EP4377124A1 - Procédé de freinage d'une motocyclette et motocyclette électrique - Google Patents

Procédé de freinage d'une motocyclette et motocyclette électrique

Info

Publication number
EP4377124A1
EP4377124A1 EP22732198.1A EP22732198A EP4377124A1 EP 4377124 A1 EP4377124 A1 EP 4377124A1 EP 22732198 A EP22732198 A EP 22732198A EP 4377124 A1 EP4377124 A1 EP 4377124A1
Authority
EP
European Patent Office
Prior art keywords
drive motor
current
energy store
current maximum
braking torque
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
EP22732198.1A
Other languages
German (de)
English (en)
Inventor
Florian HUELSMANN
Anton Mayer
Kenneth BENATH CAMARA
Hanno ROTHENARI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP4377124A1 publication Critical patent/EP4377124A1/fr
Pending legal-status Critical Current

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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/28—Eddy-current braking
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes

Definitions

  • the invention relates to a method for braking an electrically powered motorcycle and an electrically powered motorcycle.
  • the electric drive motor can be operated as a generator to decelerate the vehicle, part of the vehicle's kinetic energy being recovered as electrical energy and fed into the drive energy store. This process is called recuperation.
  • recuperation If the drive system, in particular the electric drive motor and the drive energy store, are designed to be powerful enough, it is possible in most situations to brake the vehicle solely by means of a deceleration effect on the driven axle by the electric drive motor.
  • the current maximum charging power at any given time which includes the current free charging capacity of the drive energy store, limits the braking power, because this specifies the maximum electrical power generated during the recuperation process.
  • the electrical power generated is in turn proportional to the braking torque that can be applied.
  • the object of the invention is to provide an improved braking method for an electrically powered motorcycle that is based on a recuperation process.
  • This object is achieved with a method for braking an electrically driven motorcycle, which has a drive energy store, an electrical on-board system that is connected to the drive energy store, an electric drive motor that can be used as a generator, and at least one additional braking device that is separate from the electric drive motor.
  • a braking request is detected with a currently requested braking torque.
  • a current maximum charging power of the drive energy store is determined.
  • a currently required power loss is determined, which results from a difference between the current maximum charging power and a maximum recuperation power of the electric drive motor for the currently required braking torque.
  • a current additional braking torque is determined, which is to be applied by the additional braking device and which results from a difference between the currently required braking torque and a braking torque of the drive electric motor resulting from the current maximum charging power and the current maximum power loss that can be applied.
  • the electric drive motor and/or the electrical on-board system are controlled with reduced efficiency in such a way that the currently required power loss is achieved.
  • the additional braking device is operated so that the current additional braking torque is applied by the additional braking device.
  • the electric drive motor and/or the on-board system are operated in such a way that as much electric power as possible is consumed as power loss in the vehicle.
  • Charging the drive energy store always has priority. As long as the current maximum charging power of the drive energy store is sufficient to absorb the recuperation current generated by the electric drive motor at maximum efficiency, it is not necessary to reduce the efficiency of the electric drive motor or other components or to generate further power loss in the on-board system in any other way. Likewise, the use of the additional braking device is dispensed with. The most effective recuperation possible when braking is therefore always ensured. In such a case, the currently required power loss and the current additional braking torque are equal to zero.
  • the method is aimed at minimizing the current additional braking torque that is applied by the additional braking device, so that the additional braking device is used as little as possible.
  • This has the advantages that the additional braking device can be designed with a relatively low power and, in addition, little wear occurs due to the low use.
  • the recuperation power is proportional to the product of braking torque, efficiency and speed of the electric motor, which in turn is proportional to the current driving speed.
  • the current maximum charging power is proportional to the product of the current voltage at the drive energy storage device and the current maximum charging current of the drive energy storage device, whereby there is also a temperature dependency, among other things.
  • the current maximum charging power is preferably always limited in such a way that the drive energy store retains a power consumption reserve that can be, for example, 70% to 90%, in particular 80%, of the maximum charging power that is possible without the power consumption reserve.
  • This power consumption reserve is used in particular to react quickly to an increase in the driver's braking torque request without immediately resorting exclusively to the additional braking device. This also makes it possible, for example, to bridge the relatively sluggish build-up of braking torque of a friction brake and to prevent a delay between the braking torque request and its implementation that is noticeable to the driver. Due to the power consumption reserve, a spontaneous increase in the braking torque requirement can be implemented quickly.
  • the power consumption reserve When determining the current maximum charging power, the power consumption reserve must be taken into account, so that the current maximum charging power results from a theoretical current maximum charging power minus the power consumption reserve.
  • All parameters are considered at a current point in time, with, for example, the current braking request being queried at regular, predetermined, short time intervals. Accordingly, the remaining data and parameters are preferably recorded, determined and/or calculated at these time intervals.
  • the current generated by the electric drive motor is considered here to be approximately proportional to the braking torque of the electric drive motor.
  • the electric drive motor has a cooling system, this can be used to dissipate as large a proportion of the heat loss as possible.
  • power electronics and optionally an inverter or a DC/DC conversion device are present in the drive system, while the low-voltage system can have its own low-voltage energy store.
  • a current maximum power consumption of a low-voltage storage device that is provided in addition to the drive energy storage device and is fed from the drive energy storage device can therefore also be included in the current maximum power loss.
  • a charging voltage of the low-voltage storage device can be increased to a current maximum.
  • the current maximum depends, among other things, on the state of charge of the low-voltage battery. It is also possible to switch on suitable consumers that are supplied by the low-voltage battery for a short period of time in order to draw off as much charge as possible from the low-voltage battery.
  • a friction brake and/or an eddy current brake can be used as an additional braking device. If several additional braking devices are provided, it is conceivable to use them individually or together, depending on the situation.
  • the additional braking device is generally independent of the electric drive motor and can be used independently of it.
  • a hydraulic brake, an ABS device, usually on the front wheel of the motorcycle, or an electromechanical parking brake can be used as an additional braking device.
  • a hydraulic friction brake in particular that of the ABS device, can optionally also only be activated at a point in time when most of the kinetic energy has already been dissipated by the electric drive motor, so that it is only used at low vehicle speeds, for example.
  • an eddy current brake is used as an additional braking device, it can be arranged, for example, on a brake disk of the hydraulic or electromechanical brake in order to reduce the number of components required. It would also be conceivable to use a rotating body in the drive system of the electric drive motor, for example a gear, to induce eddy currents and to use it as an eddy current brake.
  • An eddy current brake can also be arranged, for example, on a disk attached to the drive train.
  • the use of an eddy current brake is advantageous because it directly converts electrical energy and thus contributes to the power loss.
  • the efficiency of eddy current brakes is particularly high at high vehicle speeds, i.e. in situations in which the electric drive motor provides a high level of recuperation and there is a high probability that the braking power of the additional braking device will be required.
  • the eddy current brake is therefore preferably activated as soon as a value other than zero is present for the current additional braking torque and the vehicle speed is still relatively high.
  • FIG. 1 shows a schematic representation of an electrically driven motorcycle according to the invention, with which the method according to the invention for braking the motorcycle can be carried out.
  • system components of an electrically driven motorcycle are shown schematically, which belong, among other things, to a drive system and an on-board system.
  • the drive energy store 10 is designed to be so powerful here that its capacity and charging power density, i.e. the charging power per vehicle mass, are designed so large that with sufficient free charge capacity, in principle in all normal driving conditions, the current generated by braking by the electric drive motor 12 in the drive energy store 10 can be included.
  • the brake levers 18 are electronically connected to a control unit 20; there is no direct mechanical connection to a braking device here.
  • a sensor 22 connected to the control unit 20 is arranged on each brake lever 18 .
  • predetermined time intervals At it is queried whether there is a braking request with a currently requested braking torque that is different from zero.
  • the electromechanical parking brake 28 is, for example, a path-controlled brake that is actuated by its own electric motor that is completely separate from the electric drive motor 12 .
  • a power resistor 40 which is connected to the drive energy store 10 can optionally be arranged in a cooling system 38 (for example an air cooling system).
  • the control unit calculates a current charging status of the drive energy store 10 detected and a current maximum charging capacity of the drive energy store 10 is determined.
  • control unit 20 records further data from further sensors (not shown), e.g.
  • the control unit 20 calculates a currently requested braking torque from the current braking request and possibly such additional parameters.
  • control unit determines a current maximum power loss that can be generated in the electric drive motor 12 and/or in the on-board electric system. This current maximum power loss results from the possible power losses of all components of the system in which electrical energy is consumed and, in particular, can be converted into heat.
  • the power electronics 32 can be controlled with poorer efficiency, so that an increased electrical resistance also occurs here, which also leads to heat loss.
  • Another option is to transfer electrical energy from the drive energy store 10 to the low-voltage energy store 34, with the highest possible charging voltage being applied here in order to discharge the largest possible amount of charge from the drive energy store 10 in the shortest possible time and thus load capacity for the electric drive motor 12 to create supplied electricity.
  • all suitable consumers connected to the low-voltage energy store 34 can be switched on or operated at a high level in order to generate additional electrical energy from the low-voltage energy store 34 to consume and thus to create 34 free charging capacity in the low-voltage energy storage.
  • the power resistor 40 can be switched on in the cooling system 38 in order to specifically convert further electrical energy into thermal energy and thus to consume electricity.
  • control unit 20 calculates a current maximum power loss by which the maximum recuperation power of the electric drive motor 12 for the currently requested braking torque can be reduced at most.
  • control unit 20 determines a current additional braking torque that is to be applied by additional braking device 24 .
  • This current additional braking torque results from a difference between the currently required braking torque and a braking torque resulting from the current maximum charging power and the current maximum power loss that is applied.
  • the braking process is carried out exclusively in this way.
  • control unit 20 determines that the currently required braking torque cannot be applied with the current maximum charging power of drive energy store 10, it determines a currently required power loss, which is the result of the difference between the current maximum charging power and a maximum recuperation power of electric drive motor 12 for the currently requested braking torque.
  • the control unit 20 increases the total power loss in the system by, as described above, reducing the efficiency of the electric drive motor 12 in generator operation and, if necessary, of the power electronics 32 and other electronic components, charging the low-voltage energy storage device 34 with the maximum charging voltage, switching on consumers and/or possibly the power resistor 40 energized and thus converts electricity supplied by the electric drive motor 12 into heat.
  • control unit 20 selects suitable measures of a suitable strength in order to set the currently required power loss.
  • control unit 20 determines that the currently required power loss exceeds the current maximum power loss, the current additional braking torque is set to the residual value in order to reduce the remaining braking torque, and the additional braking device 24 is actuated until the remaining braking torque is reduced and the braking request is fulfilled is.
  • the eddy current brake 30 is preferably actuated first, since this also reduces electrical energy and thus directly increases the power loss.
  • the hydraulic brake of the ABS device 26 and/or the electromechanical parking brake 28 are only switched on when the additional braking torque is so high that the eddy current brake 30 cannot raise it alone.
  • the current maximum charging power is limited by a power consumption reserve of the drive energy store 10, which is for example 70% to 90%, here 80%, of the actual maximum charging power.
  • This power consumption reserve is used in this example to react quickly to an increase in the driver's desired braking torque before the additional braking device 24, in particular the parking brake 28, unfolds its full braking effect after it has been activated. So will the braking torque build-up of the friction brake is bridged, with the power consumption reserve being restored as soon as the additional braking device 24 applies the current additional braking torque in full. The charging power is reduced to the extent that the braking torque of the additional braking device 24 increases.
  • the current maximum charging power is therefore defined here from a theoretical current maximum charging power, which includes all current relevant parameters that relate to the drive energy store 10 minus the power consumption reserve.
  • the parameters are always recorded and the individual variables are calculated and determined in the control unit 20 at a current point in time t a , each beginning after the end of the interval ⁇ t at which the magnitude of the currently requested braking torque is queried again.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Une motocyclette électrique comprend un accumulateur d'énergie d'entraînement (10), un système électrique embarqué, un moteur d'entraînement électrique (12) qui peut être installé en tant que générateur, au moins un dispositif de freinage supplémentaire (24) qui est séparé du moteur d'entraînement électrique (12) et une unité de commande (20). Afin de freiner la motocyclette, une intention de freinage avec un couple de freinage actuellement requis est détectée, une puissance de charge maximale actuelle de l'accumulateur d'énergie d'entraînement (10) est détectée, une perte de puissance maximale actuelle qui peut être générée dans le moteur d'entraînement électrique (12) et/ou dans le système électrique embarqué est déterminée, une perte de puissance actuellement requise est déterminée, ce qui résulte d'une différence entre la puissance de charge maximale actuelle et une récupération de puissance maximale du moteur d'entraînement électrique (12) pour le couple de freinage actuellement requis, et un couple de freinage supplémentaire actuel est déterminé, lequel doit être appliqué par le dispositif de freinage supplémentaire (24) et qui résulte d'une différence entre le couple de freinage actuellement requis et un couple de freinage du moteur d'entraînement électrique (12) résultant de la puissance de charge maximale actuelle et de la perte de puissance maximale actuelle qui peut être appliquée. Le moteur d'entraînement électrique (12) et/ou le système électrique embarqué sont commandés avec une efficacité réduite de telle sorte que la perte de puissance actuellement requise est obtenue, et le dispositif de freinage supplémentaire (24) est actionné de telle sorte que le couple de freinage supplémentaire actuel est appliqué par le dispositif de freinage supplémentaire (24).
EP22732198.1A 2021-07-28 2022-06-08 Procédé de freinage d'une motocyclette et motocyclette électrique Pending EP4377124A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021119516.0A DE102021119516A1 (de) 2021-07-28 2021-07-28 Verfahren zum Abbremsen eines Motorrads und elektrisch angetriebenes Motorrad
PCT/EP2022/065557 WO2023006287A1 (fr) 2021-07-28 2022-06-08 Procédé de freinage d'une motocyclette et motocyclette électrique

Publications (1)

Publication Number Publication Date
EP4377124A1 true EP4377124A1 (fr) 2024-06-05

Family

ID=82117140

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22732198.1A Pending EP4377124A1 (fr) 2021-07-28 2022-06-08 Procédé de freinage d'une motocyclette et motocyclette électrique

Country Status (5)

Country Link
US (1) US20240278647A1 (fr)
EP (1) EP4377124A1 (fr)
CN (1) CN117396354A (fr)
DE (1) DE102021119516A1 (fr)
WO (1) WO2023006287A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102023200411A1 (de) * 2022-11-25 2024-05-29 Continental Automotive Technologies GmbH Bremssystem für ein Kraftrad
DE102023131651A1 (de) * 2023-11-14 2025-05-15 Bayerische Motoren Werke Aktiengesellschaft Parksperreinrichtung für ein Getriebe eines Kraftrads, Getriebe und Kraftrad

Family Cites Families (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4142863C2 (de) 1991-10-16 1996-03-07 Mannesmann Ag Bremseinrichtung für ein nicht-spurgebundenes Fahrzeug
US6378636B1 (en) 2000-10-11 2002-04-30 Ford Global Technologies, Inc. Method and system for providing for vehicle drivability feel after accelerator release in an electric or hybrid electric vehicle
JP4131395B2 (ja) * 2003-02-21 2008-08-13 株式会社デンソー 車両用回生制動装置
DE102010003076A1 (de) 2009-08-05 2011-08-18 Continental Automotive GmbH, 30165 Verfahren zur Regelung eines Radbremsschlupfes und Radbremsschlupfregelsystem für ein Fahrzeug mit einem Elektroantrieb
US20110308901A1 (en) * 2010-06-21 2011-12-22 Paccar Inc Regenerative brake system for a vehicle
JP5419833B2 (ja) * 2010-09-08 2014-02-19 パナソニック株式会社 電動自転車
US20120067676A1 (en) * 2010-09-17 2012-03-22 Brammo, Inc. Vehicle wheel braking system
AT12010U3 (de) * 2011-04-04 2012-04-15 Ve Vienna Engineering Forschungs Und Entwicklungs Gmbh Elektrofahrzeug mit radindividuellen reibungsbremsen und radindividuellem antrieb und bremsverfahren dafür
JP5746773B2 (ja) * 2012-01-30 2015-07-08 ボッシュ株式会社 車両用ブレーキ装置及びその制御方法
US9020674B2 (en) * 2012-04-13 2015-04-28 Toyota Motor Engineering & Manufacturing North America, Inc. Diversion of energy from regenerative braking
DE102013205314B4 (de) * 2013-03-26 2016-09-29 Continental Automotive Gmbh Verfahren zum Betreiben einer Rekuperationsbremseinrichtung eines Kraftfahrzeugs und Rekuperationsbremseinrichtung für ein Kraftfahrzeug
JP6056789B2 (ja) * 2014-02-26 2017-01-11 株式会社デンソー 電気自動車の回生制動制御装置
KR101526432B1 (ko) * 2014-07-31 2015-06-05 현대자동차 주식회사 하이브리드 차량의 회생 제동량 연산 장치 및 방법
KR101628148B1 (ko) * 2014-08-27 2016-06-08 현대자동차 주식회사 하이브리드 차량의 회생 제동 장치 및 방법
KR101610121B1 (ko) * 2014-10-08 2016-04-08 현대자동차 주식회사 전기 자동차의 회생 제동 제어 장치 및 방법
US9873350B2 (en) * 2015-09-16 2018-01-23 Ford Global Technologies, Llc Hybrid vehicle and method of conditioning a vehicle battery
CN105599618A (zh) * 2016-02-05 2016-05-25 清华大学 一种利用辅助动力总成倒拖运行消耗回馈制动功率的方法
CN108215895B (zh) * 2017-12-29 2019-11-19 吉林大学 纯电动汽车回收能量管理方法及管理系统
DE102018201689A1 (de) * 2018-02-05 2019-08-08 Audi Ag Verfahren zum Betreiben einer Bremsanlage für ein Kraftfahrzeug sowie entsprechende Bremsanlage
KR102829323B1 (ko) * 2019-05-20 2025-07-04 현대자동차주식회사 차량 제동 제어 시스템 및 방법
US20230045430A1 (en) * 2021-08-03 2023-02-09 Ford Global Technologies, Llc Inefficient electric motor operation during charge limiting vehicle operation
US12077065B2 (en) * 2021-11-29 2024-09-03 Caterpillar Global Mining Equipment Llc Brake control system for battery-powered machine

Also Published As

Publication number Publication date
US20240278647A1 (en) 2024-08-22
CN117396354A (zh) 2024-01-12
WO2023006287A1 (fr) 2023-02-02
DE102021119516A1 (de) 2023-02-02

Similar Documents

Publication Publication Date Title
EP1919753B1 (fr) Recuperation d'energie dans un vehicule hybride equipe d'un systeme de freinage hydraulique ou pneumatique
EP3906177B1 (fr) Remorque et dispositif de contrôle de freinage du remorque, procédé et produit de programme informatique
EP2563631B1 (fr) Methode pour la commande ou regulation d'un systeme de freinage et systeme de freinage dans lequel la methode est mise en oeuvre
DE102008017478A1 (de) Verfahren zum Betrieb einer Fahrzeugbremsanlage und Fahrzeugbremsanlage
EP0859714B1 (fr) Procede et dispositif de commande de la transmission d'une automobile
EP3429886B1 (fr) Système de freinage électronique pour véhicule à remorque
DE102009037190A1 (de) Steuervorrichtung für Elektrofahrzeuge
DE102010031540A1 (de) Verfahren und Vorrichtung zum Betreiben eines Fahrzeuges, welches mindestens eine elektrische Maschine umfasst
EP4377124A1 (fr) Procédé de freinage d'une motocyclette et motocyclette électrique
EP4385790A1 (fr) Dispositif et procédé de régulation continue du couple de roue dans des véhicules électriques à batterie au moyen de machines-moyeus et système de freinage découplé
WO2008065005A1 (fr) Procédé destiné à freiner un véhicule ferroviaire
EP3186129B1 (fr) Procédé permettant de faire fonctionner un véhicule
EP0537874B1 (fr) Dispositif de freinage pour un véhicule non-guidé
DE19947922B4 (de) Vorrichtung für ein Nutzfahrzeug
WO2023006313A1 (fr) Procédé de commande d'un système d'entraînement électrique d'un véhicule à entraînement électrique pendant un processus de récupération et véhicule à entraînement électrique
DE102006019494A1 (de) Bremssystem für ein Fahrzeug mit Elektromotor
EP0878339B1 (fr) Procédé pour diminuer la consommation en carburant d'un véhicule, et chaine de transmission hybride
EP1603784A1 (fr) Procede de commande d'un circuit de freinage d'un vehicule automobile
DE10332207A1 (de) Verfahren zur Steuerung eines Bremssystems und Bremssystem für ein Fahrzeug
DE102022116594A1 (de) Verfahren zum Ansteuern eines elektrischen Antriebs eines Anhängerfahrzeugs sowie Anhängersteuergerät zum Ausführen des Verfahrens
EP4587304A1 (fr) Procédé de commande d'un véhicule, programme informatique et/ou support lisible par ordinateur, dispositif de commande et véhicule, en particulier véhicule utilitaire
WO2024056541A1 (fr) Chaîne cinématique de véhicule automobile et procédé de commande d'une opération de freinage d'un véhicule automobile
EP4196361A1 (fr) Procédé pour commander un entraînement électromoteur d'un véhicule à moteur
WO2023072594A1 (fr) Dispositif de commande pour une unité d'entraînement comportant une pluralité d'essieux moteurs, unité d'entraînement et procédé de commande d'une unité d'entraînement comportant une pluralité d'essieux moteurs
DE102019206299A1 (de) Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs, Kraftfahrzeug

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20240130

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)