DE102010055282A1 - Method for controlling hybrid drive of vehicle, involves operating hybrid drive having combustion engine and electric motor within brake drive as generator and storing electricity in energy storage - Google Patents

Abstract

The method involves operating hybrid drive having a combustion engine and an electric motor within brake drive as generator and storing electricity in energy storage. The charge of the energy storage in dependence of a recognized or prognosticated traffic conditions resulting from a control or regulation of a mode of operation of the vehicle, which has functions of the combustion engine, is stopped.

Description

The invention relates to a method for controlling a hybrid drive of a vehicle according to the preamble of patent claim 1.

In the published patent application DE 10 2006 045 824 A1 is a method for boost behavior (10-20% faster acceleration) of a hybrid vehicle described by a present operating situation.

In the published patent application DE 10 2007 033 720 A1 For example, a method for improving fuel economy by estimating states of the drive motors (temperature, current, voltage) is described.

In the published patent application DE 198 07 291 A1 is a determination of predetermined operating modes of a hybrid drive through the respective traffic environment (city, highway, traffic jams, etc.) and a timely drive change and driving recommendation for starting an electric petrol station described.

In the published patent application DE 101 49 905 B4 is described a control system for a hybrid electric vehicle, which anticipates the power demand from speed and accelerator pedal position.

In the published patent application DE 10 2007 016 109 A1 For example, a method for estimating the system performance at two power sources (hybrid) in consideration of the driver power command is described.

In the prior art is by additional information (driver request, traffic environment, assessments of the drive, operating situation) on the configuration of the hybrid drive and the "mix" and selection between z. B. gasoline engine and electric drive influence.

The publication DE 100 51 777 A1 describes the patterns occurring in expressway traffic and their dynamic autonomous vehicle traffic forecast based on temporal-spatial hydrograph patterns.

The publication DE 100 57 796 A1 describes a vehicle-specific traffic condition forecast using communication between the vehicles with each other without a more advanced infrastructure such. B. a computer center. Currently detected traffic condition parameters are used for the best possible prognosis.

The publication DE 10 2004 041 851 A1 discloses an on-board detection of objects in the vicinity of a vehicle in its own lane and on adjacent lanes for a subsequent prognosis of traffic parameters for each lane so as not to leave the choice of the correct lane to the intuition of the driver.

The published patent application 199 44 075 C2 describes an off-board monitoring of the traffic condition in a traffic network with bottlenecks. Thereafter, it is known for the qualitative description of the traffic condition to divide this into different phases, eg. For example, in a "free traffic" phase where faster vehicles can easily pass, a phase of "synchronized traffic" where there are few opportunities to overtake, but where traffic is still high, and a "wide traffic jam" phase, in which the vehicles are almost stationary and also the traffic strength drops to very low values.

In the DE 10 2008 061 512 a method for controlling a hybrid drive of a vehicle is described, wherein the hybrid drive comprises at least one internal combustion engine and an electric motor which is operated in braking mode as a generator and stores electrical energy in an energy storage and is used in the drive operation for the vehicle drive, wherein the functions of the internal combustion engine and the electric motor are controlled by means of a control unit. In this case, the control of the functions of the internal combustion engine and of the electric motor is carried out as a function of a detected traffic situation and / or of map information.

BS Kerner, "The Physics of Traffic", Springer, Berlin, 2004 , draws up a three-phase theory of traffic that allows us to identify, classify, and predict the possible traffic patterns at effective bottlenecks. Also based on this theory is a method called ASDA / PHOTO for the detection and prediction of traffic conditions, which can be used for traffic forecasts on highways, dynamic dynamics analysis and tracking of synchronized traffic.

BS Kerner, SL Klenov, A. Hiller, "Criterion for traffic phases in single vehicle data and empirical test of a microscopic three-phase traffic theory", J. Phys. A: Math Gen 39, p. 2001-2020 (2006) , and BS Kerner, SL Klenov, A. Hiller, H. Rehborn, "Microscopic features of moving traffic jams", Physical Review E 73, 046107 (2006) , propose a microscopic criterion for determining the traffic phases in dense traffic and examine it on the basis of empirical measurement data.

The invention has for its object to provide an improved method for controlling a hybrid drive of a vehicle.

The object is achieved by the features specified in claim 1.

Advantageous developments of the invention are the subject of the dependent claims.

In the method for controlling a hybrid drive of a vehicle, wherein the hybrid drive comprises at least one internal combustion engine and an electric motor which is operated as a generator during braking operation and electrical energy stored in an energy storage and is used in the drive operation for the vehicle drive, wherein functions of the internal combustion engine and the electric motor be controlled by a control unit, a resulting from a control and / or regulation of an operating mode of the vehicle, which includes functions of the internal combustion engine, the electric motor and / or the energy storage, resulting state of charge of the energy storage in dependence of a detected and / or a predicted traffic situation is set.

This makes possible a particularly energy-efficient control of a hybrid drive, in particular the control and / or regulation of the state of charge of the energy store as a function of the current and / or expected traffic situation.

Thus, a charging of the energy storage and / or the control and / or regulation of the state of charge of the energy storage can be advantageously carried out on the basis of a detected and / or a predicted traffic situation.

Embodiments of the invention will be explained in more detail with reference to drawings.

Showing:

1 schematically possible traffic situations according to the three-phase theory of traffic,

2 schematically a speed profile of the speed of the vehicle along a time in a transition from the free traffic to a moving wide traffic jam.

3 FIG. 2 schematically shows a velocity profile of the speed of the vehicle along a time during a transition from free traffic to synchronized traffic, FIG.

4 FIG. 2 schematically shows a velocity profile of the speed of the vehicle along a time during a transition from free traffic to synchronized traffic, FIG.

5 schematically a speed profile of the speed of the vehicle along a time in a transition from free traffic to a moving wide jam in the form of a mega boom and

6 schematically a speed profile of the speed of the vehicle along a time when a detected, detected or predicted traffic situation occurs.

Corresponding parts are provided in all figures with the same reference numerals.

In the method for controlling a hybrid drive of a vehicle, means for detecting the traffic situation are provided in the vehicle, which is designed as a hybrid vehicle with an internal combustion engine, an electric motor and an energy store. These means can, for example, a locating unit, information of a driver assistance system, eg. B. a distance control, a digital road map, a communication unit and / or a receiver for RDS / TMC messages include.

By means of at least one or more of these means for detecting the traffic situation, a conventional traffic condition detection is realized in the vehicle, as in the non-prepublished German patent application with the file reference 102008003039.2 is described, the contents of which are incorporated herein by reference. This traffic condition detection is used for decision support in a controller of the hybrid drive.

Furthermore, by means of additional or alternative means for detecting the traffic situation, RDS / TMC messages from radio stations can be used to detect the traffic situation.

The communication unit may communicate with automatic traffic monitoring devices and / or with stationary automatic traffic control devices and / or with other traffic sensing vehicles.

The means described for detecting the traffic situation can each be applied individually, in parallel, but independently of each other, cooperatively and / or in addition to each other.

The results of the detection of the traffic situation can be utilized in the vehicle itself and / or to a traffic infrastructure facility such. As a traffic control center or other vehicles are transmitted.

The use of the results of the detection of the traffic situation in the vehicle itself is carried out in a control unit which controls the functions of the internal combustion engine, of the electric motor and of the energy store as a function of a detected traffic situation.

In 1 schematically possible traffic situations according to the conventional three-phase theory of traffic are shown. The three phases of transport are "free traffic" 1 , "Synchronized traffic" 2 and "moving wide traffic jam" 3 , These traffic situations are determined and / or recorded in the vehicle by means of the communication unit. In this case, this communication unit can be arranged integrated in a conventional engine control unit or in a conventional navigation device. "Synchronized Traffic" 2 and "moving wide traffic jam" 3 belong to the congested traffic caused by a collapse of "free traffic" 1 arises.

In "synchronized traffic" 2 and in the "moving wide traffic jam" 3 a number of different individual traffic situations are possible.

In the traffic phase "free traffic" 1 is a largely free choice of speed and lane possible. In this traffic phase is a free choice of an operating mode of the vehicle, which includes functions of the internal combustion engine, the electric motor and / or the energy storage allows, so that a resulting state of charge of the energy storage can be influenced.

The traffic phase "synchronized traffic" 2 is subdivided into the following individual traffic conditions: "almost homogeneous synchronized traffic"("Homogeneous Synchronized Flow") 4 , "Pinch region"("pinchregion") 5 and "Narrow Moving Jam" 6 ,

In the traffic condition "almost homogeneous synchronized traffic" 4 In the traffic phase "synchronized traffic" there is a high uniform vehicle density and the speed of the vehicles is between 20 km / h and 70 km / h. Due to the increased traffic, it is difficult to change the lane freely. The movements of the vehicles are bound together and dependent on each other.

In traffic condition "pinch region" 5 In the traffic phase "synchronized traffic" there is very dense synchronized traffic with speeds below 40 km / h.

In traffic condition "limited moving traffic jam" 6 In the traffic phase "synchronized traffic" there are short periods of standstill and journeys with speeds below 40 km / h.

The traffic phase "moving wide traffic jam" 3 is subdivided into the following individual traffic conditions: "Interruption of traffic flow" 7 ("Flow Interruption Interval") and "moving blanks" 8th ("Moving Blanks").

The traffic condition "interruption of traffic flow" 7 The traffic phase "moving wide traffic jam" is characterized by periods of extended standstill of the vehicle or a journey with speeds up to 3 km / h. The vehicles often come to a complete stop or move very slowly. The duration of this traffic phase is between 20 seconds and 4 minutes.

Traffic status "moving blanks" 8th The traffic phase "moving wide traffic jam" is characterized by short periods at a speed of up to 30 km / h.

In the traffic phase "moving wide traffic jam" 3 can be between a conventional "moving wide traffic jam" 3 and a "Megastau"("Mega-Jam") are distinguished. The time duration of the creep of a vehicle is characterized by a "moving wide traffic jam" 3 usually 1-3 min. For example, it may happen due to an accident that the duration of the creep of a vehicle lasts more than 3 minutes and the vehicle is affected by a "moving wide traffic jam". 3 has to crawl. In this case, this "moving wide jam" 3 referred to as "Megastau". Exceeds the width and duration of a "moving wide jam" 3 a specifiable measure, it is thus a "mega-storm". Such a "mega-boom" occurs when z. B. the downstream traffic flow from a "moving wide traffic jam" 3 obstructed, so that this is as low as within the "moving wide traffic jam" 3 is. Here are merging several of these "moving wide traffic jams" 3 to a big coherent "Megastau". Such a "mega-storm" can persist over a period of several hours.

From these relationships concrete recommendations for a hybrid engine control unit for charging the electrical energy storage are derived by means of the method according to the invention. Here, a decision on charging the electrical energy storage based on the state of charge by a recognized and / or predicted traffic situation made.

The method can be integrated directly in the hybrid engine control unit as a program flow. Alternatively, the method may be designed as a program sequence in a conventional navigation device. In this case, based on a temporal speed signal, a conventional traffic phase detection is carried out, based on these detected, determined and / or predicted traffic phases, an operating mode of the hybrid vehicle, which includes functions of the internal combustion engine, the electric motor and / or the electric energy storage, and a resulting state of charge of the electric Energy storage is determined.

In this case, a recommendation for action is issued to the hybrid engine control unit of the hybrid drive for all phase and state transitions between the individual traffic phases or traffic conditions in individual traffic phases. It can be issued as a recommended action a purely electric drive, an internal combustion engine ride without charging the energy storage and an internal combustion engine drive with charging the energy storage.

In an advantageous embodiment, the traffic phase recognition can be combined with traffic state information determined outside the vehicle, for example RDS / TMC messages from radio stations.

In a further advantageous embodiment, a steering wheel angle of the vehicle is evaluated and combined with transmitted, identified and / or determined information for detecting a traffic situation. For example, can be closed on a highway driving on the basis of a small steering wheel angle.

For example, a state of charge of the electrical energy storage is increased when a slow ride is expected. Typically, this slow ride occurs in one of these "moving wide traffic jams" 3 or "Megastau" on highways.

During the "moving wide traffic jam" 3 or the "mega-boom" it is possible to increase the state of charge of the hybrid drive at higher speeds, and then at lower speeds within the "moving wide traffic jam" 3 or the "megastast" again to drive electrically.

In a transition from the traffic phase "free traffic" 1 to "synchronized traffic" 2 the state of charge of the electric energy storage can be increased because a future "wide traffic jam" 3 or a "megastube" with a high proportion of low-speed electric travel can often be expected.

In particular, during a "megastast" it may be necessary to increase the state of charge of the electrical energy storage.

If a conventional Staufrontenwarnverfahren in the vehicle feasible, the state of charge of the electrical energy storage can be increased in a parameterizable and / or predetermined temporal and / or spatial distance to detected and / or determined Staufront because a slow electric ride is expected.

Is a change in the traffic phase "free traffic" in the vehicle? 1 known or predicted, can in a parameterizable and / or predeterminable distance, z. 2 km, from the place of this change in the traffic phase "free movement" 1 the state of charge of the electrical energy storage can be increased.

If, for example, a congestion or stagnant traffic in front of the vehicle is predicted in a RDS / TMC message from a radio station, it is possible in a parameterizable and / or spatial distance, eg. B. 5 km, despite the spatial and temporal imprecision of this RDS / TMC message, the state of charge of the electrical energy storage can be increased because a slow electric travel is likely.

In a particularly advantageous embodiment, the control of the functions of the internal combustion engine, the electric motor and / or the energy storage is displayed to the driver in a way that visually represents a relationship between current traffic situation and operating mode of the vehicle. In this case, an imminent change of the drive type and a duration of the respective drive type due to transmitted, identified and / or determined information for detecting a traffic situation are indicated to the driver in particular. The driver will be shown how long an electric journey can take a maximum and why, within a longer jammed traffic phase, "synchronized traffic" 2 or "moving wide traffic jam" 3 , the internal combustion engine must be operated to increase the state of charge of the electrical energy storage, although due to the low speed, an electric drive would have been expected by the driver.

In 2 is a schematic of a velocity profile of the velocity v of the vehicle along a time t at a transition from "free traffic" 1 to a "moving wide traffic jam" 3 shown. It hits the vehicle, which is in "free traffic" 1 moved to a "moving wide traffic jam" 3 , The "moving wide traffic jam" 3 lies first as "interruption of traffic flow" 7 and later as "moving blanks" 8th in front. It is preferably in the traffic state "interruption of traffic flow" 7 the state of charge of the electrical energy store is increased in order to avoid "moving blanks" in the traffic state 8th to be able to drive electrically.

In 3 is schematically the velocity profile of the velocity v of the vehicle along the time t at a transition from "free traffic" 1 to "synchronized traffic" 2 shown. It hits the vehicle, which is in "free traffic" 1 moved to the "synchronized traffic" 2 , The "synchronized traffic" 2 lies first as "almost homogeneous synchronized traffic" 4 and later as a "pinch region" 5 in front. Preferably, in the traffic state, "almost homogeneous synchronized traffic" 4 the state of charge of the electric energy storage increases to the traffic condition "pinch region" 5 to be able to drive electrically.

In 4 is schematically the velocity profile of the velocity v of the vehicle along the time t at a transition from "free traffic" 1 to "synchronized traffic" 2 shown. It hits the vehicle, which is in "free traffic" 1 moved to the "synchronized traffic" 2 , The "synchronized traffic" 2 lies first as "almost homogeneous synchronized traffic" 4 and later as a "limited moving traffic jam" 6 in front. Preferably, in the traffic state, "almost homogeneous synchronized traffic" 4 the state of charge of the electric energy storage increases in the traffic condition "limited moving traffic jam" 6 to be able to drive electrically.

In 5 is a schematic of a velocity profile of the velocity v of the vehicle along a time t at a transition from "free traffic" 1 to a "moving wide traffic jam" 3 shown. It hits the vehicle, which is in "free traffic" 1 moved to a "moving wide traffic jam" 3 , The "moving wide traffic jam" 3 is present as a mega-storm. In this case, the state of charge of the electrical energy store is preferably increased in each traffic phase.

In 6 schematically is the velocity profile of the speed v of the vehicle along the time t when a detected, detected or predicted traffic situation occurs 9 shown. In this case, a predefinable time period A is marked, which corresponds to a travel distance covered by the vehicle during this time period A. At the beginning of the period A, and thus at a predefinable distance to the determined, detected or predicted traffic situation 9 , For example, a traffic jam, the state of charge of the electrical energy storage is increased.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102006045824 A1 [0002]
• DE 102007033720 A1 [0003]
• DE 19807291 A1 [0004]
• DE 10149905 B4 [0005]
• DE 102007016109 A1 [0006]
• DE 10051777 A1 [0008]
• DE 10057796 A1 [0009]
• DE 102004041851 A1 [0010]
• DE 102008061512 [0012]
• DE 102008003039 [0031]

Cited non-patent literature

• BS Kerner, "The Physics of Traffic", Springer, Berlin, 2004 [0013]
• BS Kerner, SL Klenov, A. Hiller, "Criterion for traffic phases in single vehicle data and empirical test of a microscopic three-phase traffic theory", J. Phys. A: Math Gen 39, p. 2001-2020 (2006) [0014]
• BS Kerner, SL Klenov, A. Hiller, H. Rehborn, "Microscopic features of moving traffic jams", Physical Review E 73, 046107 (2006) [0014]

Claims (5)

A method for controlling a hybrid drive of a vehicle, wherein the hybrid drive comprises at least one internal combustion engine and an electric motor which is operated as a generator in braking mode and stores electrical energy in an energy storage and is used in the drive operation for the vehicle drive, wherein functions of the internal combustion engine and the electric motor means be controlled by a control unit, characterized in that a from a control and / or regulation of an operating mode of the vehicle, which includes functions of the internal combustion engine, the electric motor and / or the energy storage, resulting state of charge of the energy storage in response to a detected and / or a predicted traffic situation is set. A method according to claim 1, characterized in that the control of the functions of the internal combustion engine, the electric motor and / or the energy storage is displayed to the driver in a manner that visually represents a relationship between current traffic situation and operating mode of the vehicle. A method according to claim 1 or 2, characterized in that an imminent change of the drive and a time duration of the respective drive due to transmitted, identified and / or determined information for detecting a traffic situation to the driver is displayed. Method according to one of the preceding claims, characterized in that the control of the operating mode of the vehicle as a function of a previously detected traffic situation is predictive. Method according to one of the preceding claims, characterized in that a steering wheel angle is evaluated and combined with transmitted, identified and / or determined information for detecting a traffic situation.

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