CN103313897B - 用于运行混合动力驱动装置的方法 - Google Patents
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Abstract
本发明涉及一种用于运行混合动力驱动装置的方法,该混合动力驱动装置能选择性地至少在纯内燃机的第一运行模式或纯电动的第二运行模式中运行,其特征在于,对于行驶确定出从起点到终点的行驶路线,在开始行驶之前,根据给定的逻辑将整个行驶路线分解为多个路段,从这些路段中选出基于特定的路段准则考虑很可能在第二运行模式中驶过的路段,从所选择的路段中识别并且在第二运行模式中驶过这样的路段:在这样的路段中,与在第一运行模式或另一运行模式中驶过相比,在第二运行模式中驶过时总体上产生最大的消耗优点。
Description
本发明涉及一种用于运行混合动力驱动装置的方法。
罗伯特博世有限公司的DE102006033930A1公开一种用于运行车辆的混合动力驱动装置的方法,在其中,首先为一个要被驶过的行驶路线确定行驶曲线,并且根据从行驶曲线的确定中获得的运行参数控制混合动力驱动装置的内燃机和电机。“行驶曲线”可由许多不同的特性参数如路线长度、高度曲线、十字路口和/或交通灯的位置、道路等级、高度曲线等产生。另外可手动通过导航系统给定特性参数。明确提到,鉴于下述准则:燃料消耗、污染物排放、蓄电器的充电状态和/使用寿命中的至少一个准则选择运行策略。DE102006033930A1并未说明公开在此所描述的方法是怎样“预测性的”。
在许多已知的用于混合动力车辆的运行策略中,“控制视野”是非常有限的。在一些运行策略中,控制甚至是纯情景的,即仅基于瞬时行驶状态参数或系统参数。
发明内容
本发明的任务在于,提供一种用于运行混合动力驱动装置的方法,借助该方法可更加优化地使用车辆中现有的驱动能量(以燃料和电能的形式)。
该任务通过一种用于运行混合动力驱动装置的方法得以解决,该混合动力驱动装置能选择性地至少在纯内燃机的第一运行模式或纯电动的第二运行模式中运行,对于行驶确定出从起点到终点的行驶路线,在开始行驶之前,根据给定的逻辑将整个行驶路线分解为多个路段,从这些路段中选出基于特定的路段准则考虑很可能在第二运行模式中驶过的路段,从所选择的路段中识别并且在第二运行模式中驶过这样的路段:在这样的路段中,与在第一运行模式或另一运行模式中驶过相比,在第二运行模式中驶过时总体上产生最大的消耗优点。
本发明的出发点在于以下认识:针对车辆当前工作点设计的混合动力运行策略仅提供次优的结果。业已认识到,必须显著拓宽运行策略的控制视野,以便在较长时间的行驶中也能优化地使用能量,在所述较长时间的行驶中消耗油箱全部燃料或更多燃料。
本发明的主要基本构思在于,说明书中的任务作为“逆背包问题(umgekehrtesRucksackproblem)”。具体而言是指,混合动力车辆、尤其是所谓的“插电式混合动力车辆”的驾驶员将车辆中的蓄电器充电并且希望这样使用存储于车辆中的电能用于“电动行驶”,使得驾驶员尽可能多地节省用于驱动车辆内燃机的燃料。由此产生下述问题,即一个给定的行驶路线的哪些路段优选应该在使用车辆的电驱动装置的情况下被驶过。因此根据本发明的运行策略确定,哪些路段应该在内燃机运行模式或在纯电动的第二运行模式或在第三运行模式(例如内燃机运行和电动运行相结合)中被驶过。
根据本发明,在开始行驶之前,根据给定的逻辑将起点和终点之间的行驶路线分解为多个路段。从这些路段中(预)选出基于特定的路段准则而考虑很可能在第二运行模式中被驶过、即在纯电动运行模式中被驶过的路段。从这些选择的路段中又识别并且最终在第二运行模式中驶过这样的路段:在这样的路段中,相对于在第一运行模式或另一运行模式中驶过,在第二运行模式中驶过时总体上产生最大的消耗优点。
如上所述,控制视野覆盖一个任意长的行驶路线。换言之,与行驶路线的长度无关总是分析整个行驶路线,即将其分解为各个路段,从它们之中选出考虑在第二运行模式中驶过的路段并且从所选择的路段中识别出,与在第一运行模式或另一运行模式中驶过相比在第二运行模式中驶过时总体上产生最大消耗优点的路段。
乍一看,这一看起来简单的运行方案尤其是在较长的几百公里的行驶路线中引起高的计算花费。但本发明的一个重要优点在于,行驶路线的分析也可在行驶的准备阶段中进行。
行驶路线分解为各个路段根据给定的逻辑进行。分解可根据多个不同的分解准则实现。例如可根据给定的逻辑确定,可预期沿路线有怎样的期望的平均速度。然后可将具有类似平均速度的多个路段合并为一个较长的路段。在此也可输入信息,例如道路类型(高速公路、乡村公路、封闭居民区内的街道、限速、上坡、下坡等)。
估算的平均速度可用作究竟是否考虑在第二运行模式中驶过如此形成的路段的重要判断准则。
接着形象地说为每个路段配置包括两个说明的“价格标签”,即:
第一,说明与在第一运行模式或另一运行模式中驶过有关路段相比在第二运行模式中驶过有关路段时预计产生多大的消耗优点;和
第二,在第二运行模式中驶过有关路段预计所需的电能。
接着如上所述解决优化任务,该优化任务在于找出这样的路段:在这样的路段中,与在第一运行模式或另一运行模式中驶过相比,总体上产生最大的消耗优点,在此考虑边界条件:对于驶过识别出的路段所需的电能尽最多为车辆蓄电器中现有的或可允许调取的电能。
为了解决这样的优化任务,有各种已知的算法,如Bellman-Ford算法、贪心算法或类似算法。
一种相对简单的用于处理优化问题的适合工程师的解法可在于,为每个路段i配置一个系数ki,该系数通过与在第一运行模式或另一运行模式中驶过相比在第二运行模式中驶过时的消耗优点(Δvi)与在第二运行模式中驶过时所需电能的比值来表示:
一种简单的、即计算花费低的方法可在于,电动驶过这样的路段,在其中系数ki最大并且存储于车辆中的电能对此是足够的。明确指出,在此涉及一种解法,其并非一种总是在数学上最优的解决方案。
总之,本发明实现以下优点:涉及一种非常长期的尤为适用于插电式车辆的预测方法;初步分析行驶路线的可能性避免在控制器内的频繁运算。
Claims (9)
1.用于运行混合动力驱动装置的方法,该混合动力驱动装置能选择性地至少在纯内燃机的第一运行模式或纯电动的第二运行模式中运行,其特征在于,对于行驶确定出从起点到终点的行驶路线,在开始行驶之前,根据给定的逻辑将整个行驶路线分解为多个路段,从这些路段中选出基于特定的路段准则考虑很可能在第二运行模式中驶过的路段,从所选择的路段中识别并且在第二运行模式中驶过这样的路段:在这样的路段中,与在第一运行模式或另一运行模式中驶过相比,在第二运行模式中驶过时总体上产生最大的消耗优点。
2.根据权利要求1的方法,其特征在于,与行驶路线的长度无关总是分析整个行驶路线。
3.根据权利要求1或2的方法,其特征在于,终点由驾驶员经导航系统输入来给定。
4.根据权利要求1或2的方法,其特征在于,所述识别在考虑以下边界条件的情况下进行:在第二运行模式中驶过总体上预计所需的电能小于存储于所携带的蓄电器中的并且可允许调取的能量。
5.根据权利要求1或2的方法,其特征在于,为每个所选择的路段确定:
与在第一运行模式或另一运行模式中驶过相比,在第二运行模式中驶过时预计产生的消耗优点;以及
在第二运行模式中驶过有关路段预计所需的电能。
6.根据权利要求1或2的方法,其特征在于,为构成行驶路线的各路段根据给定的逻辑分别确定预期的平均速度。
7.根据权利要求6的方法,其特征在于,所述预期的平均速度用作究竟是否考虑在第二运行模式中驶过有关路段的判断准则。
8.根据权利要求1或2的方法,其特征在于,所述识别在考虑以下边界条件的情况下进行:在第二运行模式中驶过总体上预计所需的电能小于在起点处存储于蓄电器中的并且可允许调取的电能。
9.混合动力车辆,其具有控制电子装置,所述控制电子装置按照根据权利要求1至8之一的方法工作。
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DE102011075226.9 | 2011-05-04 | ||
DE102011075226A DE102011075226A1 (de) | 2011-05-04 | 2011-05-04 | Verfahren zum Betreiben eines Hybridantriebs |
PCT/EP2012/056731 WO2012150113A1 (de) | 2011-05-04 | 2012-04-13 | Verfahren zum betreiben eines hybridantriebs |
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DE102013225558A1 (de) * | 2013-12-11 | 2015-06-11 | Volkswagen Aktiengesellschaft | Verfahren zum Ermitteln eines Fahrzustandes eines Hybridfahrzeuges für Streckensegmente einer vorausliegenden Fahrstrecke und Hybridfahrzeug |
US9663111B2 (en) * | 2014-05-30 | 2017-05-30 | Ford Global Technologies, Llc | Vehicle speed profile prediction using neural networks |
DE102014012319B4 (de) | 2014-08-19 | 2024-05-02 | Audi Ag | Verfahren zum Betreiben eines Kraftfahrzeugs, Kraftfahrzeug und Computerprogramm |
DE102014218077A1 (de) * | 2014-09-10 | 2016-03-10 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs, Kraftfahrzeug |
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2012
- 2012-04-13 CN CN201280004809.0A patent/CN103313897B/zh active Active
- 2012-04-13 EP EP12715914.3A patent/EP2704934B1/de active Active
- 2012-04-13 WO PCT/EP2012/056731 patent/WO2012150113A1/de active Application Filing
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2013
- 2013-10-16 US US14/054,995 patent/US9448082B2/en active Active
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EP1270303A2 (de) * | 2001-06-11 | 2003-01-02 | Siemens Aktiengesellschaft | Verfahren zum Steuern eines Antriebsstrangs eines Hybridfahrzeugs |
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EP2704934B1 (de) | 2018-03-14 |
US20140046592A1 (en) | 2014-02-13 |
US9448082B2 (en) | 2016-09-20 |
EP2704934A1 (de) | 2014-03-12 |
DE102011075226A1 (de) | 2012-11-08 |
WO2012150113A1 (de) | 2012-11-08 |
CN103313897A (zh) | 2013-09-18 |
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