CN105564257B - Method and device for operating a motor vehicle having an electrical energy accumulator - Google Patents
Method and device for operating a motor vehicle having an electrical energy accumulator Download PDFInfo
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- 238000000034 method Methods 0.000 title claims abstract description 53
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- 238000003860 storage Methods 0.000 claims description 4
- 238000005457 optimization Methods 0.000 claims description 3
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- 230000032683 aging Effects 0.000 description 6
- 238000009826 distribution Methods 0.000 description 6
- 238000011084 recovery Methods 0.000 description 6
- 230000002123 temporal effect Effects 0.000 description 4
- 238000004146 energy storage Methods 0.000 description 3
- 230000003679 aging effect Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 238000007599 discharging Methods 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 2
- 238000010079 rubber tapping Methods 0.000 description 2
- 230000036962 time dependent Effects 0.000 description 2
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- 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
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- 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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/13—Maintaining the SoC within a determined range
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/007—Regulation of charging or discharging current or voltage
- H02J7/007188—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters
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- 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
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/50—Control modes by future state prediction
- B60L2260/52—Control modes by future state prediction drive range estimation, e.g. of estimation of available travel distance
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- 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
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/50—Control modes by future state prediction
- B60L2260/54—Energy consumption estimation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Abstract
The invention relates to a method for operating an electric drive (2) in a motor vehicle (1), wherein the electric drive (2) is supplied with power from a rechargeable electrical energy accumulator (4) and provides electrical energy for charging the electrical energy accumulator (4) in a recuperation mode, comprising the following steps: -determining (S1) an electronic horizon on the basis of the variation of the one or more possible travel sections, the electronic horizon specifying one or more sections having respective section parameters; -determining (S4) a change over time of the necessary electrical power on the basis of the electronically horizon road section parameters; -determining (S5-S8) an optimal charging current according to the variation of the necessary electric power and according to a given maximum allowed charging current of the electric accumulator (4).
Description
Technical Field
The invention relates to a motor vehicle having an electric motor drive, which is supplied with electrical energy via an electrical energy accumulator. The invention also relates to a method for recovering the electrical energy generated by the generator during a braking process.
Background
Motor vehicles with hydraulic drives or with electric-only drives have an electric drive which has electrical energy via an electrical energy store, for example an accumulator or the like. It is often provided that the electric drive is also operated in a generator mode in certain operating modes. In this way, the electric drive can be regulated or controlled, for example, during a braking operation, in such a way that electric energy is generated.
In order to utilize the electrical energy generated during the braking process, the electrical energy store can be charged by means of the current generated by the generator. The electric current generated by the generator operation of the electric drive brakes the motor vehicle as a result of the mechanical coupling of the electric drive to the driven wheels. The braking power is typically distributed over the electric drive and the braking system by a controller.
Document DE 102007047821 a1 discloses a method for optimizing energy recovery in a hybrid vehicle, comprising at least one electric motor and an energy storage device connected to the electric motor, wherein a storage space for kinetic energy is emptied in the energy storage device of the vehicle connected to the electric motor during operation of the vehicle for enabling recovery of the kinetic energy. Furthermore, the charging process of the energy store of the motor vehicle can be controlled in such a way that the energy store does not reach its upper charging limit during driving operation. The limit of the use of charging and discharging energy, or the charging limit of an energy store connected to the motor vehicle motor, can be changed dynamically in such a way that during driving operation a storage space for the kinetic energy present in the motor vehicle is reserved. The service life of the energy store can thereby be increased, since the limits for normal functioning can be narrower and charging with a critical range is less necessary.
Document DE 102009040586 a1 relates to a method for influencing the charging capacity of an electric accumulator of a hybrid vehicle, in which the charging rate of the accumulator is increased by supplying electrically storable braking energy under computer control and is reduced by tapping off electrical energy for the operation of a plurality of consumers of the vehicle itself. The electrically utilized and electrically unavailable braking energy along the driving route is determined by the vehicle computer and the data are assigned to the route sections on which the hybrid vehicle continues to brake without storage of all the energy storage devices. The charging rate of the energy accumulator is further reduced by tapping off electrical energy each time the driving route is started before reaching the route generating high braking power, so that the energy accumulator is adaptively prepared for receiving the braking energy that can be stored electrically. The extraction of electrical energy from the energy store is adaptively reduced before the electrically storable energy is insufficient to charge the energy store to the required extent for the section of road. The aging of the energy store due to high charging or discharging cycles is taken into account when adaptively increasing or decreasing the charging rate.
Document DE 102011085454 a1 relates to a method for controlling a hybrid vehicle, having an internal combustion engine, an electric motor and an electric energy accumulator, wherein an electric road route driving plan is specified on a road route basis by a traction controller. In this case, the route-based drive mode of the tramcar is determined in a predictive manner using the route travel plan of the electric power, and the operating management of the electric energy accumulator is determined in a predictive manner using the accumulator model. The aging effect of the battery can also be stored in the accumulator model, whereby the aging effect can be taken into account together throughout the predictive operation management. The battery management controller can thus provide a reference point with which the battery can be charged, discharged or operated in a targeted manner.
Disclosure of Invention
According to the invention, a method for operating a drive system having an electric drive is provided, as well as a device, a drive system and a motor vehicle.
Other extension structures are given in the preferred embodiment.
According to a first aspect, a method for operating an electric drive in a motor vehicle is specified. The electric drive is powered by a rechargeable electric energy accumulator. In a recuperation mode, electrical energy is provided for charging the electrical energy store, comprising the following steps:
-determining an electronic horizon (elektronischer horizon) which gives one or more links having respective link parameters on the basis of one or more possible changes in the route;
-determining the necessary electrical power variation over time on the basis of the electronically horizon road section parameters;
determining an optimum charging current as a function of the required electrical power and as a function of a given maximum permissible charging current of the electrical energy store.
When recovering electrical energy during a braking process, the amount of recovered electrical energy is limited by the size of the electric drive and the electric accumulator. This limitation is often implemented for reasons of protecting the structural components and serves to prevent damage to the electrical system during a braking process with too high a generator-type generated current. The limit in the electrical energy store is usually fixed and is taken into account as a parameter as the maximum permissible charging current. Furthermore, dynamic limits exist which are calculated during operation of the motor vehicle and which are clearly determined by the actual state of the electrical energy store.
However, the dynamic limit is usually determined only on the basis of the actual battery state of charge. The electrical energy store is usually charged up to a maximum permissible charging current, provided that this charging current is made available by the braking process. However, the aging of the electrical energy store is clearly dependent on the magnitude of the charging current. Larger charging currents generally cause more severe aging than smaller charging currents.
The determination of the dynamic limit therefore does not permit optimum charging of the electrical energy accumulator solely on the basis of the actual battery state of charge. In the present operating mode, it may of course occur that the electric energy accumulator is fully charged before the braking state is ended. If the braking state with intensive braking now lasts longer than the associated recuperation state, this results in the electrical energy store being charged with a high or maximum permissible charging current and the charging being terminated as a result of the battery being fully charged, although the braking process has not yet been terminated. This results in the electrical energy store aging more rapidly due to the higher charging current than when it is charged with a lower charging current over the entire braking process.
The concept of the method described above is to recognize the braking state (phase), i.e. the negative power input (power consumption) state by the electric drive, in the form of an electronic horizon by focusing on the preceding route and to estimate the recoverable energy and to take it into account when calculating the charging current for the electric energy accumulator. This makes it possible to extend the charging duration of the electrical energy store over the entire duration of the braking state that can be detected, thereby correspondingly reducing the charging current.
In particular, taking into account the time-dependent change in the required power, it is also provided that the electrical energy consumption from the electrical energy store during the positive power input state by the electric drive and the further requirement for electrical energy between and during the braking states are also taken into account. Overall, this makes it possible to recover electrical energy in the electrical energy store in an optimal manner with respect to aging.
Furthermore, the change over time of the necessary electrical power can be determined on the basis of the speed change over the section of the electronic horizon, which is provided in particular by the optimization method.
In particular, an optimum charging current can be determined as at least one charging current which, at the time at the end of the electronic horizon, leads to the same state of charge of the electrical energy accumulator as the charging of the electrical energy accumulator with the maximum permissible charging current.
Furthermore, the optimum charging current may correspond to at least one charging current for which a cumulative duration within the electronic horizon during which the state of charge is less than a given lower threshold value for the state of charge is not greater than a cumulative duration within the electronic horizon during which the state of charge is less than the given lower threshold value for the state of charge when charged with the maximum permissible charging current.
The link parameter can furthermore specify a length for each of the one or more links and in particular at least one of the following further link parameters:
-an uphill slope or a downhill slope,
-a curve in the curve,
-a state of a road surface,
-weather or wind conditions.
It can be provided that the electronic horizon route section corresponds to the route section of the most probable travel route section.
According to one specific embodiment, the electronic horizon segment corresponds to a segment determined by the travel probability for each of a plurality of possible travel segments, wherein the electronic horizon takes into account only segments having a travel probability that exceeds a predetermined minimum probability.
According to a further embodiment, an optimum charging current can be determined for each of a plurality of possible driving routes, in particular for driving routes which are driven with a probability greater than a given driving probability, and the greatest optimum charging current of the optimum charging currents determined in this way is used as the optimum charging current.
According to another aspect, a device, in particular a control unit, for operating an electric drive in a motor vehicle is specified, wherein the device is designed to carry out the above method.
According to another aspect, a motor vehicle is specified, which has an electric drive and the above-described device.
Drawings
The embodiments are explained in detail below with the aid of the figures. The figures show:
FIG. 1 is a schematic view of a motor vehicle having a system for recovering electrical energy;
fig. 2 is a flow chart for illustrating a method for recovering electric energy by taking into account a travel section located ahead; and
fig. 3 is a diagram of possible changes in the state of charge of the electrical energy accumulator.
Detailed Description
Fig. 1 schematically shows a motor vehicle 1 having an electric drive 2. The electric drive 2 may be provided as the sole drive unit or as part of a hybrid drive system. The electric drive 2 may comprise one or more electric motors, in particular electronically commutated motors, which are coupled to the drive wheels.
The electric drive 2 is generally controlled by means of a controller 3 and is supplied with electrical energy from an electrical energy store 4. For this purpose, the control unit 3 receives the setpoint values FV in the form of data of the setpoint torque or rotational speed and converts them into a corresponding electronic control of the drive unit 2.
In a hybrid drive system, controller 3 or an additional hybrid drive control (not shown) can determine a load distribution between the torques provided by electric drive 2 and an additional drive motor, for example an internal combustion engine, and control electric drive 2 accordingly.
In addition, in the recuperation mode of operation, the control unit 3 can provide that during a braking process, for example by actuating a brake pedal (not shown), a braking process is initiated as a braking request BA, so that the electric drive 2 is controlled in such a way that generator-type electric energy or current is generated. This electrical energy can be supplied to the electrical energy accumulator 4.
The electrical energy accumulator 4 is designed in such a way that it can be charged with the aid of the electrical energy supplied thereby. The control unit 3 receives a state indication, for example the state of charge, its temperature and the like, from the electrical energy accumulator 4 and is designed in a known manner such that the maximum permissible charging current is determined as a function of the state indication. The electric drive 2 is now controlled by the controller 3 during the braking process in such a way that the maximum permissible charging current is not exceeded. When it has been confirmed that the electric accumulator 4 is fully charged, the recovery operation is also stopped by the controller 3.
Common electrical energy accumulators that store energy as electrochemical energy may age. The aging depends on the charging current required for charging the electrical energy accumulator. The lower the charging current, the more protected the electrical energy accumulator operates and its service life is longer.
In order to operate the electrical energy store 4 as carefully as possible, it is now provided that the control unit 3 evaluates information about the preceding travel section. The electrical energy provided or available by recuperation can be determined by determining the braking process to be carried out and can be supplied to the electrical energy store 4 as far as possible in such a way that the energy store is charged in a protected manner with as little charging current as possible.
For the analysis of the preceding travel section, map data of the map unit 5 are received in the control unit 3. The map unit 5 may be part of a navigation system or a driver assistance system. The map unit 5 CAN be connected to the controller 3 directly or via a vehicle bus, for example a CAN.
The map unit 5 can provide map data which, in addition to an indication of a change in the road section, also provide road section parameters, in particular topological and geographical information about the road section, and the like. The road section parameters may also include information about typical speeds, up and down speed limits, uphill and downhill slopes, and curves.
An electronic horizon (electronic horizon detection means) is formed in the controller 3 or in a horizon unit (horizon detection unit) 7 which is connected separately from the controller 3 and which corresponds to a summary of data which contains information about the route sections containing the route sections which are based on at least one most probable travel route section located ahead, which has topological and geographical conditions. This electronic horizon is generated on the basis of map data.
The most probable travel section is obtained in the navigation system, for example, by means of a destination entry by the driver of the motor vehicle 1. The probability for a preceding travel path can optionally be ascertained using heuristics or statistics for past travel paths. In addition, the controller 3 can also obtain a probability with which the most likely route section is to be traveled.
Fig. 2 is a flow chart illustrating a method by which the careless charging of the electrical energy store is carried out for the preceding travel section.
In step S1, an electronic horizon is obtained in the horizon unit for the most probable driving route on the basis of the electronic horizon, and the operating strategy of the motor vehicle and the assumed motor vehicle parameters and environmental parameters, the recoverable energy quantity and the expected necessary energy quantity of the electrical energy on the preceding route are estimated. The result of the inference is a temporal change in the electrical power determined for driving through the electronically defined, previously located driving route. The positive power generally corresponds to an electric motor operation of the electric drive 2, and the negative power corresponds to a generator operation of the electric drive, whereby the electrical ground is converted into a change in the electrical power on the basis of the given route parameters.
Electronically providing information about speed limits, typical speeds on road sections, uphill and downhill slopes along the most likely driving road section, and curves. Using this information, a velocity profile (map) can be built up. The velocity profile may be an optimized result with respect to minimum energy consumption and/or fuel consumption.
In addition, the horizon unit 7 contains information about intersections of the route sections and similar information, with which braking processes along the most probable route sections can be predicted. Approximate vehicle parameters, such as vehicle mass, rolling resistance coefficient, flow resistance coefficient and projected end face, are also stored in the control unit 3 and can be taken into account for determining the required change in electrical power over time. Approximate environmental parameters, such as air density, may also be considered. The time-based variation of the electrical power along the most probable travel section can be determined from the speed profile and the section length.
In order to improve the power predictability, i.e. to determine the change in the electrical power over time, the horizon unit 7 can establish a time-dependent change in the representation of the electrical power from the past travel of the most probable travel section. For this purpose, the change of the electric power during each driving on the route is stored on a regional basis. In the recovery state, if a road segment has been traveled a plurality of times, the stored power demand when the respective road segment was traveled in the past may be used to provide electric power, for example, at an average or maximum value of the stored power demand. In addition, it can be provided that only the number of drives of the relevant route section that have been detected in the end is taken into account in the route sections that are frequently driven. In this way, the driver and the motor vehicle can establish the power distribution (map) in a specific manner.
If the necessary electrical power changes over time on the most probable route section located ahead, the optimum charging current I can be calculated on the basis of the actual state of chargeopt。
For this purpose, in step S2, the charging current I is ascertainedlade_setIs started. This value can be initially, i.e. when the method is carried out for the first time, as the initial charging current I, which can be defined lowerlade_initGiven that it may be at 0A or at the maximum allowed charging current ImaxIn the range between 10% and 30%, the maximum allowed charging current is given by the battery management system. The optimum charging current I thus determinedlade_optGreater than or equal to the initial charging current Ilade_init。
In step S3, the instantaneous state of charge SOC of the electrical energy accumulator 4 is determined.
In step S4, a change in state of charge soc (t) is determined, which is determined at a given charging current Ilade_setIs obtained when the compound is used. In other words, the change over time of the state of charge of the electrical energy store 4 for a time period determined by the electronic horizon is determined from the instantaneous state of charge SOC on the basis of the change over time of the electrical power. The above time period corresponds toThe time period for which the necessary change in electric power with time has been determined.
In step S5, it is checked that the final state of charge SOC (t) is reached for the end of the time period determined by the electronic horizonend) Whether it corresponds to the state of charge SOC as if it were going to pass the maximum allowed charging current I given by the battery management systemlade_maxAs achieved at the time of charging, the above-described time period corresponds to a time period for which the change in the necessary electric power with time has been determined.
If this is not the case (option: no), in step S6 the charging current I is increased incrementally by a certain value, for example by the maximum permissible charging current Ilade_max1% increase by a given charging current Ilade_setAnd jumps back to step S4. If the final state of charge SOC (t)end) Corresponding to the maximum allowable charging current I to be passed through given by the battery management systemlade_maxThe state of charge reached during charging (option: yes), the method continues by step S7.
In step S7, a total duration of the time range is first determined as a first unextended duration during which the charging state is at a given charging current Ilade_setAt or below a certain lower threshold value SOCmin. Furthermore, the total duration of the time range is determined as a second non-exceeding duration during which the charging state is charged with the maximum permissible charging current ImaxAt or below a certain lower threshold value SOCmin. It is then checked whether the first unextended duration is greater than the second unextended duration. If this is the case (optional: yes), the method is continued by step S6 and the charging current is incrementally increased by the determined value. Otherwise (optional: no) the instantaneously specified charging current I is determinedlade_setAs an optimum charging current I for the observed electronic horizonlade_opt。
The above-mentioned method steps are carried out cyclically. Each time the travel section observed in the electronic horizon changes, the time of the change of the electrical power is thereby determinedThe range is also changed to give a new optimum charging current Ilade_opt。
The check steps S5 and S8 ensure that the optimum charging current I is usedlade_optTime recovery and use of the maximum permissible charging current ImaxThe same energy, as long as the prediction of the necessary electrical power variation is met.
Fig. 3 shows possible characteristic curves of the state of charge of the electrical energy accumulator. Curve K1 shows the maximum allowable charging current ImaxThe change in the state of charge SOC (t), curve K2 shows the electrical energy store at the optimum charging current Ilade_optChange in state of charge soc (t) of time. Curve K3 is shown by way of example at a more than optimal charging current Ilade_optChange at lower charging current, at end time tendI.e. after passing through an electronic horizon, a lower state of charge than the given final state of charge is reached, corresponding to the desired power profile.
In order to compensate for possible errors in predicting the power distribution, which may occur due to inaccurate map data in map units or an incorrect estimation of the most likely route section, the optimum charging current I determined by the method can optionally be increased by a specific valuelade_optIt is thus also possible to recover the maximum energy with certain limits when the prediction of the floor levelling unit is not accurate.
In order to improve the reliability of the method, probability data based on the route section of the electronic horizon route section can be used. These segments, which utilize only electronic horizon, have a given minimum probability of, for example, 75%. This results on the one hand in a higher degree of certainty of the expected electrical power change and on the other hand in a reduction of the predicted length, thereby also reducing the optimization potential of the method, since less favorable braking processes can be taken into account with smaller predicted lengths.
In order to be able to use the method even if the power distribution can only cover a short time range due to the low probability of travel of the most probable travel section, the selected section transmitted by the horizon unit can be added to the calculation. This is especially relevant if there are many possible travel sections with similar size probabilities. In these cases, the possible power distribution is calculated with a determinable minimum probability of, for example, 10% with each possible travel section.
The above-mentioned method for determining the optimum charging current Ilade_optThe method of (3) is applied to each power profile. The maximum charging current calculated in this way is then used. This makes it possible to recover the maximum energy even if the alternative route sections are of different lengths, when the driver selects the route section having the smallest recovery potential.
The optimum charging current I calculated in this way is used as long as the prediction of the power distribution corresponds to the possible route sectionlade_optThe probability of the maximum possible energy that can in fact be recovered corresponds at least to the sum of the probabilities of the possible travel sections considered. In this embodiment, the reliability of the method can also be improved if only those sections of the electronic horizon are used whose sum of probabilities corresponds to a given minimum probability, for example 75%. Since the alternative route sections may be of different lengths and therefore provide a temporal prediction of different lengths, the temporal prediction length is defined by the route section with the smallest temporal prediction given the determined sum of probabilities.
In another embodiment, the method may also be applied beyond a longer engine stop. The change in the electrical power required over time is interrupted in this case and can lead to the electrical energy store being only partially charged with a slight charging current before the engine is stopped, if this energy store can be recharged after a restart of the drive, for example when driving up a hill or the like, corresponding to the electronic horizon of the most probable route of travel. This requires that the horizon unit 7 can also provide a prediction about the road section located ahead beyond the time of engine stop.
Claims (14)
1. A method for operating an electric drive (2) in a motor vehicle (1), wherein the electric drive (2) is supplied with power from a rechargeable electrical energy accumulator (4) and in a recuperation mode electrical energy is provided for charging the electrical energy accumulator (4), having the following steps:
-determining (S1) an electronic horizon on the basis of the variation of the one or more possible travel sections, the electronic horizon specifying one or more sections having respective section parameters;
-determining (S4) a change over time of the necessary electrical power on the basis of the electronically horizon road section parameters;
-determining (S5-S8) an optimal charging current according to the variation of the necessary electric power and according to a given maximum allowed charging current of the electric accumulator (4).
2. The method of claim 1, wherein the change in the necessary electrical power over time is determined based on a speed change over a stretch of electronic horizon.
3. The method according to claim 1 or 2, wherein an optimum charging current is determined as the at least one charging current which, at the moment at the end of the electronic horizon, yields the same state of charge of the electrical energy accumulator (4) as the charging of the electrical energy accumulator with the maximum permissible charging current.
4. A method according to claim 3, wherein said optimal charging current corresponds to at least a charging current at which the cumulative duration within the electronic horizon during which the state of charge is less than a given lower threshold value of the state of charge, is not greater than the cumulative duration within the electronic horizon during which the maximum allowable charging current (i) is presentmax) The state of charge at the time of charging is less than a given lower threshold value of the state of charge.
5. The method according to claim 1 or 2, wherein the road segment parameter gives for each of the one or more road segments a length and at least one of the following other road segment parameters:
-an uphill slope or a downhill slope,
-a curve in the curve,
-a state of a road surface,
-weather or wind conditions.
6. The method according to claim 1 or 2, wherein the segment of the electronic horizon corresponds to a segment of a most likely travel segment.
7. Method according to claim 1 or 2, wherein the electronic horizon segment corresponds to a segment determined by a travel probability for a plurality of possible travel segments, wherein the electronic horizon takes into account only segments having a travel probability exceeding a given minimum probability.
8. Method according to claim 1 or 2, wherein an optimum charging current (I) is determined for each of a plurality of possible travel sectionslade_opt) And the maximum of the optimal charging currents thus obtained is used as the optimal charging current.
9. Method according to claim 8, wherein the optimum charging current (I) is determined for each travel section traveled with a probability greater than a given travel probabilitylade_opt）。
10. The method of claim 2, wherein the speed variation is provided by an optimization method.
11. A device (3) for operating an electric drive (2) in a motor vehicle (1), wherein the device is designed to carry out the method according to any one of claims 1 to 10.
12. The device (3) according to claim 11, wherein the device (3) is a controller.
13. A motor vehicle (1) having an electric drive (2) and a device (3) as claimed in claim 11 or 12.
14. A machine-readable storage medium, on which a computer program is stored, which is designed to carry out all the steps of the method according to any one of claims 1 to 10.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102014222073.4A DE102014222073A1 (en) | 2014-10-29 | 2014-10-29 | Method and device for operating a motor vehicle with an electrical energy store |
| DE102014222073.4 | 2014-10-29 |
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| CN105564257A CN105564257A (en) | 2016-05-11 |
| CN105564257B true CN105564257B (en) | 2020-04-14 |
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| DE102018220808A1 (en) | 2018-12-03 | 2020-06-04 | Audi Ag | Method for predicting a future value of at least one kinematic parameter of a vehicle |
| CN109703375B (en) * | 2019-01-30 | 2020-07-21 | 吉林大学 | Electric automobile regenerative braking energy coordinated recovery control method |
| CN109895634A (en) * | 2019-03-12 | 2019-06-18 | 中铁轨道交通装备有限公司 | A kind of control system and method for Straddle type monorail vehicle on-board power supply |
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| JP3607139B2 (en) * | 1999-10-29 | 2005-01-05 | 本田技研工業株式会社 | Control device for hybrid vehicle |
| US8155814B2 (en) * | 2007-11-03 | 2012-04-10 | GM Global Technology Operations LLC | Method of operating a vehicle utilizing regenerative braking |
| DE102007047821A1 (en) | 2007-11-20 | 2009-05-28 | Zf Friedrichshafen Ag | Method for optimizing energy recovery in a hybrid vehicle |
| CN101445062A (en) * | 2008-11-05 | 2009-06-03 | 何伟斌 | Electric motor car |
| DE102009040586B4 (en) | 2009-09-08 | 2019-09-19 | Man Truck & Bus Ag | Adaptive hybrid control |
| DE102010010149A1 (en) * | 2010-03-04 | 2011-09-08 | Daimler Ag | Motor vehicle driving device |
| WO2012141343A1 (en) * | 2011-04-11 | 2012-10-18 | 한국과학기술원 | Regenerative braking control system |
| DE102011085454A1 (en) | 2011-10-28 | 2013-05-02 | Mtu Friedrichshafen Gmbh | Method for controlling a hybrid drive with an internal combustion engine and an electric motor and an electrical energy store, in particular for a rail vehicle, control device and hybrid drive |
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| CN105564257A (en) | 2016-05-11 |
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