WO2023144055A1 - Procédé de fonctionnement d'un véhicule à moteur électrique - Google Patents

Procédé de fonctionnement d'un véhicule à moteur électrique Download PDF

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Publication number
WO2023144055A1
WO2023144055A1 PCT/EP2023/051468 EP2023051468W WO2023144055A1 WO 2023144055 A1 WO2023144055 A1 WO 2023144055A1 EP 2023051468 W EP2023051468 W EP 2023051468W WO 2023144055 A1 WO2023144055 A1 WO 2023144055A1
Authority
WO
WIPO (PCT)
Prior art keywords
rotor position
electric motor
counter
electromotive force
position sensor
Prior art date
Application number
PCT/EP2023/051468
Other languages
German (de)
English (en)
Inventor
Joachim Meiser
Original Assignee
Brose Fahrzeugteile SE & Co. Kommanditgesellschaft, Würzburg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Fahrzeugteile SE & Co. Kommanditgesellschaft, Würzburg filed Critical Brose Fahrzeugteile SE & Co. Kommanditgesellschaft, Würzburg
Publication of WO2023144055A1 publication Critical patent/WO2023144055A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0038—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/02—Providing protection against overload without automatic interruption of supply
    • H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
    • H02P29/028—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the motor continuing operation despite the fault condition, e.g. eliminating, compensating for or remedying the fault
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/14—Electronic commutators
    • H02P6/16—Circuit arrangements for detecting position
    • H02P6/18—Circuit arrangements for detecting position without separate position detecting elements
    • H02P6/182—Circuit arrangements for detecting position without separate position detecting elements using back-emf in windings
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/20—Arrangements for starting
    • H02P6/21—Open loop start
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/427—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2203/00—Indexing scheme relating to controlling arrangements characterised by the means for detecting the position of the rotor
    • H02P2203/09—Motor speed determination based on the current and/or voltage without using a tachogenerator or a physical encoder

Definitions

  • the invention relates to a method for operating an electrically driven motor vehicle with an electric motor for driving the motor vehicle, the electric motor having a rotor position sensor and a means for detecting a counter-electromotive force. Furthermore, the invention relates to such a motor vehicle.
  • the rotor position (angular position) of the rotor with respect to the stator of the electric motor is typically detected using the rotor position sensor.
  • the rotor position is necessary for controlling or regulating the electric motor, in particular for energizing the motor windings in accordance with the rotor position.
  • the rotor position sensor fails, for example due to a defect, a malfunction or damage
  • operation without a (rotor position) sensor can be used as an emergency mode, so that the motor vehicle can continue to be driven.
  • the rotor position must first be determined, the rotor aligned and/or the electric motor must be subjected to a motor current with increasing amplitude.
  • Disadvantages here are, for example, noise emissions unexpected by the driver, a rough start due to the rotor position being known with insufficient precision or not being known at all. Furthermore, a (drive) torque can be provided which—in particular if this results in a backward movement of the motor vehicle—is unexpected for the driver, and because of this the motor vehicle designed as a two-wheeler may be difficult for the driver to control.
  • the invention is based on the object of specifying a particularly suitable method for operating an electrically driven motor vehicle.
  • the motor vehicle should be able to continue to be driven as safely as possible for the driver in the event of a failure of the rotor position sensor.
  • a corresponding electrically powered motor vehicle, a corresponding computer program and a computer-readable medium with the computer program are to be specified.
  • the object is achieved according to the invention by the features of claim 1.
  • the object is achieved with the features of claim 5, with regard to the computer program with the features of claim 6 and with regard to the computer-readable medium with the features of claim 7 solved according to the invention.
  • Advantageous refinements and developments are the subject of the dependent claims. The statements made in connection with the method also apply analogously to the motor vehicle, to the computer program and to the computer-readable medium and vice versa.
  • the method serves to operate an electrically driven motor vehicle, which has an electric motor, in particular a multi-phase electric motor (traction electric motor, traction machine), which is provided and set up to drive the motor vehicle.
  • the electric motor in turn includes a rotor position sensor for detecting a rotor position (rotor position) and a means for detecting a counter-electromotive force, ie a voltage induced in the motor winding due to rotor movement.
  • the means is expediently designed as a voltage measuring device or includes such a device.
  • an electrically driven motor vehicle is to be understood as meaning a vehicle which is driven by its electric motor and which is not tied to rails.
  • the motor vehicle is a passenger cars.
  • the motor vehicle is a two-wheeler such as a motorcycle or a moped.
  • a failure of the rotor position sensor of the electric motor is first detected or determined.
  • a failure is caused, for example, by a defect, an operational disruption, or damage to the rotor position sensor, with the rotor position sensor at most not outputting any signals and/or data relating to the position of the rotor.
  • the counter-electromotive force is detected, in particular using the means for detecting it.
  • a time profile of the counter-electromotive force is expediently recorded.
  • a rotor position is then determined or estimated on the basis of the detected counter-electromotive force or on the basis of its progression over time.
  • the electric motor does not provide any torque, in particular drive torque, when the counter-electromotive force is detected, ie during the detection.
  • no torque is provided by the electric motor from the point at which the failure of the rotor position sensor is detected until after the determination of the rotor position.
  • none of the motor windings, which are suitably designed as stator windings, are energized for this purpose, ie supplied with electrical energy by a traction battery.
  • the determined rotor position is provided for a (rotor position) sensorless control.
  • the electric motor is (further) operated on the basis of the determined rotor position with a rotor position sensorless control.
  • a rotor position sensorless control for the operation of the electric motor is known from the prior art.
  • a further operation of the electric motor is thus particularly advantageously made possible even if the rotor position sensor fails.
  • this can be done in one Operation without rotor position sensors can be switched over, with energization, ie active operation of the electric motor, not being necessary for determining the rotor position based on the counter-electromotive force.
  • energization ie active operation of the electric motor, not being necessary for determining the rotor position based on the counter-electromotive force.
  • the motor vehicle is moved to generate the counter-electromotive force.
  • the motor vehicle is pushed, allowed to roll, or if the motor vehicle has another motor, in particular an internal combustion engine, it is driven on the basis thereof. At most, no torque is provided by the electric motor, in particular for driving the motor vehicle.
  • the rotor of the electric motor is expediently coupled to the drive of the motor vehicle. With a rotary movement of a wheel of the drive, the rotor can thus be brought into rotation and the counter-electromotive force can be generated.
  • the motor vehicle expediently includes an accelerator lever, also referred to as a throttle.
  • a throttle also referred to as a throttle.
  • a driver of the motor vehicle can set an (engine) torque provided by the electric motor by actuating the accelerator lever, ie by moving the accelerator lever from a starting position (rest position).
  • the counter-electromotive force is only detected when the accelerator lever is actuated. So the rotor position can only be determined and, if necessary, the electric motor can only continue to be operated (and provide torque) if the driver activates the accelerator lever. For example, it is provided that if the rotor position sensor fails, a (power) output stage for the electric motor is only activated when the accelerator lever is actuated, otherwise it is expediently switched off. In this way, safety for the driver is further improved. In comparison to the prior art mentioned at the outset, in which there is a risk that the electric motor will provide a torque that is unexpected for the driver, the driver expects a (drive) torque as a result of actuating the accelerator lever. In summary, actuation of the accelerator lever is therefore necessary for the electric motor drive of the motor vehicle.
  • a target torque is determined which corresponds to the position, in particular a pedal or handle position, of the accelerator lever.
  • a characteristic curve or a table is stored on a control device, which assigns the setpoint torque to the position.
  • the electric motor provides a torque for driving the motor vehicle, the torque provided being increased, in particular from zero (0) to the target torque.
  • the torque is particularly preferably increased continuously and/or steadily up to the target torque.
  • a linear ramp function is used for this purpose, for example.
  • the electric motor is expediently operated with the rotor position sensor-free control. A rapid or jerky start-up that is unexpected for the driver is thus advantageously avoided.
  • this takes place directly after the determination of the rotor position, so that the detection of the counter-electromotive force and the (preferably continuously increased) provision of the torque (and the associated operation of the electric motor in rotor position sensor-free operation) takes place in the course of a single actuation of the accelerator lever.
  • a further aspect of the invention relates to an electrically driven motor vehicle, in particular an electrically driven two-wheeler.
  • This includes an electric motor for driving the motor vehicle, the electric motor having a rotor position sensor and a means for detecting a counter-electromotive force having.
  • the vehicle is preferably designed in accordance with what is presented above with regard to the method.
  • the electrically driven motor vehicle also referred to as a vehicle or motor vehicle for short, comprises a control device (control unit) which is suitably coupled to the electric motor in terms of signal and/or data transmission technology.
  • the control device is provided and set up to determine and/or detect a failure of the rotor position sensor.
  • the rotor position sensor or another control device monitoring it provides an error signal for the control device for this purpose, which is received and evaluated by the control device.
  • control device is provided and set up so that when a failure of the rotor position sensor is determined, i.e. determined or detected, it controls the electric motor in such a way that the electric motor, in particular its means for detecting a counter-electromotive force, detects a counter-electromotive force and expediently corresponding measurement data for the Control device provides.
  • the electric motor is also controlled by the control unit in such a way that it does not provide any torque at least during the detection of the counter-electromotive force, preferably as soon as the failure of the rotor position sensor is detected or determined.
  • control device is provided and set up to determine a rotor position based on the counter-electromotive force, in particular based on the corresponding measurement data supplied to the control unit.
  • control device is also provided and set up to control or regulate the electric motor based on the determined rotor position in an operating mode for operation without a rotor position sensor.
  • the control device is preferably additionally coupled to a position sensor of an accelerator lever of the motor vehicle in terms of signal and/or data transmission technology.
  • the control device is also provided and set up to determine the rotor position for the rotor position sensorless Operation based on the counter-electromotive force or the corresponding measurement data is only determined when the control device is supplied with a signal from the position sensor of the accelerator lever, which signal represents an actuation of the accelerator lever.
  • the control device is additionally designed in such a way that it determines a target torque which is assigned to a setting (position) of the accelerator lever.
  • the control device is fed the or a corresponding position signal from the accelerator lever.
  • a corresponding table or characteristic curve is expediently stored in a memory of the control device.
  • control device is designed to control or regulate the electric motor in rotor position sensor-free operation, preferably immediately after the determination of the rotor position, with the torque provided by the electric motor being increased, particularly preferably continuously and/or steadily, up to the target torque.
  • Another aspect of the invention relates to a computer program.
  • the computer program includes instructions that cause a failure of the rotor position sensor to be determined.
  • the commands have the effect, in particular, that a signal, fed in particular from the electric motor to the control unit, is evaluated with regard to the state of the rotor position sensor.
  • the commands of the computer program cause control signals to be output to the electric motor when a failure of the rotor position sensor is determined or detected, so that its means for detecting a counter-electromotive force detect the counter-electromotive force and the electric motor preferably outputs corresponding measurement data to the control device, with the electric motor during provides no torque to the detection of the back emf.
  • the invention relates to a computer-readable medium on which the computer program is stored.
  • the computer-readable medium is a memory, in particular a non-volatile memory, of the control device of the motor vehicle or another data medium.
  • FIG. 1 shows a flowchart of a method sequence for operating an electrically driven motor vehicle, with a rotor position being determined on the basis of a counter-electromotive force if a rotor position sensor fails;
  • Fig. 2 schematically the electrically driven motor vehicle.
  • FIG. 1 shows a flowchart which represents a method for operating an electrically powered motor vehicle 2 .
  • This motor vehicle 2 is shown schematically in FIG.
  • Motor vehicle 2 embodied, for example, as a two-wheeler comprises an electric motor 4 with a rotor position sensor 6 and with a means 8 for detecting a counter-electromotive force U g .
  • the means 8 is designed, for example, as a voltage measuring device or includes such a device.
  • the motor vehicle includes an accelerator lever 10, which is designed, for example, as a foot pedal or as a twist grip.
  • a driver of the motor vehicle 2 can adjust a position PB of the accelerator lever 10, in particular a pedal position (pedal position) or a handle position (handle position), in order to set a drive torque.
  • the accelerator lever 10 is equipped with a position sensor 12, based on which the position PB (position PB) of the accelerator lever 10 can be detected.
  • the position sensor 12 is or includes a potentiometer or a sensor such as a Hall sensor for this purpose.
  • a control device 14 of the motor vehicle 2 is connected to the electric motor 4 in terms of signals and/or data transmission.
  • the control device 14 is directly connected to the rotor position sensor 6 and to the means 8 in terms of signals and/or data transmission.
  • the control device 14 is connected to an engine control unit (not shown) for signal and/or data transmission, which in turn is connected to the rotor position sensor 6 and to the means 8 for signal and/or data transmission.
  • control device 14 is connected to the position sensor 12 for signal and/or data transmission purposes, so that the position sensor 12 can output the position PB of the accelerator lever 10 or a signal corresponding thereto to the control device 14 .
  • a failure of the rotor position sensor 6 of the electric motor 4 is detected or determined.
  • the control device 14 is provided and set up accordingly for this purpose.
  • the control device 14 is set up to receive an error signal about the failure of the rotor position sensor 6 and to evaluate this signal.
  • a computer program 18 is stored in a memory 16 of the control device 14 as a computer-readable medium. This includes commands which, when executed by the control unit 14 in particular, cause this evaluation to be carried out.
  • a counter-electromotive force is detected using the means 8 .
  • a time course of the counter-electromotive force U g is expediently recorded.
  • this detection of the counter-electromotive force Ug only takes place when the accelerator lever 10 is actuated by the driver, i.e. when the position PB of the accelerator lever 10 is different from a rest or starting position.
  • an output stage of the electric motor 4 (not shown) is only activated when the accelerator lever 10 is actuated, ie switched on, and switched off when the accelerator lever 10 is not actuated.
  • Control device 14 is provided and set up accordingly so that when a failure of rotor position sensor 6 is detected or detected, it controls electric motor 4 in such a way that - when accelerator lever 10 is actuated, i.e. when control device 14 is supplied with position PB or a corresponding signal and the position PB or the signal represents an actuation of the accelerator lever - the means 8 of which detects the counter-electromotive force Ilg and preferably also that the means 8 provides corresponding measurement data M for the control device 14 .
  • the commands of the computer program 18 have the effect that when a failure of the rotor position sensor 6 is determined or detected, the position PB of the accelerator lever or the corresponding signal is evaluated with regard to an actuation of the accelerator lever 10, and if actuation of the latter is determined as a result of this evaluation, a control signal is generated S is output to the electric motor 4, so that its means 8 detects the counter-electromotive force Ilg.
  • the motor vehicle is expediently moved.
  • the motor vehicle is pushed for this purpose, allowed to roll, or if the motor vehicle 2 is designed as a hybrid vehicle and additionally has an internal combustion engine, it is only driven on the basis of the latter.
  • the rotor of the electric motor 4 is coupled to the drive of the motor vehicle 2, so that when a wheel of the drive rotates, the rotor rotates and the counterelectromotive force 11g is generated as a result.
  • a rotor position PR certainly.
  • the control device 14 is accordingly provided and set up to determine the rotor position PR using the corresponding measurement data M supplied to the control unit 14 .
  • the computer program 18 stored in the memory 16 includes commands which cause the measurement data M to be evaluated and the rotor position PR to form the result of this evaluation.
  • step I After detecting the failure of the rotor position sensor 6 (step I) and during step II, ie when detecting the counter-electromotive force U g , and step III, ie when determining the rotor position PR, the electric motor 4 does not provide any torque.
  • none of the motor windings designed as stator windings, for example, are energized for this purpose, ie they are not supplied with electrical energy by a traction battery (not shown).
  • the control device 14 is accordingly provided and set up to output a control signal S′ that is suitable for this purpose to the electric motor 4 .
  • the computer program 18 includes appropriate commands that cause this control signal S′ to be output when the failure of the rotor position sensor 6 has been detected.
  • step IV of the method which temporally follows step III, the electric motor EM is operated in an operation without a rotor position sensor, in particular using a control without a rotor position sensor.
  • the rotor position PR determined in step III is used for this purpose. This is also referred to as synchronizing the rotor position sensorless operation.
  • methods for rotor position sensor-free operation are known from the prior art, in which the rotor position PR must be known for the commissioning of the electric motor 4 without the disadvantages mentioned at the outset.
  • control device 14 is provided and set up to control or regulate the electric motor 4 on the basis of the determined rotor position PR in an operating mode for operation without a rotor position sensor.
  • the computer program 18 contains instructions which effect this.
  • step IV a target torque Msoii that corresponds to the position PB of the accelerator lever 10 is also determined.
  • a torque for driving the motor vehicle 2 is provided by the electric motor 4, the torque provided being increased from zero to the target torque. The increase in torque is continuous and steady.
  • the control device 14 is accordingly provided and set up to determine the setpoint torque Msoii.
  • a table or a characteristic curve is stored in the memory 16, by means of which the position PB (or the signal corresponding thereto), which was supplied to the control unit 14 by the accelerator lever 10, assigns the target torque Msoii. Furthermore, a linear ramp function is stored in the memory 16, on the basis of which the torque to be provided by the electric motor 4 for driving the motor vehicle 2 is determined.
  • the control device 14 outputs a control signal S′′ to the electric motor 4 so that it provides the corresponding torque.
  • the computer program 18 includes commands which cause this determination of the setpoint torque Msoii based on the position PB, the determination of the torque to be made available (to be continuously increased) by the electric motor 4 and the output of the control signal S′′ to the electric motor.
  • the rotor position PR is determined immediately after the detection of the counter-electromotive force U g .
  • the torque (continuously increased up to the doll torque Msoii) for the drive is preferably made available immediately after the determination of the rotor position PR.
  • the counter-electromotive force Ug is detected, the rotor position PR is determined and the torque (continuously increased up to the Doll torque Msoii) is provided during a single actuation of the accelerator lever 10 by the driver.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'un véhicule à moteur électrique (2) comprenant un moteur électrique (4) pour entraîner le véhicule à moteur (2), le moteur électrique (4) comprenant un capteur de position de rotor (6) et un moyen (8) pour détecter une force contre-électromotrice (Ug). En cas de défaillance du capteur de position de rotor (6) du moteur électrique (4), la force contre-électromotrice (Ug) est détectée, une position de rotor (pR) est déterminée sur la base de la force contre-électromotrice (Ug) détectée pour une commande en boucle fermée sans capteur du moteur électrique (4), et le moteur électrique (4) ne fournit aucun couple lorsque la force contre-électromotrice (Ug) est détectée. L'invention concerne également un véhicule à moteur électrique (2) correspondant.
PCT/EP2023/051468 2022-01-26 2023-01-23 Procédé de fonctionnement d'un véhicule à moteur électrique WO2023144055A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022200861.8 2022-01-26
DE102022200861.8A DE102022200861A1 (de) 2022-01-26 2022-01-26 Verfahren zum Betrieb eines elektrisch angetriebenen Kraftfahrzeugs

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WO2023144055A1 true WO2023144055A1 (fr) 2023-08-03

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PCT/EP2023/051468 WO2023144055A1 (fr) 2022-01-26 2023-01-23 Procédé de fonctionnement d'un véhicule à moteur électrique

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WO (1) WO2023144055A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013013286A (ja) * 2011-06-30 2013-01-17 Ntn Corp モータ駆動装置
US20140111130A1 (en) * 2011-06-30 2014-04-24 Ntn Corporation Motor drive device

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4623150B2 (ja) 2008-06-30 2011-02-02 株式会社デンソー モータ制御装置
DE102019125926A1 (de) 2019-09-26 2021-04-01 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betrieb einer elektrischen Maschine, elektrische Maschine, Kraftfahrzeug, Verfahren zum Betrieb eines Kraftfahrzeugs

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013013286A (ja) * 2011-06-30 2013-01-17 Ntn Corp モータ駆動装置
US20140111130A1 (en) * 2011-06-30 2014-04-24 Ntn Corporation Motor drive device

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