CN108698591A - 用于运行带有电机并带有内燃机的具有电蓄能器的混合动力车辆的方法及装置 - Google Patents

用于运行带有电机并带有内燃机的具有电蓄能器的混合动力车辆的方法及装置 Download PDF

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CN108698591A
CN108698591A CN201780011677.7A CN201780011677A CN108698591A CN 108698591 A CN108698591 A CN 108698591A CN 201780011677 A CN201780011677 A CN 201780011677A CN 108698591 A CN108698591 A CN 108698591A
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CN108698591B (zh
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A·斯提格
F·维斯贝克
D·茂
A·格泽
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Bayerische Motoren Werke AG
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Abstract

本发明涉及一种用于运行带有电驱动装置并带有内燃机的具有电蓄能器(2)(例如高伏特蓄电池)的混合动力车辆的方法及装置，其中专门模式(“蓄电池控制”)能通过操作限定的操作元件(4)激活。在此，在激活所述专门模式之后在关断所述电驱动装置时触发用于内燃机的特别驱动运行策略(SAB)，只要当前荷电状态(SOC)在期望荷电状态(SOC‑W)之下或关于期望荷电状态至少在下允差阈值(SU)之下，通过所述特别驱动运行策略实现提高的充电梯度(G1)。优选地，借助于另一操作元件(3)通过驾驶员能配置蓄能器的任意期望荷电状态(SOC‑W)。此外，通过特别驱动运行策略(SAB)的相应编程特别是缓和或完全消除用于内燃机的转速提高和/或扭矩提高的针对声音和/或针对效率的限制。

Description

用于运行带有电机并带有内燃机的具有电蓄能器的混合动力 车辆的方法及装置
技术领域
本发明涉及一种用于运行带有电机作为第一驱动发动机并带有内燃机作为第二驱动发动机的具有电蓄能器的混合动力车辆的方法及装置。
背景技术
混合动力车辆的多种运行策略已经是已知的，这些运行策略的焦点特别是放在有效行驶上。
发明内容
本发明基于如下目的，尽可能灵活地对驾驶员期望做出反应地运行混合动力车辆。
按照本发明，该目的通过独立权利要求的特征解决，而在从属权利要求中提出本发明的优选的进一步改进方案。
本发明原则上涉及一种用于运行带有电驱动装置和内燃机的具有电蓄能器(例如高伏特蓄电池)的混合动力车辆的方法及装置，其中专门模式(“蓄电池控制(BatteryControl)”)能通过操作限定的操作元件激活。在此，在激活专门模式之后在关断电驱动装置时触发用于内燃机的特别驱动运行策略，通过所述特别驱动运行策略实现提高的充电梯度，只要当前荷电状态在期望荷电状态之下或关于期望荷电状态至少在下允差阈值之下。
只要当前荷电状态在期望荷电状态之上或关于期望荷电状态至少在上允差阈值之上，那么优选激活驱动运行策略，该驱动运行策略在正常运行中在专门模式之外在自动运行中在足够充电的高伏特蓄能器的情况下应用并且允许电动行驶(电量耗尽型运行：Charge Depleting Betrieb)。
只要当前荷电状态相应于期望荷电状态或关于期望荷电状态至少在上允差阈值之下并且在下允差阈值之上，那么优选地激活驱动运行策略，该驱动运行策略在正常运行中在专门模式之外在自动运行中在放电的高伏特蓄能器的情况下应用并且允许部分电动行驶(电量维持型运行：Charge Sustaining Betrieb)。备选地可以在第二种情况下也激活固有运行策略，该固有运行策略特别适合于将荷电状态保持在窄的允差带中并且限制电动行驶。
如果混合动力车辆处于运行中并且不再能通过外部能源充电，那么发生专门(快速充电)模式。专门快速充电模式与已知的紧急充电模式的区别特别是在于对于内燃机来说提高功率的特别驱动运行策略而不是负载的不舒适的关断以及在于对于驾驶员预定自身期望荷电状态的可能性。在通常的混合动力车辆中取而代之地设有固定的最小充电阈值的系统侧的预设。
优选地，借助于另一操作元件能由驾驶员配置蓄能器的任意的期望荷电状态。此外，为了提高功率通过特别驱动运行策略的相应编程特别是缓和或完全消除用于内燃机的转速提高和/或扭矩提高的针对声音和/或针对效率的限制。
本发明基于如下考虑：
混合动力车辆通常具有多个可选择的运行模式。一种模式例如可以是在行驶期间保持高伏特蓄电池的当前荷电状态和/或提高荷电状态。在本申请人的车辆中，例如一种模式可以是保持例如50％的最小荷电状态和/或提高荷电状态到50％。大部分车辆制造者提供各一种用于满充的模式和一种用于保持固定预定的荷电状态的模式。
在当前模式中，通过在行驶期间借助于内燃机的充电不能实现大于固定预定的阈值(例如50％)的荷电状态。同时不能保持小于50％的荷电状态。附加地通过多个提供的模式，显示-操作-方案的复杂性提高。
按照本发明提出具有以下特色的新的(优选唯一的)专门模式：
-期望荷电状态能独立于当前荷电状态配置。
-如果激活该模式，那么独立于当前荷电状态寻求期望荷电状态并且在达到时保持该期望荷电状态。
-假如当前荷电状态在期望荷电状态之上，那么任一运行方法是可能的，该运行方法也可以导致高伏特蓄能器的放电，直至达到或接近达到期望荷电状态。优选地选择如下运行方法，该运行方法在正常运行中在专门模式之外在充满的蓄能器中使用。在此，在自动运行中在足够充电的高伏特蓄能器中允许电动行驶(电量耗尽型运行)。
-假如当前荷电状态相对于期望荷电状态在上和/或下允差阈值之间，则车辆优选将荷电状态保持在期望荷电状态左右的一个带中。在此例如可以选择比较窄的带同时大幅限制电动行驶。但是也可以选择具有尽可能有效的电动行驶的运行策略，该运行策略也在(几乎)空的蓄能器时应用。这可能导致比较宽的带。
-假如当前荷电状态在期望荷电状态之下或在期望荷电状态之下的下允差阈值之下，那么提高荷电状态直至达到期望荷电状态。
驾驶员可以随时配置期望的荷电状态并且通过操作确定的操作元件激活新的模式。按照本发明，直接在激活新的模式之后进行特别驱动运行策略，通过该特别驱动运行策略实现相对于其他模式提高的充电梯度，只要当前荷电状态至少在期望荷电状态之下。特别驱动运行策略在此优选如此设计，使得缓和或完全消除用于内燃机的转速提高和/或扭矩提高的针对声音和/或针对效率的限制。直至达到期望荷电状态或相对于期望荷电状态的至少一个下允差阈值，由此也允许比内燃机在正常运行中和/或(备选或附加地在用于更强地提高功率的第二步骤中)非高效的运行点可更强感知的噪声。由此短时引起的排放提高通过用于运行无排放的电机的蓄存的电能又得到补偿。
附图说明
本发明的实施例在附图中阐明并且在下文中进一步描述。其中：
图1以示意图示出本发明的基本构件的概况图。
图2示出在达到期望荷电状态时按照本发明的运行策略的可能的第一显示信息。
图3示出在超过期望荷电状态时按照本发明的运行策略的可能的第二显示信息。
图4示出在低于期望荷电状态时按照本发明的运行策略的可能的第三显示信息。
图5示出按照本发明的运行策略的图表。
具体实施方式
在图1中示出用于输出关于按照本发明的专门模式“蓄电池控制”的信息以及用于输入用于驾驶员的选择可能性的输入/输出显示器1。显示器1通过电子控制单元5驱控。电蓄能器2(在此为高伏特蓄电池)的当前荷电状态SOC、在此以旋转按钮开关形式的第一操作元件3的位置以及在此为键盘的第二操作元件4的状态是控制单元5的输入信号。
借助于第一操作元件3可以由驾驶员通过转动选择在0％(或者如果可能在预定的在个位数范围内几个百分比程度的最小荷电状态)与100％之间的任意的期望荷电状态SOC_W并且通过按压进行配置(在此例如为70％)。
通过操作第二操作元件4可激活专门模式“蓄电池控制”。
按照图2是在显示器1上对于在达到期望荷电状态时按照本发明的运行策略的可能的第一信息“保持设定的荷电状态”。此外可以通过菜单点“配置期望荷电状态”选择按照图1的期望荷电状态的配置。
按照图3是在显示器1上对于在超过期望荷电状态时按照本发明的运行策略的可能的第二信息“在达到之后保持设定的荷电状态”。此外也可以在此通过菜单点“配置期望荷电状态”选择按照图1的期望荷电状态的配置。
按照图4是在显示器1上对于在低于期望荷电状态时按照本发明的运行策略的可能的第三信息“将电池充电到设定的荷电状态”。此外也可以在此通过菜单点“配置期望荷电状态”选择按照图1的期望荷电状态的配置。
在按照图5的图表中，通过虚线标明按照本发明的在关断电驱动装置时具有预定的最小充电梯度G1的用于内燃机的特别驱动运行策略SAB。只要当前荷电状态SOC在此在下允差阈值SU(例如在期望荷电状态SOC_W之下5％)之下，那么如此实现特别驱动运行策略SAB，使得缓和或完全消除用于所述内燃机的转速提高和/或扭矩提高的针对声音和/或针对效率的限制，即使(至少在第二步骤中)由此使得内燃机在非高效的运行点中运行。

Claims (10)

1.用于运行带有电驱动装置并带有内燃机的具有电蓄能器(2)的混合动力车辆的方法，其中，专门模式(“蓄电池控制”)能通过操作限定的操作元件(4)激活，其中，在关断所述电驱动装置时触发用于所述内燃机的特别驱动运行策略(SAB)，只要当前荷电状态(SOC)在期望荷电状态(SOC-W)之下或关于期望荷电状态(SOC-W)至少在下允差阈值(SU)之下，就通过所述特别驱动运行策略实现提高的充电梯度(G1)。
2.根据权利要求1所述的方法，其特征在于，所述蓄能器(2)的任意的期望荷电状态(SOC-W)能由驾驶员配置。
3.根据上述权利要求之一所述的方法，其特征在于，所述特别驱动运行策略(SAB)如此设计，使得缓和或完全消除用于所述内燃机的转速提高和/或扭矩提高的针对声音和/或针对效率的限制。
4.根据上述权利要求之一所述的方法，其特征在于，只要所述当前荷电状态(SOC)在期望荷电状态之上或关于期望荷电状态(SOC-W)至少在上允差阈值(SO)之上，那么激活驱动运行策略，所述驱动运行策略在所述专门模式之外在正常运行中在足够充电的高伏特蓄能器的情况下应用并且允许电动行驶。
5.根据上述权利要求之一所述的方法，其特征在于，只要所述当前荷电状态(SOC)相应于所述期望荷电状态(SOC-W)或关于所述期望荷电状态(SOC-W)至少在上允差阈值(SO)之下并且在下允差阈值(SU)之上，则在第一备选方案中激活驱动运行策略，所述驱动运行策略在正常运行中在所述专门模式之外在自动运行中在放电的高伏特蓄能器的情况下应用并且允许部分电动行驶，或者在第二备选方案中激活固有运行策略，所述固有运行策略特别适合于将所述荷电状态保持在比较窄的允差带中并且至少限制电动行驶。
6.用于实施根据上述权利要求之一所述的用于运行具有电蓄能器的混合动力车辆的方法的装置，带有至少一个操作元件(4)用于激活专门模式(“蓄电池控制”)，并且带有至少一个电子控制单元(5)用于根据所述至少一个操作元件(4)、期望荷电状态(SOC-W)以及当前荷电状态(SOC)控制电驱动装置和内燃机。
7.根据上一权利要求所述的装置，其特征在于，设有另一操作元件(3)用于由驾驶员配置所述期望荷电状态(SOC-W)，并且所述另一操作元件与所述控制单元(5)连接。
8.机动车，带有用于根据上述权利要求之一实现的装置。
9.电子控制单元(5)，用于根据上述权利要求之一所述的装置或用于实施根据上述权利要求之一所述的方法。
10.软件功能模块，用于根据上述权利要求之一所述的装置的电子控制单元(5)，或用于实施根据上述权利要求之一所述的方法。
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