operation of the vehicle braking control elements have been discussed above.

[0049] In method step S2, at least considering the target parameters provided to the control device by the first control unit, at least one motor control signal is output to at least one electric motor via the electronic mechanism of the control device. In method step S2, the at least one electric motor is operated by outputting the at least one motor control signal via the electronic mechanism, thereby braking the vehicle due to the generator braking torque generated by the at least one electric motor, which is operated by the at least one motor control signal. Preferably, the generator braking torque generated by performing method step S2 corresponds to the target parameters provided to the control device.

[0050] In method step S3, at least one sensor signal output from at least one driver brake request sensor of the vehicle is also provided to the control unit via a wired connection, the control unit being connected only to the at least one driver brake request sensor via a wired connection. The at least one sensor signal refers to a signal concerning the total braking torque requested by the vehicle driver through their operation of the brake control element. Therefore, method step S3 ensures that the electronics are independent of the target parameters provided by the first control unit. In (optional) method step S4, a generator braking torque parameter may also be provided to the control unit by a second control unit, this generator braking torque parameter being related to the maximum generator braking torque that can be output by at least one electric motor capable of operating in its regenerative mode.

[0051] Therefore, instead of method step S2, method step S5 can be selectively performed, in which at least one motor control signal is output to at least one electric motor via an electronic mechanism, taking into account at least one sensor signal. When performing method step S5, at least one electric motor is also operated via an electronic mechanism, causing the vehicle to brake due to the generator braking torque generated by the controlled electric motor. Preferably, as long as the generator braking torque parameters are provided to the control device via method step S4, in method step S5, at least one motor control signal is output to at least one electric motor via an electronic mechanism, taking into account the generator braking torque parameters. The generator braking torque generated when performing method step S5 can specifically correspond to the minimum of the total braking torque conveyed by at least one sensor signal and the maximum output generator braking torque given by the generator braking torque parameters.

[0052] Therefore, in the method described herein, even if there is a bus communication failure between the first control unit and the control device, or even if the first control unit malfunctions, these deficiencies can be at least temporarily compensated by providing at least one sensor signal "directly" to the control device through method step S3. Thus, when executing method step S5, the electronic mechanism can, for example, determine a target generator braking torque optimized for the requested total braking torque and possible generator braking torque parameters, and manipulate at least one electric motor via at least one motor control signal to induce a generator braking torque corresponding to the target generator braking torque. Providing at least one sensor signal "directly" to the control device through method step S3 thus improves the regenerative capability of at least one electric motor. Additionally, the driver's braking request indicated by at least one sensor signal can be transmitted "early" to the control device / its electronic mechanism through method step S3, thereby enabling rapid braking of the vehicle through method step S5.

[0053] In particular, when the provision of the target parameter is blocked and / or when it is determined that the first control unit is in a state of inoperability or near inoperability, method step S5 can always be performed instead of method step S2. Furthermore, in (optional) method step S6, the "direct" provision of at least one sensor signal to the control device can be used to determine whether the first control unit meets at least one predetermined minimum functional reliability by evaluating the target parameter using at least one sensor signal. If it is determined that the first control unit at least meets the minimum functional reliability when performing method step S6, then method step S2 can be performed. However, if it is found that the first control unit itself lacks the minimum functional reliability when performing method step S6, then method step S5 can be performed instead of method step S2.

[0054] In the method described herein, the (optional) method step S4 can also be omitted without any problem. When performing method step S5, at least one motor control signal can be output to at least one electric motor via an electronic mechanism, taking into account at least one sensor signal and additionally the vehicle speed parameter provided to the control device, which is related to the vehicle speed v and / or the corresponding rotational speed of at least one wheel of the vehicle.

[0055] exist Figure 3b In the coordinate system, the horizontal axis represents the vehicle's speed v (in kilometers per hour), while the vertical axis represents the maximum feasible generator braking force F (in kilonewtons) achievable by at least one electric motor. It can be seen that the feasible generator braking force F depends primarily on the vehicle's speed v. Therefore, the vehicle speed parameter is well-suited for reliably controlling at least one electric motor, thereby converting as much kinetic energy as possible into storable electrical energy while maintaining the requested total braking torque, without worrying about overheating the at least one electric motor.

[0056] Therefore, the generator braking torque parameters can be discarded when performing method step S5. Even if the provision of the generator braking torque parameters is blocked and / or the second control unit has a high probability of being in a state of being unable or almost unable to operate, at least one motor control signal may still be output in method step S5, taking into account the vehicle speed parameters.

Claims

1. A control device (30) for a vehicle capable of operating at least one electric motor (32) in regenerative mode, the control device having an electronic mechanism (30a) designed and / or programmed to output at least one motor control signal (36) to the at least one electric motor (32), taking into account at least one target parameter (38) output to the control device (30) by a first control unit (34) of the vehicle's braking system, which is related to the generator braking torque to be generated by the at least one electric motor (32), thereby enabling the vehicle to brake by the generator braking torque generated by the at least one electric motor (32), the electric motor being controlled by the at least one motor control signal (36). Its features are, The control device (30) can be connected to or be connected to at least one driver brake request sensor (42) of the vehicle via a wired connection (40) such that at least one sensor signal (44) output by the at least one driver brake request sensor (42) and related to the total braking torque requested by the driver of the vehicle through his operation of the brake control element (46) of the vehicle can be provided to the control device (30) via the wired connection (40), and at least one motor control signal (36) can be output to the at least one electric motor (32) via the electronic mechanism (30a) with at least the at least one sensor signal (44) in mind.

2. The control device (30) according to claim 1, wherein, The electronic mechanism (30a) is designed and / or programmed such that if the target parameter (38) is missing for a period exceeding a predetermined first limit waiting time at the control device (30), and / or if there is provided and / or queried first missing information (50) regarding the current missingness of a predetermined first minimum functional capability for the first control unit (34), then at least considering the at least one sensor signal (44) and not considering the target parameter (38), the at least one motor control signal (36) can be output to the at least one electric motor (32) through the electronic mechanism (30a); otherwise, at least considering the target parameter (38), the at least one motor control signal (36) can be output to the at least one electric motor (32) through the electronic mechanism (30a).

3. The control device (30) according to claim 1 or 2, wherein, The electronic mechanism (30a) is designed and / or programmed to determine, by means of the at least one sensor signal (44) and by means of the evaluation of the target parameter (38), whether the first control unit (34) itself lacks a predetermined minimum functional reliability, and if necessary, the at least one motor control signal (36) can be output to the at least one electric motor (32) by means of the electronic mechanism (30a), at least taking into account the at least one sensor signal (44) and not taking into account the target parameter (38).

4. The control device (30) according to claim 2 or 3, wherein, The electronic mechanism (30a) is also designed and / or programmed such that, at least as long as the generator braking torque parameter (52) is provided to the control device (30) by the second control unit (54) of the braking system, the generator braking torque parameter being related to the maximum output of the generator braking torque by at least one electric motor (32) of the vehicle operating in its regenerative mode, the at least one motor control signal (36) can be output to the at least one electric motor (32) with additional consideration of the generator braking torque parameter (52) during the output of the at least one motor control signal (36) by the electronic mechanism (30a), taking into account the at least one sensor signal (44) and not considering the target parameter (38).

5. The control device (30) according to claim 4, wherein, The electronic mechanism (30a) is also designed and / or programmed to output the at least one motor control signal (36) to the at least one electric motor (32) when the generator braking torque parameter (52) is missing at the control device (30) for more than a predetermined second limit waiting time, and / or there is provided and / or queried second missing information (60) regarding the current missingness of the predetermined second minimum functional capability for the second control unit (54), taking into account the at least one sensor signal (44) and, additionally, the vehicle speed parameter (58) provided to the control device (30) regarding the vehicle speed (v) and / or the corresponding rotational speed of at least one wheel of the vehicle.

6. The control device (30) according to claim 5, wherein, The electronic mechanism (30a) is designed and / or programmed to determine, in consideration of the vehicle speed parameter (58), the feasible generator braking torque (F) that can be maximized by the at least one electric motor (32) operating in its regenerative mode, should the generator braking torque parameter (52) be missing at the control device (30) for a period exceeding the second limit waiting time, and / or there is second missing information (60) regarding the current missingness of the second minimum functional capability predetermined for the second control unit (54). Furthermore, during the output of the at least one motor control signal (36) by the electronic mechanism (30a), the at least one motor control signal (36) can be output to the at least one electric motor (32) in addition to taking into account the determined feasible generator braking torque (F) in consideration of the at least one sensor signal (44) and without considering the target parameter (38).

7. A control system for a vehicle, the control system having: The control device (30) according to any one of the preceding claims; and The first control unit (34) is designed and / or programmed to output the target parameter (38) to the control device (30) at least in consideration of at least one sensor signal (44) provided to the first control unit (34) by at least one driver braking request sensor (42) and / or information provided to the first control unit (34) regarding the requested total braking torque.

8. The control system according to claim 7, wherein, The first control unit (34) is also designed and / or programmed to output at least one pump control signal (64) to at least one pump motor (66) of at least one pump of the vehicle’s braking system, taking into account at least the at least one sensor signal (44) and / or information about the requested total braking torque.

9. A braking system for a vehicle, having a control system according to claim 7 or 8.

10. A method for operating at least one electric motor (32) capable of operating in regenerative mode in a vehicle, comprising the steps of: Step (S2): At least considering the target parameter (38), at least one motor control signal (36) is output to at least one electric motor (32) via the electronic mechanism (30a) of the control device (30), thereby causing the vehicle to brake by the generator braking torque caused by the at least one electric motor (32), the target parameter being output to the control device (30) by the first control unit (34) of the vehicle's braking system and being related to the generator braking torque to be passed by the at least one electric motor (32), the electric motor being controlled by the at least one motor control signal (36); Its features are: Step (S3): At least one sensor signal (44) is provided to the control device (30) via a wired connection (40). This sensor signal is emitted by at least one driver brake request sensor (42) of the vehicle and is related to the total braking torque requested by the driver of the vehicle through their operation of the vehicle's brake control element (46). The control device is connected only to the at least one driver brake request sensor (42) via the wired connection (40). Step (S5): The at least one motor control signal (36) is output to the at least one electric motor (32) by means of the electronic mechanism (30a), taking into account at least the at least one sensor signal (44).

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