CN117755268A - Method for operating a motor vehicle with a hybrid drive - Google Patents
Method for operating a motor vehicle with a hybrid drive Download PDFInfo
- Publication number
- CN117755268A CN117755268A CN202311236104.8A CN202311236104A CN117755268A CN 117755268 A CN117755268 A CN 117755268A CN 202311236104 A CN202311236104 A CN 202311236104A CN 117755268 A CN117755268 A CN 117755268A
- Authority
- CN
- China
- Prior art keywords
- internal combustion
- combustion engine
- drive
- motor vehicle
- operating
- 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
Links
- 238000000034 method Methods 0.000 title claims abstract description 23
- 238000002485 combustion reaction Methods 0.000 claims description 40
- 238000010438 heat treatment Methods 0.000 claims description 12
- 239000003054 catalyst Substances 0.000 claims description 11
- 238000001816 cooling Methods 0.000 claims description 3
- 238000002347 injection Methods 0.000 claims description 3
- 239000007924 injection Substances 0.000 claims description 3
- 238000002360 preparation method Methods 0.000 claims description 3
- 238000004146 energy storage Methods 0.000 claims 1
- 230000003197 catalytic effect Effects 0.000 description 6
- 239000003344 environmental pollutant Substances 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 231100000719 pollutant Toxicity 0.000 description 3
- 230000001934 delay Effects 0.000 description 2
- 238000010304 firing Methods 0.000 description 2
- 239000003570 air Substances 0.000 description 1
- 239000012080 ambient air Substances 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
Classifications
-
- 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
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
-
- 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
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- 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
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
-
- 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
- B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
-
- 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
- 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
-
- 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
- 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
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
-
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
-
- 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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0802—Temperature of the exhaust gas treatment apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
- F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
Abstract
The invention relates to a method for operating a motor vehicle (10) having a hybrid drive, wherein the motor vehicle (10) has a first drive (12) and a second drive (20) having an electric motor (14), to which an electric energy store (16) is associated, the available energy in the electric energy store (16) and the energy demand for reaching a predetermined destination are determined from predictive data, and the second drive (20) is set accordingly.
Description
Technical Field
The invention relates to a method for operating a motor vehicle having a hybrid drive and to a device for carrying out the method.
Background
A motor vehicle with a hybrid drive, also called a hybrid vehicle, is a vehicle with at least two drives. Typically, a hybrid vehicle is configured as a hybrid electric vehicle, which is driven by at least one electric vehicle and a further energy converter or engine. Such vehicles not only draw energy from an electrical storage (typically a battery or cell), but also from fuel that is additionally carried.
In many cases, an internal combustion engine is provided as a further energy converter, which can be designed in particular for achieving fuel savings, wherein it is conceivable that additional drives, electric drives, are available. In principle, it is sought to use the electric motor as widely as possible in order to reduce, in particular, the pollutant emission values of the motor vehicle.
The catalyst is used to reduce pollutant emissions from internal combustion engines and converts the pollutants into chemically harmless substances. In the operation of an internal combustion engine with a catalytic converter, the temperature of the catalytic converter is an important variable to be monitored. An existing real-time temperature model for the exhaust system can be used to determine the temperature at the respective catalyst of the internal combustion engine. The temperature model may be adapted modularly to the respective configuration of the system and the respective components contained therein. Alternatively or additionally, exhaust gas temperature sensors mounted in series may be used.
During pure electric driving, the cooling behavior of the catalytic converter can be modeled continuously in the respective hybrid vehicle. Thus, the exhaust gas temperature is known to the controller, i.e. related to the engine state, the engine load, the engine speed, the firing angle efficiency and the lambda split setting. Other control variables, such as vehicle speed, ambient temperature or parameters for the delayed injection, are known to the controller and can be taken into consideration.
With the increasing popularity of supported electric drives, it is possible to operate the vehicle also purely electrically and, for example, to shut off the internal combustion engine completely in city driving with low power requirements, i.e. at low speeds. However, it is to be noted here that the catalyst can be cooled by the inflow of cold ambient air during electric driving for a longer period of time even when there is no mass flow through the catalyst when the internal combustion engine is switched off.
In the case of a threshold value below the critical exhaust gas temperature, the internal combustion engine or the electrically operated heating disk (including the secondary air supply) must be switched on again in order to ensure an operating exhaust system and thus to follow the emission target.
In order to minimize the original emissions of the internal combustion engine during the period when the exhaust system has not reached its operating temperature, limitations on the internal combustion engine, such as preheating with an electric heater (including engine start-up delays), catalyst heating in optimized idling (including engine run-out delays), catalyst heating in the internal combustion engine under load requirements, limitations on the available load/speed range, may be activated.
Disclosure of Invention
Against this background, a method having the features of claim 1 and a device according to claim 10 are proposed. Embodiments result from the dependent claims and the description.
The proposed method is used for operating a motor vehicle having a hybrid drive, i.e. a motor vehicle having at least two particularly different drives or drive systems. The motor vehicle has a first drive and a second drive with an electric motor, for example an internal combustion engine, to which an electrical energy store is associated.
The available energy in the electrical storage and the energy demand for reaching the preset destination are determined from the prediction data. For this purpose, in particular, the charge state of a power store, for example a battery, and data of the navigation system can be taken into account, into which the user has entered the destination address.
In one embodiment, the cooling behavior of at least one catalytic converter associated with the internal combustion engine is modeled, in particular during pure operation, so that the exhaust gas temperature can be determined, which is taken into account when setting the internal combustion engine.
The exhaust gas temperature may be obtained based on at least one parameter selected from the group consisting of: the state of the internal combustion engine, the load of the internal combustion engine, the rotational speed of the internal combustion engine, the firing angle efficiency, the Lambda Split setting (Lambda Split Einstellung), the vehicle speed, the ambient temperature, the parameters for the retarded injection.
The setting of the second drive means may mean that the second drive is shut down, shut down or deactivated at least for a certain period of time or even until the destination is reached.
In the case of an internal combustion engine that is to be restarted, standard measures such as preheating with an electric heater (including engine start-up delay), catalyst heating in optimized idling (including engine run-out delay), catalyst heating in an internal combustion engine under load requirements can be taken for the operation preparation of the exhaust gas aftertreatment system.
In the case of determining the electrically effective distance, the delay times required for this purpose, for example the engine start-up delay/drive-out delay, and the electrical heating energy requirement, are taken into account, so that the internal combustion engine can be started without limiting the usability of the vehicle.
The prediction data are, for example, data which describe either directly the destination of the driver or the most probable path and, for example, the power and speed profiles from the navigation data. In principle, the prediction data can be used to describe a possible remaining operating time or a remaining operating route of the motor vehicle on the basis of the energy contained in the electrical storage and the remaining time or the remaining route until the destination is reached.
It is recognized that, starting from a specific point in time, during a driving cycle, the driver can travel in the respective SoC (System-on-Chip) used to his destination purely or at least for a long time purely electrically. Since then, the internal combustion engine is no longer needed, or at least temporarily. The exhaust system can thus also be cooled without having to worry about loss of comfort due to heating measures.
This advanced switching off of the internal combustion engine brings about emissions and/or fuel consumption advantages, since the ICE (ICE: internal CombustionEngine; internal combustion engine) is operated at a lower time when the entire driving cycle is considered than without this measure.
In contrast, in the known method, the internal combustion engine is started, further operated to perform a catalytic heating action, or an electrically heated disk is activated.
Therefore, the above-described prediction data is used to identify whether the destination can be reached purely or whether the long-time purely electric travel is possible. Based on this information, the operation of the second drive, for example an internal combustion engine, can be set.
The electrical effective distance is determined on the basis of other available prediction data, such as, for example, wheel power (radleisteng), gradient and the state of charge of an electrical storage device, such as, for example, a battery, and it is evaluated whether the destination can be reached purely electrically. In this case, the operating readiness of the exhaust gas aftertreatment system is set, the internal combustion engine is stopped, and if necessary, unnecessary restarting of the burner is prevented. Boundary conditions, such as for example continuous diagnostics or a cab heating requirement (kabineheizbedarf), which require the operation of the internal combustion engine, can be considered.
In case it is necessary to restart the internal combustion engine contrary to the prediction (for example due to a road closure or a route change), standard measures such as preheating with an electric heater (including engine start-up delay), catalyst heating in optimized idling (including engine run-out delay), catalyst heating in the internal combustion engine under load requirements may be taken for operation preparation of the exhaust aftertreatment system.
The described apparatus is designed to perform the proposed method and may be implemented in hardware and/or software. Furthermore, the device can be integrated into a controller of the motor vehicle or be configured as such.
Additional advantages and design aspects of the present invention will be set forth in the description and drawings.
It is to be understood that the features mentioned above and yet to be explained below can be used not only in the respectively described combination but also in other combinations or alone without departing from the scope of the invention.
Drawings
Fig. 1 shows a schematic representation of a motor vehicle with an embodiment of an apparatus for carrying out the method;
fig. 2 shows a possible flow of the proposed method in a flow chart.
Detailed Description
The invention is schematically illustrated in the drawings by means of embodiments and is described in detail below with reference to the drawings.
Fig. 1 shows a motor vehicle, indicated generally by the reference numeral 10, in a greatly simplified schematic illustration. In this motor vehicle 10, a first drive 12 having an electric motor 14 and an associated electrical storage device 16 and a second drive 20 having an internal combustion engine 22, in which a catalytic converter 24 is arranged, and a fuel tank 26 are provided.
Furthermore, the figure shows a navigation system 30 into which the driver inputs a description about the destination address and, if necessary, route specifications, and which can acquire a route to the destination. In principle, the input can also be made in other ways, for example by directly inputting the travel path length, from which the travel duration or travel path can be calculated.
Furthermore, an apparatus is shown in the figures, generally indicated by reference numeral 40. The device 40 (which is configured, for example, as a controller of the motor vehicle 10) detects prediction data which can be used to obtain the energy surplus demand and the energy surplus availability for reaching the predetermined destination, taking into account the state of charge of the energy store 16. The internal combustion engine 20 is set up accordingly, i.e. for example, the internal combustion engine is shut down.
Fig. 2 shows a possible flow of the proposed method in a flow chart. In a first step 50, the driving is started, wherein the destination is entered into the navigation device by the driver at the start. In a next step 52, the device for executing the method detects predictive data relating to the remaining run time or the remaining route and the available energy in the electrical storage, and then determines when pure electric drive is possible. If this point in time or position is reached, the internal combustion engine is shut down in a next step 54.
Claims (10)
1. A method for operating a motor vehicle (10) having a hybrid drive, wherein the motor vehicle (10) has a first drive (12) and a second drive (20) having an electric motor (14), to which an electric energy store (16) is associated, the available energy in the electric energy store (16) and the energy demand for reaching a predetermined destination are determined from predictive data, and the second drive (20) is set accordingly.
2. The method according to claim 1, wherein the second drive device (20) has an internal combustion engine (22).
3. Method according to claim 2, wherein the cooling characteristics of at least one catalyst (24) associated with the internal combustion engine (22) are modeled so that an exhaust gas temperature can be obtained, which is taken into account when tuning the internal combustion engine (22).
4. A method according to claim 3, wherein the exhaust gas temperature is obtained from at least one parameter selected from the group consisting of: the state of the internal combustion engine (22), the load of the internal combustion engine (22), the rotational speed of the internal combustion engine (22), the ignition angle efficiency, the lambda split setting, the vehicle speed, the ambient temperature, the parameters for the retarded injection.
5. Method according to any one of claims 1 to 4, wherein the second drive means (2) is shut down at least for a certain period of time.
6. The method according to claim 5, wherein in case a shut-down internal combustion engine (22) needs to be restarted, standard measures are taken for the operation preparation of the exhaust gas aftertreatment system.
7. The method of any of claims 1 to 6, wherein the prediction data is selected from the group consisting of: wheel power, grade and state of charge of an electrical energy storage (16).
8. The method according to any one of claims 1 to 7, wherein further boundary conditions are taken into account.
9. The method of claim 8, wherein the boundary condition relates to a continuous diagnostic and/or cab heating requirement that requires operation of the internal combustion engine (22).
10. Device for operating a motor vehicle (10) having a hybrid drive, wherein the device (40) is designed for carrying out the method according to any one of claims 1 to 9.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102022210032.8A DE102022210032A1 (en) | 2022-09-23 | 2022-09-23 | Method for operating a motor vehicle with a hybrid drive |
| DE102022210032.8 | 2022-09-23 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117755268A true CN117755268A (en) | 2024-03-26 |
Family
ID=90140274
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311236104.8A Pending CN117755268A (en) | 2022-09-23 | 2023-09-22 | Method for operating a motor vehicle with a hybrid drive |
Country Status (3)
| Country | Link |
|---|---|
| KR (1) | KR20240041832A (en) |
| CN (1) | CN117755268A (en) |
| DE (1) | DE102022210032A1 (en) |
-
2022
- 2022-09-23 DE DE102022210032.8A patent/DE102022210032A1/en active Pending
-
2023
- 2023-09-20 KR KR1020230125324A patent/KR20240041832A/en unknown
- 2023-09-22 CN CN202311236104.8A patent/CN117755268A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| DE102022210032A1 (en) | 2024-03-28 |
| KR20240041832A (en) | 2024-04-01 |
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