CN108349371A - 具有至少一个电子的控制单元用于控制混合动力车辆中的内燃机的控制系统 - Google Patents

具有至少一个电子的控制单元用于控制混合动力车辆中的内燃机的控制系统 Download PDF

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CN108349371A
CN108349371A CN201680067115.XA CN201680067115A CN108349371A CN 108349371 A CN108349371 A CN 108349371A CN 201680067115 A CN201680067115 A CN 201680067115A CN 108349371 A CN108349371 A CN 108349371A
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internal combustion
combustion engine
control unit
max
starting
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CN108349371B (zh
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F·维斯贝克
M·范格利库姆
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Bayerische Motoren Werke AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
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    • F02N11/0837—Environmental conditions thereof, e.g. traffic, weather or road conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Abstract

在按照本发明的具有至少一个电子的控制单元用于控制混合动力车辆中的内燃机的控制系统中，所述控制单元被设计使得：所述控制单元在所预期的速度走向和负载走向方面分析输入信号，以便检测用于识别当前情况的以及用于识别至少一种在不久的未来中存在的情况的数据；并且所述控制单元因此与情况适配地控制内燃机的起动和停止。

Description

具有至少一个电子的控制单元用于控制混合动力车辆中的内 燃机的控制系统
技术领域
本发明涉及一种控制系统，所述控制系统具有至少一个电子的控制单元用于控制混合动力车辆中的内燃机。
背景技术
自多年以来，混合动力车辆也已经作为如下量产车辆已知，所述量产车辆包含至少一个内燃机和至少一个电机作为驱动发动机。这种混合动力车辆包括具有至少一个电子控制单元的控制系统，所述控制单元尤其是通过相应被编程的功能模块来实施不同的用于选择与相应当前的行驶情况适配的运行模式的运行方法。可选择的运行模式尤其是纯电动行驶(仅电机驱动；“E模式”，“电动行驶”)、纯内燃机式行驶(仅内燃机驱动)和/或混合动力驱动行驶(不仅电机而且内燃机驱动)。
已知的运行方法优先考虑电池或其它电储存器(例如超级电容)的荷电状态来选择运行模式。部分地在此也考虑如下参数，例如当前车辆速度、当前行驶行为或确定的当前设定的客户功能。
发明内容
本发明的任务是，进一步改善具有开头提及类型的运行方法的控制系统。
该任务按照本发明通过权利要求1的技术方案来解决。本发明的有利的进一步扩展方案包含在从属权利要求中。
本发明总体包括一种用于控制混合动力车辆中的内燃机的起动和停止的方法，其中，借助在所预期的速度走向方面和优选也在负载走向方面评估当前情况和前方情况(优选在定义的预测范围内)，根据驾驶员交互和/或根据高压储存器的荷电状态以定义的方式对起动和停止行为进行优化，在更下面更详尽地探讨所述定义的方式。
按照本发明，原则上检测用于识别当前情况的以及用于识别至少一种在不久的未来(例如定义的预测视野<5km)中存在的情况的数据并且在所预期的速度走向方面对所述数据进行分析。这样的用于预测速度走向的数据尤其是包括：
-导航系统(例如具有RTTI的ADAS)的关于环境信息和/或交通路线信息的地图数据以及(驾驶员特定地)进行学习的系统，用于预测最可能的前方路径、用于预测在前方弯道中的速度、用于检测前方车速限制和当前车速限制、用于预测路段的前方坡度走向、用于根据前方路段上的交通密度来预测平均速度等，和/或
-指示牌识别系统(例如KAFAS)，尤其是用于识别影响要预期的速度的交通指示牌，和/或
-用于检测前方的和相关的信号灯设备的当前状态(识别交通灯状态)的相机系统以及在车辆中或通过后台来在时间上预测相关的信号灯设备(预测交通灯状态)的(进行学习的)系统，和/或
-车辆传感机构(例如雷达和KAFAS)，用于检测前方行驶的其它交通参与者(尤其是前方车辆的速度和加速度)，和/或
-所有的能够有助于预测所预期的速度走向的其它系统。
此外，优选求取至少一个驾驶员交互，尤其是通过检测加速踏板位置来求取相应当前的负载期望。
按照本发明，优先根据在预定的预测视野中所预期的速度走向以及所预期的负载走向并且优选也根据当前的驾驶员交互来控制内燃机的起动和停止。此外，根据车辆的运行状态、如尤其是高压储存器的荷电状态来优化起动和停止行为。
将所预期的速度走向优选与用于纯电动行驶(E模式)的在充电状态(CD＝“荷电耗尽(charge depleting)”，电动行驶速度上限)下和在放电状态(CS＝“荷电维持(chargesustaining)”，电动行驶速度下限)下的常见的与荷电状态有关的固定的最大电动行驶速度界限进行比较。如果实际速度低于当前有效的电动行驶速度界限，则按照现有技术立即停止内燃机。如果实际速度超过当前有效的电动行驶速度界限，则按照现有技术立即起动内燃机。此外，按照现有技术在这些速度界限之外也进行起动或停止，只要超过或低于与速度和电池荷电状态有关的负载界限。通过本发明，尤其是所预期的速度走向和负载走向并且不仅当前速度和当前负载在这些至今静态的界限方面被考虑。在不久的未来中的新的情况按照本发明能够导致向上和向下(无级地)移动这些至今与情况无关地预定的起动界限和/或导致忽略这些起动界限。
借助按照本发明的控制系统的控制或按照本发明的用于控制内燃机的起动或停止的方法以定义的方式来实施，即优选这样实施，使得：
·避免仅短暂地停止或仅短暂地起动内燃机的阶段；和/或
·在负载相对低时尽可能长时间地保持E模式或在负载相对高或升高时避免E模式；和/或
·优选在加速过程中并且不在恒速行驶中进行内燃机的起动；
·优选以停止的内燃机进行要预期的长时间的减速；
·减少在客户运行中的起动和停止过程的次数。
在本发明的一种有利的设计方案中，从纯电动行驶状态出发，在要预期加速到高于电动行驶速度上限的值时，随着负载期望的上升或在开始加速时已经进行内燃机的起动，并且不在超过很大程度上静态的电动行驶速度界限或负载界限时才进行内燃机的起动。
在本发明的一种进一步的有利的设计方案中，当通过减速而预期仅短暂地低于电动行驶速度界限时，阻止内燃机的停止。因此，阻止在停止内燃机不久之后重新地起动内燃机。
在本发明的一种进一步的有利的设计方案中，在要预期减速直至低于电动行驶速度界限时提早地已经随着负载去除在低于电动行驶速度界限之前就进行内燃机的停止。为此的条件是，所述减速持续足够长的时间或进一步的所预期的速度走向保持低于电动行驶速度界限。
此外，同样在减速和滑行过程(其目标速度高于电动行驶速度界限)，(提早地)随着负载去除而停止内燃机，只要可预期长时间持续的空载行驶或减速的话(例如在斜坡中的滑行)。当(提早的)停止被列为对客户有价值的并且高效的时，优选是这种情况。
优选地，原则上在没有负载期望的情况下与电动行驶界限无关地阻止内燃机的起动，只要不预期或不进行加速。即，内燃机的起动按照可能性通过加速过程来“掩盖”。在恒速行驶期间避免内燃机的起动过程。
按照现有技术，如果高压储存器的荷电状态太大程度地下降，则进行内燃机的起动。在本发明的进一步的有利的设计方案中，这样适配与高压储存器的荷电状态有关的起动界限，使得在恒速行驶期间不发生内燃机的起动。代替地，提早地或延迟地借助加速期间的掩盖来进行内燃机的起动。也就是说，从荷电耗尽策略(高压储存器在荷电状态足够时放电)至荷电维持策略(保持高压储存器的低荷电状态)的变换有针对性地被移动，以便获得对客户更有价值的并且更高效的运行策略。
优选地，出于声学和动力学原因，原则上在加速过程开始已经进行内燃机的起动并且不在超过当前有效的电动行驶速度界限之后才进行内燃机的起动，即可能在内燃机的负载高时进行内燃机的起动，当通过所预期的速度走向可预见超过所述两个界限之一或可预见电池放电时。
在本发明的一种进一步的有利的设计方案中，如果所预期的速度走向持续低于当前有效的电动行驶速度界限(例如由于显著低于当前有效的电动行驶速度界限的持续车速限制或由于前方的红色交通灯)，则阻止内燃机的由负载决定的起动。该与情况有关的起动鲁棒性因此阻止在短暂的驾驶员侧的负载要求时短暂起动内燃机并且因此从客户角度看电动行驶历程提高。
在本发明的一种进一步的有利的设计方案中，如果高压储存器的低荷电状态不允许电动行驶，则在短暂车辆停止(例如在停车指示牌之前、预测出交通灯的短的剩余红灯阶段等)时禁止内燃机的短暂停止。
本发明的一种进一步的有利的设计方案规定，在可靠地探测出开始的超车过程(例如借助方向指示灯信号、识别牵引机、在交通密度同时低时相对于车速限制缓慢的前方车辆等)时提早地起动内燃机。目的是提高用于超车过程的响应和动力学。
在本发明的一种进一步的有利的设计方案中，所述控制单元被设计使得：当由于预期运行策略模式从荷电耗尽(高压储存器放电)变换为荷电维持(保持荷电状态或高压储存器充电)而本来就需要起动内燃机时，内燃机的起动被移动到之后存在的加速过程上，这(所述内燃机的起动)在其它情况下在时间上落入恒速行驶中。
通过本发明实现下列优点：
1)通过如下方式提高在E模式中的行驶历程
·延长在E模式中的行驶阶段(借助减少在所预期的低负载情况下的由负载决定的起动)
·在能量方面的优化
·起动鲁棒性
2)通过如下方式改善运行策略的声学和客户可实施性
·避免短暂停止或起动内燃机
·减少停止振动
·起动鲁棒性(在低速度带中)
·减少在客户运行中的起动和停止过程
·避免在恒速行驶中的起动过程(可能借助在加速中的掩盖)
·优选在高负载情况之前起动(避免高的连接转速)
3)通过如下方式减少消耗或提高续航里程
·在预期高的负载时阻止不必要的E模式行驶
·借助避免不必要的停止过程而减少起动损耗
·通过提早停止内燃机而提高对回收能量的利用
4)通过如下方式改善运动性或响应
·避免在高负载情况之前的仅短暂的停止过程
·在高的负载要求之前提早起动内燃机
附图说明
在附图中示出本发明的实施例。其中：
图1示出用于实施基于控制系统的运行方法的主要需要的功能构件；
图2示出示例1：在不久的未来中的第一种情况：加速；
图3示出示例2：在不久的未来中的第一种情况：转弯过程或弯道；
图4示出示例3：在不久的未来中的第一种情况：减速至稍微超过电动行驶速度下限；
图5示出示例4：在不久的未来中的第一种情况：加速；在不久的未来中的第二种情况：电池放电；
图6示出示例5：在不久的未来中的第二种情况：减速至低于电动行驶速度下限；
图7示出示例6：在不久的未来中的第一种情况：不提高所预期的速度。
具体实施方式
在图1中示出车辆自身的传感器系统1(其例如包括用于识别交通指示牌和前方车辆的前雷达和相机)以及用于交通路线识别和堵塞预测的导航系统2。传感器系统1例如也可以包括用于交通灯识别或交通灯预测的传感机构。备选地，交通灯预测也可以通过进行学习的后台系统来实现或辅助。交通灯预测可以被考虑到对所预期的速度走向和负载走向的确定中。这两个系统1和2的数据是预测模块3的输入信号。预测模块3被设计用于基于这些数据来求取所预期的速度走向ve以及负载走向并且可以是在此未进一步示出的电子控制单元的功能模块。为了检测驾驶员交互，在此例如设置加速踏板传感器4，所述加速踏板传感器的输出信号FP描述驾驶员的当前负载期望或负载期望走向。输出信号FP以及在预测模块3中所求取的预期的速度走向ve是控制功能模块5的输入信号，所述控制功能模块同样是所述控制单元的一部分。在控制功能模块5中优选包含软件程序产品，通过所述软件程序产品实现按照本发明的控制系统的运行策略。
所述运行策略建立在接着的现有技术上：如果实际速度低于当前有效的电动行驶速度界限eVMax，则按照现有技术停止内燃机。如果实际速度超过当前有效的电动行驶速度界限eVMax，则按照现有技术立即起动内燃机。相同的情况在驾驶员侧的负载期望超过或低于与速度和荷电状态有关地限定的起动或停止界限时适用。通过本发明，所预期的速度走向ve以及所预期的负载走向在这些至今静态地设置的界限方面被考虑。处于近的未来中的在此两种情况S1和S2按照本发明能够导致移动和/或忽略这些至今与情况无关的预定的电动行驶速度界限和电动行驶负载界限。关于该运行策略的细节借助按照图2至7的示例来阐述：
在图2至7中示出从当前情况S0出发至对于在不久的未来中的第一种情况S1所预期的并且可能也对于在不久的未来中的第二种情况S2所预期的速度走向ve。这三个情况处于例如大约2km的定义的预测视野中。在每个图中，在上面借助速度走向ve示出按照现有技术的运行策略，其中重叠地示出起动的或停止的内燃机。在下面类似地分别示出按照本发明的运行策略。在此借助实线相应地示出在内燃机起动时的速度ve并且借助虚线相应地示出在内燃机停止时的速度ve。
按照图2，当前情况S0是按照低于当前有效的电动行驶速度界限eVMax,CD的速度规定(50km/h)的纯电动恒速行驶(ve＝常数)，即其中关断了内燃机。第一种情况S1通过在不久的未来中识别出城市结束指示牌(Ortsendeschild)来指明加速到大约100km/h。情况S2由于缺乏新的数据而指明保持在加速之后达到的速度。在时刻FP+由驾驶员输出负载期望。按照本发明，此时在要预期加速到高于当前有效的电动行驶速度界限eVMax,CD的值时随着负载期望的上升已经进行内燃机的起动。按照现有技术，在超过当前有效的电动行驶速度界限eVMax,CD之后或在超过与速度有关的负载界限之后才进行起动。利用该按照本发明的示例，进行提前的起动(＝常见的a/v特性曲线的下降)，以便改善响应特性。同时显著改善起动舒适性，因为在显著较低的负载和转速下进行内燃机的连接。
按照图3，当前情况S0是在城市之外以高于当前有效的电动行驶速度界限eVMax,CD的100km/h的恒速行驶，即其中开动了内燃机。第一种情况S1例如通过在不久的未来中识别出弯道警告牌或通过在不久的未来中分析关于弯道半径的地图信息来指明转弯过程或弯道、亦即短暂减速。情况S2通过(继续)有效的车速限制来指明返回至当前情况S0。按照本发明，此时阻止内燃机的停止(关断阻止AV)，因为仅预期短暂地低于当前有效的电动行驶速度界限eVMax,CD。通过该按照本发明的示例，相对于规定内燃机的短暂停止的现有技术主要提高了舒适性和动力学。
按照图4，当前情况S0是在城市之外以高于当前有效的电动行驶速度界限eVMax,CD的100km/h的恒速行驶，即其中开动了内燃机。第一种情况S1例如通过识别出城市指示牌而指明较长时间持续的速度减少直至低于电动行驶速度界限eVMax,CD。所预期的速度的新的水平在可能的情况S2中不再次被超过。按照本发明，在此在要预期减速直至低于电动行驶速度界限eVMax,CD或eVMax,CS时已经随着负载去除FP-在低于电动行驶速度界限之前就进行内燃机的停止(提早的停止FA)。按照现有技术，在低于电动行驶速度界限eVMax,CD或eVMax,CS之后才进行内燃机的停止。通过该按照本发明的示例提高了效率。
按照图5，当前情况S0是按照速度规定30km/h的纯电动恒速行驶，亦即低于用于运行状态“保持荷电状态”的电动行驶速度界限eVMax,CS。第一种情况S1通过在不久的未来中识别出速度限制70km/h来指明加速到大约70km/h。情况S2由于缺乏新的数据而指明保持在加速之后达到的速度。在进行速度提高之后，在情况S2中，基于高压储存器的低荷电状态可预期从荷电耗尽CD(即优选电动行驶)到荷电维持CS(荷电状态保持)的运行策略变换。该变换按照现有技术与内燃机的与负载和速度无关的起动相关联。按照本发明，此时在开始加速过程时已经进行内燃机的起动。效果是从放电过程CD至充电过程CS的过渡的向前移动CSV，以便在加速中“掩盖”起动。由此，相对于按照这里的示例在恒速行驶期间规定起动的现有技术提高了可实施性和舒适性。
按照图6，当前情况S0是在城市之外以在电动行驶速度界限eVMax,CD与eVMax,CS之间的70km/h的纯电动恒速行驶。第一种情况S1按照现有技术引起起动，因为从荷电耗尽CD(即优选电动行驶)到荷电维持CS(荷电状态保持)的运行策略变换由于高压储存器的低荷电状态而即将临近。第二种情况S2例如通过识别出速度限制30km/h而指明较长时间持续的速度减少直至低于在荷电维持CS中有效的新的电动行驶速度界限eVMax,CS。按照本发明，在此在不存在负载期望的情况下使内燃机的起动移动到后来的时刻(使从DC到CS的过渡移动CSV到后来的加速过程上)，所述起动归可因于当前有效的电动行驶速度界限从eVMax,CD到eVMax,CS的存在的变换。由此产生的优点是电动行驶历程提高、客户舒适性提高和运行策略的从客户角度看提高的可实施性。
按照图7，当前情况S0是在城市之外以显著低于当前有效的电动行驶速度界限eVMax,CD(或eVMax,CS)的例如60km/h的纯电动恒速行驶。在前方路段(情况S1和S2)上也没有预测到所预期的速度的提高。如果驾驶员要求短暂的负载峰值LS、例如为了驶越黄色的交通灯阶段，则按照当前的现有技术在超过与速度有关的负载界限时起动内燃机并且在短时间之后再次停止内燃机。按照本发明，与情况有关的起动鲁棒性借助将由负载决定的起动界限提高到较高的水平来阻止该短暂的起动，只要可预见不涉及较长时间的负载请求。非常高的负载请求和对当前有效的电动行驶速度界限的超过此外也引起内燃机的起动。与情况有关的起动鲁棒性的优点是效率和电动行驶历程的提高以及在客户运行中的内燃机起动次数的减少。
图1-7仅示出所预期的速度走向的示例，所预期的速度走向能够产生所有开头提及的信息。此外没有单独示出其它的示例、如内燃机在识别出超车过程之前的提早起动或在短暂停车(停车指示牌、具有短的剩余红灯阶段的交通灯等)时的关断阻止。

Claims (10)

1.一种控制系统，所述控制系统具有至少一个电子的控制单元(3、5)用于控制混合动力车辆中的内燃机，其中，所述控制单元被设计使得：所述控制单元在所预期的速度走向(ve)方面分析输入信号，以用于检测用于识别当前情况(S0)的以及用于识别至少一种在不久的未来中存在的情况(S1、S2)的数据；并且所述控制单元至少根据所预期的速度走向(ve)来控制内燃机的起动和停止。
2.按照权利要求1所述的控制系统，其特征在于，所述控制单元被设计使得：所述控制单元附加地检测至少一个输入信号(FP)，以用于分析负载走向和/或其它驾驶员交互的并且所述控制单元也根据所述驾驶员交互来控制内燃机的起动或停止。
3.按照上述权利要求中任一项所述的控制系统，其特征在于，所述控制单元被设计使得：内燃机的起动或停止能与预定的电动行驶速度界限(eVMax,CS、eVMax,CS)和/或预定的电动行驶负载起动界限偏离地实施。
4.按照上述权利要求中任一项所述的控制系统，其特征在于，所述控制单元被设计使得：内燃机的起动或停止能根据动态地移动的电动行驶速度界限(eVMax,CS、eVMax,CS)和/或电动行驶负载界限来实施。
5.按照上述权利要求中任一项所述的控制系统，其特征在于，所述控制单元被设计使得：在要预期加速到高于当前有效的电动行驶速度界限(eVMax,CD或eVMax,CS)的值时，随着负载期望的上升(FP+)已经进行内燃机的起动。
6.按照上述权利要求中任一项所述的控制系统，其特征在于，所述控制单元被设计使得：当仅预期短暂地低于当前有效的电动行驶速度界限(eVMax,CD或eVMax,CS)时，阻止内燃机的停止。
7.按照上述权利要求中任一项所述的控制系统，其特征在于，所述控制单元被设计使得：在要预期减速直至低于当前有效的电动行驶速度界限(eVMax,CD或eVMax,CS)时，已经随着负载去除(FP-)在低于当前有效的电动行驶速度界限(eVMax,CD或eVMax,CS)之前就进行内燃机的停止。
8.按照上述权利要求中任一项所述的控制系统，其特征在于，所述控制单元被设计使得：当由于预期运行策略模式从荷电耗尽(高压储存器放电)变换为荷电维持(保持荷电状态或高压储存器充电)而本来就需要起动内燃机时，内燃机的起动已经被提前或推迟到加速过程上，这在其它情况下在时间上落入恒速行驶中。
9.一种用于控制混合动力车辆中的内燃机的电子的控制单元，所述控制单元具有至少一个功能模块(3、5)，以用于实施基于按照上述权利要求中任一项所述的控制系统的控制方法。
10.一种用于控制混合动力车辆中的内燃机的起动和停止的方法，其中，借助至少在所预期的速度走向方面对当前情况以及前方情况的评估，根据驾驶员交互和/或根据高压储存器的荷电状态按照定义的方式对起动和停止行为进行优化。
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CN108349371B (zh) 2021-09-03
EP3380379A1 (de) 2018-10-03
US20180265070A1 (en) 2018-09-20
WO2017089565A1 (de) 2017-06-01
US20180265069A1 (en) 2018-09-20
CN108290575A (zh) 2018-07-17
US10843678B2 (en) 2020-11-24
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