DE102016116673A1 - Method and system for controlling a hybrid vehicle - Google Patents

Abstract

A method of controlling a hybrid vehicle, comprising the steps of: (A) monitoring values and directions of lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle by means of a controller; (b) determining, by means of the controller, at which vehicle operating conditions the hybrid drive can operate in regenerative mode, the decision based at least in part on the values and directions for lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle; and (c) instructions to the hybrid drive to receive the regenerative operation via the controller when the hybrid vehicle is operating in a particular mode. The vehicle operating conditions depend at least in part on the operator commands and the current state of charge SOC of the energy storage system.

Description

TECHNICAL AREA

The present disclosure relates to methods and systems for controlling hybrid vehicles and drives.

BACKGROUND

Hybrid vehicle drives have internal combustion engines and electric motors / generators. Electric motors / generators are powered by high voltage energy storage systems with electric current. Under certain circumstances, the electric motor / generator operates as a generator and injects electrical energy into the high voltage energy storage system.

SUMMARY

The present disclosure describes hybrid powertrains that utilize regenerative controls and methods of recovering electrical energy to charge a high voltage energy storage system based on operator commands, the current state of charge (SOC) of the high voltage energy storage system, and vehicle dynamics conditions. By employing the regenerative control method disclosed herein, the hybrid drive can maximize energy recovery within the electrical system in power-oriented and non-performance hybrid vehicles. For this, the method disclosed here enables the hybrid vehicle and the hybrid drive to operate in a regenerative mode under different dynamic vehicle conditions.

The hybrid drive disclosed herein is part of a hybrid vehicle and includes an energy storage system, a powertrain, an internal combustion engine coupled to (or disconnected from) the powertrain, and an electric motor connected to the energy storage system. The present disclosure also describes methods of controlling hybrid vehicles to control when the hybrid drive is operating in the regenerative state. When the hybrid drive is operating in the regenerative state, torque from the driveline (or other rotating vehicle component) is directed to the electric motor, which as a generator converts the kinetic energy of the powertrain (or other rotating vehicle component) into electrical energy and feeds it into the energy storage system.

In one embodiment of the method disclosed here, this also includes the monitoring of the vehicle dynamic state by a control unit. For example, the controller may monitor values and directions of longitudinal acceleration, longitudinal deceleration, lateral acceleration, and lateral deceleration of a hybrid vehicle. In this method, other signals can be monitored, for. As yaw rate, wheel speed, vehicle speed, etc. The method can also determine the operating conditions under which the hybrid drive can operate in the regenerative mode on the basis of the driving dynamics state. The vehicle dynamic state includes, but is not limited to, values and directions of lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle. The method also includes the instruction from the controller to the hybrid drive to operate in the regenerative state upon detection of the appropriate vehicle operating conditions. The vehicle operating conditions depend at least in part on the operator commands and the current state of charge SOC of the energy storage system.

The above features and advantages as well as other features and advantages of the present teachings will be readily apparent from the following detailed description of the best modes for practicing the teachings when taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

1 shows a schematic representation of a vehicle according to an embodiment of the present disclosure;

2 FIG. 4 is a flow chart of a method of controlling the hybrid vehicle. FIG 1 ; and

3 In a schematic representation of a friction circle graphically illustrates for illustration the traction of a tire of the hybrid vehicle 1 ,

DETAILED DESCRIPTION

With reference to the drawings, in which the drawings are only illustrative of particular embodiments, which is not to be construed as limiting thereof, FIG 1 schematically a hybrid vehicle 100 that is a hybrid drive 20 that involves a powertrain 60 is connected and through a tax system 10 is controlled. Like reference numerals refer to like elements throughout the description. The hybrid drive 20 is illustrated and the concepts described herein are applicable to other similarly constructed drive systems.

The powertrain 60 includes a first axle (or rear axle) 62 and a second axle (or front axle) 64 , Each of the axes 62 and 64 can be mechanical with at least one tire / wheel assembly 66 coupled, or be separated from this. Each tire / wheel assembly 66 includes a tire 68 responsible for contact with the road surface. In the illustrated embodiment, the first axis 62 mechanically with two rear tire / wheel assemblies 66 , and the second axis 64 is mechanical with two front tire / wheel assemblies 66 coupled. The first axis 62 is mechanical from the second axis 64 decoupled. Therefore, the first axis 62 and the second axis 64 be controlled independently of each other. Accordingly, the hybrid vehicle 100 a four-wheel drive vehicle (AWD).

The hybrid drive 20 has several torque generating devices, including an internal combustion engine 40 and at least one electric motor 35 , In operation, the internal combustion engine 40 Fuels, such as. For example, burn gasoline to the hybrid vehicle 100 drive. The internal combustion engine 40 For example, it may be a multi-cylinder internal combustion engine that develops torque from fuel in a thermodynamic combustion process. The internal combustion engine 40 can torque over a gearbox 50 to the first axis 62 of the drive train 60 submit. In the illustrated embodiment, the hybrid drive has 20 a starter-generator-system (BAS) 39 that mechanically with the internal combustion engine 40 connected is. The BAS system is electrically powered and can drive the internal combustion engine 40 start.

In the illustrated embodiment, the electric motor 35 mechanically with the second axis 64 of the hybrid vehicle 100 connected and from the first axis 62 and the internal combustion engine 40 decoupled. In this embodiment, there is a torque transfer between the first axis 62 and the front axle 64 of the hybrid vehicle 100 just by the street instead. The concepts described herein can be applied to any suitable drive configuration that is powered by an internal combustion engine 40 and an electric motor 35 features.

The electric motor 35 may be a multi-phase high voltage model designed to operate as a motor or generator. During engine operation, the electric motor converts 35 stored electric energy into kinetic energy (eg torque). In generator mode, the electric motor converts 35 kinetic energy (such as torque) into electrical energy, then in a high-voltage energy storage system 25 can be stored (eg battery or battery pack). The battery 25 can be without limitation any high-voltage energy storage, z. As a multi-cell lithium-ion unit, an ultra-capacitor, or other suitable device. To the monitored parameters of the battery 25 include the state of charge (SOC), the temperature and others. In the illustrated embodiment, the hybrid vehicle has 100 also an operative to the energy storage system 25 coupled SOC sensor 37 , The SOC sensor 37 can the state of charge (SOC) of the energy storage system 25 measure and monitor. The electric motor 35 can be part of an eAWD unit 41 be which the second axis 64 with electrical energy from the energy storage system 25 drives. The hybrid vehicle 100 can also be a vehicle power supply module (APM) 42 have to supply the voltage between the high voltage and low voltage DC bus of the hybrid vehicle 100 to ensure, and an additional on-board supply 43 to electrical power for a low voltage system 45 to deliver the vehicle, for. For power windows, AC fans, seats and other devices.

In one embodiment, the battery 25 for charging via an on-board charger, be electrically connected to a remote, external power source when the hybrid vehicle 100 is turned off. The energy storage system 25 is electrically via a high voltage DC bus with an inverter module 32 connected to high-voltage direct current via 3-phase conductor to the electric motor 35 to deliver in response to control signals that originated in a control system 10 to have. The electric motor 35 has a rotor and a stator and is electrically powered by the inverter module 32 and the high voltage bus with the energy storage system 25 connected. The inverter module 32 is equipped with suitable control circuits, including power transistors, such. IGBTs for converting high voltage direct current into high voltage alternating current, and for converting high voltage alternating current into high voltage direct current. The inverter module 32 may employ PWB control for the IGBTs to store stored DC power from the high voltage energy storage system 25 in alternating current for the electric motor 35 convert it to produce torque. Similarly, the inverter module transforms 32 mechanical power acting on the electric motor 35 has been transferred to direct current, so that the energy gained as part of the regenerative control strategy in the energy storage system 25 can be fed. The inverter module 32 receives engine control commands and controls the inverter states to provide the motor drive and regenerative braking functionality.

The gear 50 can be designed as a multi-step transmission with one or more differential gear sets and activatable couplings, via a from a plurality of fixed gears within a range of speed ratios, the torque is transmitted. It is assumed that the gearbox 50 an automatic transmission that switches automatically between the different gears. Alternatively, the gearbox 50 a continuously variable transmission, or other suitable transmission.

The control 12 of the tax system 10 is signal-wise to the user interface 14 tethered. In the present disclosure, the control unit has 12 at least one processor 13 with at least one associated nonvolatile memory 15 and may be signals from vehicle sensors such. B. the SOC sensor 37 receive. The terms control, control module, module, controller, control unit, processor and similar terms refer to one or more combinations consisting of application specific integrated circuits (ASICs), electronic circuits, central processing units such. As microprocessors and associated with these non-volatile memories 15 in the form of memories and storage devices (ROM, PROM, NVRAM, hard disk, etc.). The non-volatile memory 15 may store machine-readable instructions in the form of one or more software or firmware programs, routines, combinational logic circuits, input / output circuits and devices, signal conditioning and buffer circuits, and other components that may be accessed by one or more processor (s). can be accessed to provide the described functionality. An input / output circuit (s) and devices include analog-to-digital converters and related devices that monitor inputs from sensors, such inputs being monitored at a given sampling frequency or in response to a triggering event. Software, firmware, programs, instructions, control routines, code, algorithms, and similar terms refer to any control-executable instruction sets, such as calibrations and look-up tables. Each controller performs for the desired functions control routine (s), such as. Monitoring of the inputs of sensor devices and other networked controllers and the execution of control and diagnostic routines for controlling actuation of actuators. Routines may be executed at regular intervals, for example, every 100 milliseconds, 3.125, 6.25, 12.5, 25, and 100 milliseconds during ongoing engine and vehicle operation. Alternatively, routines may be executed in response to a triggering event. Communication between controllers and between controllers, actuators and / or sensors may be accomplished via direct cabling, bus-based network communication, wireless connections, a Serial Peripheral Interface (SPI) or any other suitable communication link. Communication content involves exchanging data signals in any suitable manner. These include, but are not limited to, e.g. As well as electrical signals via a conductive medium, electromagnetic signals via the air, optical signals via optical fibers and the like. Data signals may include, among other things, signals representing inputs from sensors, signals representing actuator commands, and communication signals between controllers.

The SOC sensor 37 communicates electrically with the control unit 12 and thus can provide a signal to the current SOC of the energy storage system 25 to the control unit 12 Report. The hybrid vehicle 100 can also have at least one inertial sensor 119 , z. For example, an accelerometer or an inertial measurement unit for measuring and monitoring the value and direction of the lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle 100 to have. The SOC sensor 37 may generate a signal that includes vehicle acceleration (ie, value and direction). The control 12 can from the SOC sensor 37 , the inertial sensor 119 and other sensors receive signals. The control 12 communicates with the inverter module 32 , the internal combustion engine 40 and the electric motor 35 for monitoring the operation and control of processes. This happens directly or via a communication bus.

The operator interface 14 of the hybrid vehicle 100 has a variety of human-machine interfaces through which the driver uses the hybrid vehicle 100 operated, z. B. an ignition switch that allows the driver, the engine engine 40 an accelerator pedal, a brake pedal, a gear selector lever (PRNDL), a steering wheel and a lighting switch. There is also an input device 17 , z. As a touch screen, switches and all other suitable controls with which inputs can be received by the driver. In the illustrated embodiment, the driver may select the operating mode of the vehicle through the input device 17 choose. For example, it can choose between Fast Charge, Discharge, or Track modes, as described below. The accelerator pedal provides an accelerator position signal input representative of a vehicle acceleration operator request, the brake pedal provides a brake pedal position signal input representative of an operator request for vehicle deceleration. The steering wheel provides lateral acceleration data of the hybrid vehicle 100 , The gear selector signalizes the direction of the driver's intended movement of the vehicle, it provides the driver with a manageable number of settings available.

hybrid drive 20 and hybrid vehicle 100 can also work in the trickle mode. In the charge retention mode, the hybrid drive applies 20 the energy to move the hybrid vehicle 100 wholly or mostly from the internal combustion engine 40 , Therefore, in the energy storage system 25 contained electrical energy degraded only slightly, if the hybrid drive 20 in charge retention mode. In the discharge mode, the hybrid drive refers 20 the energy to move the hybrid vehicle 100 entirely or mostly from the electric motor 35 , Therefore, in the energy storage system 25 contained electrical energy dissipated when the hybrid drive 20 works in discharge mode. In hybrid mode, the hybrid drive applies 20 the energy to move the hybrid vehicle 100 from the combustion engine 40 and the electric motor 35 ,

Regarding 3 and 4 is the controller 12 especially for the execution of the method disclosed here 200 programmed to maximize energy regeneration in the energy storage system 25 in performance-oriented hybrid vehicles 100 or vehicles without performance orientation. For this purpose, the method disclosed here allows 200 the hybrid vehicle 100 and the hybrid drive 20 to work regeneratively in different dynamic driving areas, see 3 , The dynamic driving areas in 3 are also referred to as vehicle operating conditions. When the hybrid drive 20 working in the regenerative state, is torque from the powertrain 60 (For example, the front wheel assembly 66 in conjunction with the second axis 64 ) to the electric motor 35 passed, the electric motor 35 acting as a generator, the kinetic energy (the torque) from the drive train 60 convert into electrical energy. In addition, in the regenerative operation of the hybrid drive 20 that of the electric motor 35 generated electrical energy in the energy storage system 25 fed.

Will the hybrid vehicle 100 sporty and / or driven like on a racetrack, so can the energy consumption of the electric motor 35 exceed the possible charging power under conventional driving conditions. It is therefore desirable to maximize the driving dynamics ranges (ie, the vehicle operating conditions) in which the hybrid drive 20 in regenerative operation the SOC in the energy storage system 25 at a predefined setpoint, or can increase. The predefined SOC setpoint of the energy storage system 25 could for example be fifty percent. Will the hybrid vehicle 100 sporty and / or racetrack driven, then the predefined SOC setpoint of the energy storage system 25 higher (eg, seventy percent) compared to a non-sporting and / or race-specific driving style of the hybrid vehicle 100 ,

3 shows in a friction circle (or a friction ellipse) 300 graphically illustrating the dynamic interaction of the tire 68 and the road surface based on vehicle acceleration. Especially, the outer border 302 of the circle 300 shows the maximum traction of the tire 68 based on the lateral and longitudinal acceleration of the hybrid vehicle 100 , In other words, the external border represents 302 of the friction circle 300 the limit of adhesion between the road surface and the tire 68 depending on lateral and longitudinal acceleration, as well as the longitudinal deceleration of the hybrid vehicle 100 dar. The first (vertical) 304 shows vehicle longitudinal acceleration and vehicle deceleration. Positive values on the axis 304 stand for longitudinal acceleration, negative values on the axis 304 for longitudinal deceleration. The second (horizontal) axis 306. stands for lateral acceleration. In the illustrated friction circle 300 are negative values of the lateral acceleration for acceleration of the hybrid vehicle 100 to the left, positive values of lateral acceleration for acceleration of the hybrid vehicle 100 to the right. At the origin O of the friction circle 300 the vehicle does not accelerate neither laterally nor longitudinally. The top data point 308 stands for maximum longitudinal acceleration, the lowest data point 310 for maximum longitudinal deceleration. The leftmost data point 312 and the very right data point 314 on the outline 302 stand for the maximum lateral acceleration to the left and right.

x

ist eine horizontale Koordinate wie in 3;

y

ist eine vertikale Koordinate wie in 3;

a

ist die maximale seitliche Beschleunigung (z. B. der äußerst linke Datenpunkt 318) eines fahrdynamischen Bereichs;

b

ist die maximale Längsverzögerung (z. B. der unterste Datenpunkt 322) eines fahrdynamischen Bereichs; und

θ

ist ein Rutschwinkel des Fahrzeugs wie in 3 gezeigt.

The friction circle 300 illustrates a variety of driving dynamics areas in which the hybrid vehicle 100 can work in regenerative operation. The driving dynamic ranges are also referred to as vehicle operating conditions. Although the drawings are the circle of friction 300 with four driving dynamics areas, it is assumed that the friction circle 300 can have more as well as less dynamic driving ranges. Dar first dynamic range R1 in the friction circle 300 has an outer boundary (referred to as the first boundary 316 ) and an inner boundary through the horizontal axis 306. is defined. In addition, the first dynamic range R1 contains only the lateral (left and right) acceleration and the longitudinal deceleration, but not the longitudinal acceleration. The leftmost data point 318 of the first dynamic range R1 stands for the maximum purely lateral acceleration (to the left) in the range R1. In one embodiment, the leftmost data point 318 of the first dynamic range R1 account for about twenty percent (20%) of the maximum purely lateral acceleration (represented by the leftmost data point 312 on the outline 302 ). The rightmost data point 320 of the first dynamic range R1 stands for the maximum purely lateral acceleration (to the right) in the range R1. In one Embodiment may be the rightmost data point 320 of the first dynamic range R1 account for approximately twenty percent (20%) of the maximum purely lateral acceleration (represented by the extreme right data point 314 on the outline 302 ). The lowest data point 322 of the first dynamic range R1 stands for the maximum longitudinal delay in the region R1. In one embodiment, the lowest data point 322 of the first dynamic range R1 account for approximately thirty percent (30%) of the maximum longitudinal delay (represented by the lowest data point 310 on the outline 302 ). Depending on the vehicle characteristics, the above data may differ. If the first driving dynamic range R1 has a semi-elliptical shape, then the data points of the curve portion of the first limit 316 be determined by using parametric equations of an ellipse: x = a · cosθ; and y = b · sin θ. in which:

x

is a horizontal coordinate like in 3 ;

y

is a vertical coordinate like in 3 ;

a

is the maximum lateral acceleration (eg the leftmost data point 318 ) of a driving dynamic range;

b

is the maximum longitudinal delay (eg the lowest data point 322 ) of a driving dynamic range; and

θ

is a slip angle of the vehicle as in 3 shown.

The friction circle 300 has still a second driving dynamic range R2, in which the hybrid vehicle 100 can work in regenerative mode, which depends, inter alia, on the current SOC of the energy storage system 25 and the selected operating mode (eg, fast charge, discharge, track) as explained below. The second driving dynamic range R2 in the friction circle 300 has an outer limit (hereinafter referred to as the second limit 324 ) and an inner border, passing through the first boundary 316 of the first dynamic range R1 is defined. In the illustrated embodiment, the second driving dynamic range R2 includes only lateral acceleration (to the left and right) and longitudinal deceleration, but not longitudinal acceleration. The leftmost data point 326 of the second dynamic range R2 stands for the maximum purely lateral acceleration (to the left) in the range R2. In one embodiment, the leftmost data point 326 of the second dynamic range R2 account for approximately fifty percent (50%) of the maximum purely lateral acceleration (represented by the leftmost data point 312 on the outline 302 ). The rightmost data point 328 of the second dynamic range R2 stands for the maximum purely lateral acceleration (to the right) in the range R2. In one embodiment, the very right data point 328 of the second dynamic range R2 account for approximately fifty percent (50%) of the maximum purely lateral acceleration (represented by the leftmost data point 314 on the outline 302 ). The lowest data point 330 of the second dynamic range R2 stands for the maximum longitudinal delay in the range R2. In one embodiment, the lowest data point 330 of the second dynamic range R2 account for approximately sixty percent (60%) of the maximum longitudinal delay (represented by the lowest data point 310 on the outline 302 ). If the second driving dynamic range R2 has a semi-elliptical shape (except for the range of the first dynamic range R1), then the data points of the curve portion of the second limit 324 by using parametric equations of an ellipse, as described above with reference to the first dynamic range R1.

The friction circle 300 has a third dynamic range R3, in which the hybrid vehicle 100 can work in regenerative mode, which depends, inter alia, on the current SOC of the energy storage system 25 and the selected operating mode (eg, fast charge, discharge, track) as explained below. The third dynamic range R3 in the friction circle 300 has an outer boundary (called the third boundary 332 ) and an inner border, passing through the second border 324 of the second dynamic range R2 is defined. The third limit 332 is partially identical to sections of the outer border 302 in the circle of friction 300 , In the illustrated embodiment, the third driving dynamic range R3 includes only lateral acceleration (to the left and right) and longitudinal deceleration, but not longitudinal acceleration. The leftmost data point, the rightmost data point and the lowest data point of the third dynamic range R3 are each congruent with the leftmost data point 312 , the lowest data point 310 and the far right data point 314 all through the external border 302 are defined. If the third driving dynamic range R3 has a semi-elliptical shape (except for the area of the dynamic ranges R1 and R2), then the data points of the third-limit curve portion may 332 by using parametric equations of an ellipse, as described above with reference to the first dynamic range R1.

The friction circle 300 has still a fourth driving dynamic range R4, in which the hybrid vehicle 100 can work in regenerative mode, which depends, inter alia, on the current SOC of the energy storage system 25 and the selected operating mode (eg, fast charge, discharge, track) as explained below. The fourth driving dynamic range R4 in the friction circle 300 has an outer boundary (called the fourth boundary 334 ) and an inner boundary through the horizontal axis 306. is defined. In the illustrated embodiment, the fourth dynamic range R4 includes only lateral acceleration (to the left and right) and longitudinal acceleration, but not longitudinal deceleration. The leftmost data point and the rightmost data point of the fourth dynamic range R4 are each congruent with the leftmost data point 318 and the far right data point 320 from the first dynamic range R1. The top data point 336 of the fourth dynamic range R4 stands for the maximum pure longitudinal acceleration of the fourth dynamic range R4. When the fourth dynamic range R4 is generally semi-elliptical in shape, the data points may be at the fourth limit 334 by using parametric equations of an ellipse as described above with respect to the first dynamic range R1.

With implementation of the procedure 200 determines the control 12 in which of the dynamic driving ranges (ie R1, R2, R3 and R4) of the hybrid drive 20 can work in regenerative mode. As discussed above, the friction circle 300 also have more or less dynamic driving ranges. The procedure begins at step 202 , In step 202 receives the control 12 an input, for example from the user interface 14 , This input may be the choice of operating mode for the vehicle. The choice of operating mode may be specific to the electric vehicle, but need not. Non-specific options may include tour mode, sports mode, track mode, weather mode and others. Specific operating modes include without limitation those for fast charging and discharging. The hybrid drive works in fast charge mode 20 in regenerative mode for rapid charging of the energy storage system 25 , To maximize the hybrid drive 20 about the controller 12 the driving dynamic areas in which the regenerative operation is made possible. In the discharge mode, the hybrid drive 20 working in regenerative mode, but the controller 12 Limits (compared to the fast charge mode) the dynamic ranges in which regenerative operation is allowed. In track mode, the controller is adjacent 12 (compared to the fast charge mode) the driving dynamic ranges in which the regenerative operation is permissible. The input does not necessarily come from the driver. The input can be made for example after recognition of a track. After the control 12 the selection of the operating mode 'has been signaled, the procedure continues 200 with step 204 continued.

In step 204 determines and monitors the controller 12 the values and directions of lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle 100 , The controller receives this 12 constantly signals from the inertial sensor 119 , Alternatively, the controller 12 the magnitude and direction of the lateral acceleration, the longitudinal acceleration and the longitudinal deceleration of the hybrid vehicle 100 also determine on the basis of a vehicle model that receives inputs from other sensors and / or components, such as the steering torque, the wheel speed, the torque of the drive axle and other vehicle dynamics measurements. Then the procedure continues 200 with step 206 continued. In step 206 monitors and determines the control 12 the current SOC of the energy storage system 25 , also referred to as the actual SOC. The control 12 can be the current SOC of the energy storage system 25 for example, based on signals from the SOC sensor 37 determine. Subsequently, the procedure 200 at step 208 continued. In step 208 puts the controller 12 a target SOC of the energy storage system 25 firmly. The envisaged SOC of the energy storage system 25 is predetermined and may be a setpoint of, for example, fifty percent (50%). When the driver selects the track mode or when a racetrack operation is detected, as described below, the target SOC of the energy storage system 25 be higher than the setpoint, z. Seventy percent (70%). The procedure 200 then go to step 210 continued.

In step 210 determines the control 12 whether the hybrid vehicle 100 is operated in a racing way as on a race track. At least partially, the controller takes 12 Speed and lateral acceleration of the vehicle as a basis for determining if the hybrid vehicle 100 is driven in a racing way. The control 12 can, for example, the racing sports use of the hybrid vehicle 100 determine when the vehicle speed exceeds a speed threshold and the lateral acceleration exceeds an acceleration threshold. The control unit 12 can also use an iterative process, for example, the question of how often in a certain period the vehicle speed was greater than the speed threshold and how often the lateral acceleration exceeded its threshold. The steps 202 . 204 . 206 . 208 and 210 can be executed in any order or at the same time. The procedure 200 then go to step 212 continued.

In step 212 represents the controller 12 based on input via the user interface 14 at step 202 determines if the driver has selected the fast charge mode. If the quick charge mode has been selected, the procedure continues 200 with step 214 continued. However, if the quick charge mode is not selected, the procedure continues 200 with step 216 continued.

In step 214 allows the control 12 the hybrid drive 20 the operation in the regenerative state in the first, second, third and fourth dynamic driving range R1, R2, R3 and R4 according to the identification in the friction circle 300 to the energy storage system 25 during acceleration and / or deceleration of the hybrid vehicle 100 to load quickly. In other words, the controller allows 12 the hybrid drive 20 the operation in the regenerative state only if the hybrid vehicle 100 operates in the first, second, third or fourth driving dynamic range R1, R2, R3 and R4. As explained above, acts - if the hybrid drive 20 in the regenerative state works - the electric motor 35 as a generator, to generate kinetic energy (as torque) from the drive train 60 was obtained to convert into electrical energy, and the generated electrical energy to the energy storage system 25 to convey. In step 214 can the controller 12 the hybrid drive 20 only give the command to operate in the regenerative state when the hybrid vehicle 100 works in one of the areas R1, R2, R3 and R4. This is what the controller does 12 based on values and directions for lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle 100 determines if the hybrid vehicle 100 in one of the areas R1, R2, R3 and R4, as in step 204 described.

If the driver did not select Fast Charge mode, the controller will run 12 at step 216 continued. In step 216 calculates the control 12 the difference between the predefined setpoint SOC (see step 208 ) and the current SOC of the energy storage system 25 from step 206 , To calculate this difference, the controller pulls 12 the current SOC of the energy storage system 25 from the predefined setpoint SOC. Then the controller compares 12 the difference between the pre-determined SOC and the current SOC of the energy storage system 25 with a first predetermined threshold to determine if the calculated difference is greater than the first predetermined threshold. If the calculated difference is greater than the first predetermined threshold, the method continues 200 with step 218 continued. If the calculated difference is less than the first predetermined threshold, the method continues 200 with step 220 continued.

In step 218 limits the control 12 the regenerative operation on the in the friction circle 300 identified dynamic ranges R1, R2 and R3. In other words, the controller allows 12 the hybrid drive 20 the regenerative operation only if the hybrid vehicle 100 works in the first, second or third driving dynamic range R1, R2 and R3. In step 218 can the controller 12 the hybrid drive 20 only give the command to operate in the regenerative state when the hybrid vehicle 100 works in one of the areas R1, R2 and R3. This is what the controller does 12 based on values and directions for lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle 100 determines if the hybrid vehicle 100 in one of the areas R1, R2 and R3, as in step 204 described.

As explained above, the controller performs 12 the step 220 by when the calculated difference between the predetermined target SOC and the current SOC of the energy storage system 25 is not greater than the first predetermined threshold. In step 220 represents the controller 12 determines if the driver by entering through the user interface 14 has selected the discharge mode. Furthermore, the controller compares 12 at step 220 the calculated difference between the predetermined target SOC and the current SOC of the energy storage system 25 with the first predefined threshold and a second predetermined threshold to determine whether the following conditions exist, namely: (a) whether the calculated difference is less than the first predetermined threshold; and (b) if the calculated difference is greater than the second predetermined threshold. The first predetermined threshold is greater than the second value to maximize the regeneration of electrical energy in the fast charge mode. If both of these conditions are fulfilled, or if the discharge mode has been selected, then the controller performs 12 step 222 out. Otherwise, the controller performs 12 step 224 out.

In step 222 limits the control 12 the regenerative operation on the in the friction circle 300 identified driving dynamic ranges R1 and R2. In other words, the controller allows 12 the hybrid drive 20 the regenerative operation only if the hybrid vehicle 100 operates in the first or second driving dynamic range R1 and R2. In step 222 can the controller 12 the hybrid drive 20 only give the command to operate in the regenerative state when the hybrid vehicle 100 works in one of the areas R1 or R2. This is what the controller does 12 based on values and directions for lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle 100 determines if the hybrid vehicle 100 in one of the areas R1 and R2, as in step 204 described.

As explained above, if the conditions of step 220 not present, or the discharge mode has been selected, performs the control 12 step 224 out. In step 224 compares the controller 12 the calculated difference between the predetermined target SOC and the current SOC of the energy storage system 25 with the second predetermined threshold to determine if the calculated difference is greater than the second predetermined threshold. If the calculated difference is greater than the second predetermined threshold, the controller will run 12 with step 226 continued. If the calculated difference is less than the second predetermined threshold, the controller will run 12 with step 232 continued.

In step 226 represents the controller 12 determines if the driver is at step 202 by entering through the user interface 14 has selected the track mode and whether at step 210 a racing sport operation was determined. In selected track mode or racing style driving the process moves 200 with step 228 continued. Otherwise, if the track mode has not been selected and the racing style has not been recognized, the procedure will become 200 with step 230 continued.

In step 228 limits the control 12 the regenerative operation on the in the friction circle 300 identified driving dynamic ranges R1 and R2. In other words, the controller allows 12 the hybrid drive 20 the regenerative operation only if the hybrid vehicle 100 operates in the first or second driving dynamic range R1 and R2. In step 228 can the controller 12 the hybrid drive 20 only give the command to operate in the regenerative state when the hybrid vehicle 100 works in one of the areas R1 or R2. This is what the controller does 12 based on values and directions for lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle 100 determines whether it is being driven in one of the areas R1 and R2, as in step 204 described.

As explained above, the track mode was not selected, and if the vehicle is not driven by racer, then the controller performs 12 the step 230 by. In step 230 limits the control 12 the regenerative operation on the in the friction circle 300 identified dynamic range R1. In other words, the controller allows 12 the hybrid drive 20 the regenerative operation only if the hybrid vehicle 100 works in the first dynamic range R1. In step 230 can the controller 12 the hybrid drive 20 Give the command for regenerative operation only if the hybrid vehicle 100 works in the first dynamic range R. This is what the controller does 12 based on values and directions for lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle 100 determines if the hybrid vehicle 100 in area R1, as in step 204 described.

As explained above, the calculated difference between the predetermined target SOC and the current SOC of the energy storage system 25 not greater than the second predetermined threshold, then the controller performs 12 step 232 out. In step 232 represents the controller 12 finds that a regeneration of energy for the energy storage system 25 is not necessary. Accordingly, the controller gives 12 no instruction to the hybrid drive 20 to work in regenerative operation.

While the best modes for carrying out the teachings have been described in detail, those familiar with the art described in this disclosure will recognize various alternative designs and embodiments for implementing the teachings within the scope of the appended claims. For example, the steps of the procedure 200 not necessarily in chronological order in 2 be performed. Furthermore, some of the steps may take on optional character. The procedure 200 can also be used to store energy in a mechanical flywheel.

Claims (10)

A method of controlling a hybrid vehicle having a hybrid drive including an energy storage system, a powertrain, an internal combustion engine, and an electric motor electrically connected to the energy storage system, the method comprising: Monitoring values and directions of lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle by means of a controller; Determining by means of the control in which vehicle operating conditions the hybrid drive can operate in regenerative mode, the decision is based at least in part on the values and directions for lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle, in which case the hybrid drive is regenerative, torque from the driveline the electric motor is transmitted, this operates as a generator and converts the kinetic energy of the drive shaft into electrical energy, which is fed for storage by the electric motor in the energy storage system; and Instructions from the controller to the hybrid drive to receive the regenerative operation when the hybrid vehicle operates under the determined vehicle operating conditions. The method of claim 1, wherein the determination of operating conditions in which the hybrid drive is allowed to operate in regenerative mode depends at least in part on the mode selected by the driver; in which the Vehicle operating mode is selected from a group consisting of a quick charge mode, a discharge mode and a track mode. The method of claim 2, wherein the instruction to the hybrid drive to include the regenerative operation includes the restriction to operate regeneratively during acceleration of the vehicle only when the quick charge mode has been selected by the driver. The method of claim 3, further comprising receiving, by the controller, signals of an inertial sensor including values and directions of lateral acceleration, longitudinal acceleration, and longitudinal deceleration of the hybrid vehicle. The method of claim 4, wherein the determination of operating conditions in which the hybrid drive is allowed to operate in regenerative mode based on the current state of charge (SOC) of the energy storage system. The method of claim 5, further including calculating the difference between a predefined setpoint SOC and the current SOC of the energy storage system by the controller. The method of claim 6, further including comparing the difference between the predetermined target SOC and the current SOC of the energy storage system with a first predetermined threshold to determine whether the determined difference is greater than the first predetermined threshold. The method of claim 7, wherein the determination of operating conditions in which the hybrid drive is allowed to operate in regenerative mode depends, at least in part, on whether the difference between a predetermined target SOC and the current SOC of the energy storage system is greater than a predetermined threshold. The method of claim 8, further comprising comparing the difference between a predetermined target SOC and the current SOC of the energy storage system with a second predetermined threshold to determine if the determined difference is greater than the second predetermined threshold, wherein the first predetermined threshold greater than the second predetermined threshold. The method of claim 9, wherein the determination of operating conditions in which the hybrid drive is allowed to operate in regenerative mode depends, at least in part, on whether the difference between a predetermined target SOC and the current SOC of the energy storage system is greater than a second predetermined threshold.

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