DE102016116681B4 - Method for increasing regeneration in a hybrid vehicle beyond the result of calculating the requested vehicle deceleration - Google Patents

Abstract

Method for controlling a vehicle (20), the method comprising:calculating a regeneration torque request limited by a desired deceleration with a vehicle control device (36), based on an input of a deceleration request;increasing a regeneration torque request limited by the desired deceleration with the vehicle control device (36 ), based on an available additional regeneration capacity of the vehicle, to a level that does not cause a change in a yaw rate of the vehicle (20) beyond an allowable yaw rate limit, the increased regeneration torque request limited by the desired deceleration being defined as a modified axle regeneration torque request;sending a Control signal to a friction brake device (30) on each wheel (28) of the vehicle (20) with the vehicle control device (36), by which the friction brake device (30) on each wheel (28) of the vehicle (20) is controlled to achieve the modified axle regeneration torque requirement ;Determine with the vehicle control device (36) whether current dynamic vehicle operating conditions are within a performance range that allows an increase in the regeneration torque requirement limited by the desired deceleration, or are not within a performance range that allows an increase in the regeneration torque requirement limited by the desired deceleration ; andcalculating a total regeneration torque value with the vehicle controller (36) based on the total available regeneration capacity of an energy regeneration device (32) and the desired deceleration limited regeneration torque request when the current dynamic vehicle operating conditions are within one of a plurality of performance ranges that increase the desired deceleration limited allowing regeneration torque request;characterized by determining within which of the plurality of performance ranges the current dynamic vehicle operating conditions are currently located; wherein the plurality of performance ranges include:a first range in which the dynamic operating conditions of the vehicle (20) are limited to between 20% and 30 % of a maximum possible deceleration and a maximum possible lateral acceleration of the vehicle (20); a second range in which the dynamic operating conditions of the vehicle (20) are limited to between 50% and 70% of the maximum possible deceleration and the maximum possible lateral acceleration of the vehicle (20); anda third range in which the dynamic operating conditions of the vehicle (20) can be up to 100% of the maximum possible deceleration and the maximum possible lateral acceleration of the vehicle (20).

Description

TECHNICAL FIELD

This invention relates generally to a method for controlling a vehicle according to the preamble of claim 1, the nature of which essentially follows from DE 10 2006 046 093 A1 is known.

Regarding the further state of the art, please refer to the publications at this point US 2015 / 0 239 442 A1 and DE 699 22 221 T2 referred.

BACKGROUND

Hybrid vehicles may utilize an energy regeneration device to convert kinetic energy from rotating wheels of the vehicle into another form of energy. For example, hybrid vehicles that use an electrical device to deliver propulsive force to an axle typically include an energy storage device, such as a battery or other similar device. The energy storage must be charged, which is referred to below as regeneration. Energy storage regeneration can be achieved in several different ways. For example, the vehicle may use the electrical device as a regeneration device to regenerate the energy storage through regenerative braking, in which the energy to decelerate the vehicle is converted by the electrical device into electrical energy that is stored in the energy storage. Alternatively, the kinetic energy from the wheels can be converted into a form of energy other than electrical energy. For example, the energy regeneration device may include a weighted flywheel, whereby the kinetic energy from the wheels is converted into kinetic energy in the flywheel.

SHORT PRESENTATION

According to the invention, a method for controlling a vehicle is presented, which is characterized by the features of claim 1. Advantageous developments of the invention are described in the subclaims.

The method includes calculating a desired deceleration limited regeneration torque request based on input to the requested deceleration and increasing the desired deceleration limited regeneration torque request based on the available additional regeneration capacity of the vehicle and the ability to mitigate any potential yaw induced by the increase . The desired deceleration limited regeneration torque request is increased to a level that maximizes the regeneration level without changes to the dynamic behavior of the vehicle at any dynamic condition of the vehicle. The increased regeneration torque request value limited by the desired deceleration is defined as a modified axle regeneration torque request. An engine control unit then sends at least one control signal to at least one device of the vehicle to control the device to achieve the modified axle regeneration torque request.

A method for controlling a vehicle is provided. The vehicle includes an axle coupled to an energy regeneration device. The method includes calculating a desired deceleration limited regeneration torque request based on driver input to the requested deceleration. A vehicle controller determines whether the current dynamic vehicle operating conditions are within a performance range that allows an increase in the desired deceleration limited regeneration torque request or whether the current dynamic vehicle operating conditions are not within a performance range that allows an increase in the desired deceleration limited regeneration torque request allowed. If the dynamic vehicle operating conditions are within a performance range that is an increase in the desired deceleration limited regeneration torque request, a total regeneration torque value is calculated from the difference between the total available regeneration torque capacity of the energy regenerating device and the desired deceleration limited regeneration torque request. The desired deceleration limited regeneration torque request may be increased based on the total regeneration torque to define a modified axle regeneration torque request. Modified torque values for each wheel of the vehicle, and a modified torque requirement for an internal combustion engine (ICE) are defined. The modified torque value for each wheel is the braking friction torque that must be applied to each wheel of the vehicle to achieve the modified axle regeneration torque requirement under the current dynamic operating conditions of the vehicle at the energy regeneration device to enable. An estimated yaw rate of the vehicle is calculated based on the modified axle regeneration torque request of the front axle and the modified torque value for each wheel of the vehicle. An allowable regeneration yaw rate value is compared to the estimated yaw rate to determine whether the allowable regeneration yaw rate value is greater than the estimated yaw rate or whether the allowable regeneration yaw rate value is less than or equal to the estimated yaw rate. If the allowable regeneration yaw rate value is greater than the estimated yaw rate, the defined modified axle regeneration torque request values and the modified torque values are maintained for each wheel of the vehicle. If the allowable regeneration yaw rate value is not greater than the estimated yaw rate, the modified axle regeneration torque request and modified torque values for each wheel of the vehicle are redefined to values that limit the estimated yaw rate to be lower than the allowable regeneration yaw rate value. A control signal is transmitted to a vehicle control device to control a friction brake device on each wheel of the vehicle to provide the modified values for the respective wheel of the vehicle to achieve the modified axle regeneration torque request for the energy regeneration device and to achieve the modified engine torque request.

Accordingly, the amount of torque that the vehicle would normally devote to regeneration activities for the vehicle's current dynamic operating conditions may be increased to optimize regeneration if the energy regeneration device has additional regeneration capabilities and the modified regeneration torque would not result in the Yaw rate of the vehicle exceeds the target yaw rate.

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 carrying out the teachings when taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

• 1 shows a schematic top view of a vehicle.
• 2 is a flowchart for a method of controlling the vehicle.

DETAILED DESCRIPTION

Those skilled in the art will recognize that terms such as "up", "down", "up", "down", "above", "below", etc. are used descriptively of the figures. Furthermore, the teachings herein may be described with respect to the functional or logical block components or various processing steps. It should be noted that such block components may be constructed from any number of hardware, software, or firmware components configured to perform the specified functions.

In the figures, in which the respective components are shown numbered the same in different views, a vehicle 20 is generally described, which is a hybrid vehicle. The vehicle 20 may be any type or style of vehicle in which an axle is connected to an energy storage device 38 capable of transferring or converting kinetic energy of the vehicle 20 into another form or device.

An exemplary embodiment of the vehicle 20 can be found in 1 . It is understood that the vehicle 20 may be configured differently than in 1 , and that the embodiment of the vehicle 20 in 1 is intended merely to assist in understanding the present invention. As in 1 As shown and described herein, the embodiment of the vehicle defines an energy regeneration device and hereinafter refers to it as electrical device 32. However, it should be understood that other embodiments of the vehicle define the energy regeneration device as another device, such as, but not limited to, a System with a weighted flywheel.

Referring to 1 , the vehicle 20 includes an internal combustion engine 22 connected to a first axle 24 and operable to provide the first axle 24 with a feed force or torque. The internal combustion engine 22 may include any suitable type of engine, such as, but not limited to, a diesel engine, a gasoline engine, a natural gas engine, etc. Further, the engine 22 may be arranged in any suitable manner, such as, but not limited to, an in-line configuration, a V-configuration, a rotary configuration, etc. The engine 22 may be connected to the first axle 24 in any suitable manner , using any suitable components such as, but not limited to, a manual transmission or other transmission 26, differential, driveshaft etc. The internal combustion engine 22 operates as is known in the art. As such, the specific details and operation of the internal combustion engine 22 will not be described in detail here. In addition, the specific manner of connecting the engine 22 and transmitting torque to the first axle 24 is not relevant to the teachings of this invention and therefore will not be described in detail here.

The first axle 24 may be configured in any suitable manner that serves to transmit torque from the internal combustion engine 22 to at least one wheel 28 on the first axle 24. The first axle 24 includes a friction brake device 30 which is located on each wheel 28 of the first axle 24. The friction braking devices 30 of the first axle 24 use friction to slow the rotation of the associated wheel 28 to decelerate the vehicle 20, as is known in the art. The specific configuration and operation of the first axle 24 and the friction braking devices 30 of the first axle 24 are not relevant to the teachings of this invention and are therefore not described in detail here.

The vehicle 20 further includes the electrical device 32 connected to a second axle 34 and usable to provide the second axle 34 with propulsion force or torque. The electrical device 32 may be, but is not limited to, an electric motor or an electric motor/generator. However, it should be understood that the electrical device 32 may include another device capable of converting electrical energy into torque and supplying that torque to the second axis 34. The electrical device 32 may be connected to the second axle 34 in any suitable manner using any suitable components such as, but not limited to, a gearbox 26, differential, driveshaft, etc. The specific configuration and operation of the electrical Device 32, and the manner in which electrical device 32 connects to and transmits torque to second axle 34, are not relevant to the teachings of this invention and are therefore not described in detail here.

The second axle 34 may be configured in any suitable manner to transmit torque from the electrical device 32 to at least one wheel 28 on the second axle 34. The second axle 34 includes a friction brake device 30 which is located on each wheel 28 of the second axle 34. The friction braking devices 30 of the second axle 34 use friction to slow the rotation of the associated wheel 28 to decelerate the vehicle 20, as is known in the art. The specific configuration and operation of the second axle 34 and the friction braking devices 30 of the second axle 34 are not relevant to the teachings of this invention and are therefore not described in detail here.

As in the exemplary embodiment in 1 As shown, the internal combustion engine 22 and the electrical device 32 may be considered decoupled. As used herein, the term decoupled is defined as not being mechanically connected, being mechanically independent of each other, and with no physical transfer of torque between them. Accordingly, the internal combustion engine 22 and the electrical device 32 are not mechanically connected to each other and do not physically exchange torque with each other. As such, the internal combustion engine 22 operates to provide or not torque to the first axle 24 and the first axle 24 operates to provide or not braking force to the vehicle 20, both independently of the electrical device 32 and the second axle 34. Likewise The electrical device 32 operates to provide torque to the second axle 34 or not, and the second axle 34 operates or not to provide braking force to the vehicle 20, independent of the engine 22 and the first axle 24. However, other embodiments of the Vehicle 20 includes coupled systems in which the wheels 28 of the first axle 24 and the wheels 28 of the second axle 34 are mechanically connected to one another. Furthermore, other embodiments of the vehicle 20 may only contain wheels 28 of one axle, which serve to propel the vehicle 20. For example, the vehicle 20 may include an electrical device 32 on only a single axle, such that only the wheels 28 of that single axle are used for propulsion of the vehicle 20, and the remaining wheels 28 of the vehicle 20 are not used for propulsion.

In addition to the ability to direct torque to the second axis 34, the electrical device 32 is also capable of generating electrical power that can be used to charge or regenerate an energy storage device 38. The energy storage 38 may include, but is not limited to, a battery or other similar device that can store an electrical charge and deliver the stored electrical charge to the electrical device 32 to produce torque. In other embodiments of the vehicle 20, the energy storage may include, but is not limited to, a weighted flywheel. For example, the electrical device 32 may be configured such that the wheels 28 are on the second axle 34 in turn causes the electrical device 32 to rotate to generate a charge that is stored in the energy storage 38. The torque or resistance that the electrical device 32 exerts against the rotation of the wheels 28 slows the wheels 28 and can decelerate the vehicle 20. The amount of torque or resistance to rotation of the wheels 28 connected to the second axle 34 can be varied to control the braking force that the electrical device 32 exerts, even when it is still being used to generate electricity Energy storage 38 to load.

As in 1 and as described herein, the first axle 24 is located at the rear end of the vehicle 20 and may be referred to as the rear axle, while the second axle 34 is located at the front end of the vehicle 20 and may be referred to as the front axle. However, the relative positions of the first axle 24 and the second axle 34 may be reversed, with the first axle 24 at the front end of the vehicle 20 as the front axle, and the second axle 34 at the rear end of the vehicle 20 as the rear axle.

The vehicle 20 further includes a vehicle control device 36 for controlling the operation of the internal combustion engine 22 and the electrical device 32, as well as the first axle 24 and the second axle 34, including the friction braking devices 30 of the first axle 24 and the second axle 34. The vehicle control device 36 can simply referred to as a controller, such as a control module such as but not limited to an engine control unit, a control unit such as but not limited to an engine control unit, a computer, etc. The vehicle control device 36 may include a computer or processor, and all software , hardware, memory, algorithms, connections, sensors, etc. necessary to manage and control the operation of the vehicle 20, as well as the internal combustion engine 22 and the electrical device 32. As such, a method described below and generally in 2 is shown, as a program implemented on the vehicle control device 36. It is understood that the vehicle controller 36 may include any device capable of analyzing data from various sensors or other devices, comparing data, making the necessary decisions needed to control the operation of the vehicle 20, and the to perform tasks necessary to control the operation of the vehicle 20.

The vehicle controller 36 may be embodied by one or more digital or host computers, each having one or more processors, read-only memory (ROM), random access memory (RAM), electrically programmable read-only memory. Memory (EPROM), optical drives, magnetic drives, etc., a high-speed clock, analog-to-digital (A/D) circuits, digital-to-analog (D/A) circuits, and all necessary input/output (I/O) circuits , input/output devices and communication interfaces as well as signal conditioning and buffer circuits.

The computer-readable memory may include any tangible, non-transitory medium that can be used to provide data or computer-readable instructions. Memory can be non-volatile or volatile. Non-volatile media can be, for example, optical or magnetic floppy disks and other persistent storage devices. For example, volatile media may include dynamic random access memory (DRAM), which forms main memory. Other examples of embodiments of memory include a floppy disk, a flexible disk or hard drive, a magnetic tape or other magnetic media, a CD-ROM, DVD or other optical media, as well as other possible storage elements such as flash memory.

The vehicle controller 36 includes a tangible, non-transitory memory in which computer-executable instructions are recorded, including an algorithm for determining increased regeneration. The processor of the vehicle controller 36 is configured to execute the increased regeneration determination algorithm. The algorithm for determining increased regeneration implements a method for controlling the vehicle 20, including control of the internal combustion engine 22 and the electrical device 32, the first axle 24, and/or the second axle 34, including the friction braking devices 30 on the first axle 24 and the second axis 34, to optimize the regeneration of the energy storage 38 for the current dynamic vehicle operating conditions.

Referring to 2 , the method of controlling the vehicle 20 includes the vehicle controller 36 communicating with and/or receiving data from various input sources from various sensors and/or system control devices of the vehicle 20, generally illustrated by box 50. The vehicle control device 36 may include, for example, data regarding a driver desired deceleration, an actual torque from the internal combustion engine 22 (hereinafter referred to as the actual engine torque), and regeneration torque request limited by the desired deceleration, a propulsion torque on the first axis 24, a propulsion torque on the second axis 34, a range dependent on the charge status of the energy storage system (SOC) (hereinafter referred to as a battery charge status-dependent range), a left-side braking torque of the friction brake on the second Axis 34 (hereinafter referred to as LF friction braking torque), a right-side braking torque of the friction brake on the second axle 34 (hereinafter referred to as RF friction braking torque), a left-side braking torque of the friction brake on the first axle 24 (hereinafter referred to as LR friction braking torque), and a, right-hand braking torque of the friction brake on the first axle 24 (hereinafter referred to as RR friction braking torque).

The above-mentioned current inputs on the dynamic driving state can be recorded directly by one or more sensors of the vehicle 20, and these data regarding the respective input can be reported to the vehicle control device 36. Alternatively, the vehicle controller 36 may communicate with other system controllers of the vehicle 20 to request or receive data regarding the respective inputs. Furthermore, it should be understood that the vehicle control device 36 may obtain the data necessary to execute the optimized regeneration control strategy in another manner not specifically mentioned or described here. The different inputs that the vehicle controller 36 uses to execute the optimized regeneration control strategy are known and often used by various different vehicle control systems for various vehicle operations. Accordingly, the specific detection methods and/or process for determining or calculating each of the above-mentioned inputs to the vehicle controller 36 are known to those skilled in the art and are therefore not described in detail here. As used herein, the following inputs are defined as follows.

The “driver desired deceleration” is an amount or rate of deceleration, that is, negative acceleration, requested by the driver, such as by depressing a brake pedal.

The “actual engine torque” is the actual torque value generated by the internal combustion engine 22.

The “desired deceleration limited regeneration torque request” is a requested amount of torque to be used to regenerate or charge the energy storage 38 and is calculated based on the reduction of a maximum regeneration torque limit that the electrical device 32 is capable of achieving on the current dynamic operating conditions of the vehicle 20, including the driver requested deceleration value. Accordingly, the regeneration torque request limited by the desired deceleration is equal to the maximum regeneration torque limit of the electrical device 32 minus an amount based on the deceleration of the vehicle 20.

The “propulsive torque of the first axle 24” is the torque value that the first axle 24 delivers to the wheels 28 on the first axle 24 to propel the vehicle 20.

The “propulsion torque of the second axle 34” is the torque value that the second axle 34 delivers to the wheels 28 on the second axle 34 to propel the vehicle 20.

The “battery state-of-charge-dependent area” is one of a variety of defined areas or modes that enable regeneration of the energy storage 38 for different dynamic vehicle operating conditions. In particular, the battery charge state-dependent area can be defined as a first area (area 1), a second area (area 2), a third area (area 3) or a fourth area (area 4). The first range is generally defined as the range for normal road operation, with the dynamic operating conditions of the vehicle 20 being limited to, for example, 20 to 30% of the maximum possible deceleration and lateral acceleration of the vehicle 20. Regions two through four are generally defined as regions for progressively more aggressive driving styles in which the dynamic operating conditions of the vehicle 20 are less restricted than the first region. The second range can, for example, be limited to, for example, 50 to 70% of the maximum possible deceleration and lateral acceleration of the vehicle 20, while the third range can cover up to 100% of the maximum possible deceleration and lateral acceleration. The fourth region can be defined as a region with forward acceleration, deceleration and the lateral acceleration contained in the third region.

The “LF friction braking torque” is the braking force currently exerted by the friction brakes on the left side of the second axle 34 (front axle in the exemplary embodiment in 1 ).

The “RF friction braking torque” is the braking force currently exerted by the friction brakes on the right side of the second axle 34 (front axle in the exemplary embodiment in 1 ).

A “front axle braking torque” is the cumulative amount of frictional deceleration acting on both the right and left sides of the second axle 34.

The “LR friction braking torque” is the braking force currently exerted by the friction brakes on the left side of the first axle 24 (rear axle in the exemplary embodiment in 1 ).

The “RR friction braking torque” is the braking force currently exerted by the friction brakes on the right side of the first axle 24 (rear axle in the exemplary embodiment in 1 ).

A “rear axle braking torque” is the cumulative amount of frictional deceleration acting on both the right and left sides of the first axle 24.

Once the vehicle controller 36 has received all data relating to all necessary inputs to the dynamic vehicle operating state, such as those described above, the vehicle controller 36 follows a method of determining whether the regeneration torque request limited by the driver's desired deceleration can be increased , and if so, how much it can be increased without unduly affecting the yaw rate of the vehicle 20.

The method begins with the vehicle controller 36 determining whether the battery state-of-charge dependent region corresponds to or is defined as region 1, or whether the battery state-of-charge dependent region corresponds to or is defined as region 2 or 3, as generally indicated by box 52 will be shown. Range 4 is only applicable to dynamic operating conditions in which the vehicle 20 is accelerating and therefore is not applicable or does not represent a possible battery state-of-charge dependent range for this method, which is limited to current dynamic vehicle operating conditions in which the vehicle 20 is currently decelerating.

If the vehicle controller 36 determines that the battery state of charge dependent range corresponds to or is defined as range 1, as illustrated generally in box 54, then an increase in the regeneration torque request limited by the driver's desired deceleration is not permitted, and the value of the by the Driver desired delay limited regeneration torque request remains constant and is not modified, as generally illustrated in box 56.

If the vehicle controller 36 determines that the battery state of charge dependent range corresponds to, or is defined as, range 2 or 3, as illustrated generally in box 58, then an increase in the regeneration torque request limited by the driver's desired deceleration is warranted and the method continues . To determine how much the driver desired deceleration limited regeneration torque request may be increased, the vehicle controller 36 calculates a total regeneration torque value, as illustrated generally by box 60. The total regeneration torque value is calculated by subtracting the regeneration torque request limited by the driver's desired deceleration from the maximum regeneration torque limit that the electrical device 32 is capable of producing. Total regeneration torque represents the available torque capacity for regeneration in excess of the regeneration torque request limited by the driver's desired deceleration.

After the vehicle 20 calculates the total regeneration torque, the vehicle controller 36 determines whether the total regeneration torque is less than the numerical summation of the rear axle braking torque and the actual torque [(rear axle braking torque) + (current engine torque)], as generally illustrated in box 62. If the vehicle controller 36 determines that the total regeneration torque is less than the numerical summation of the rear axle braking torque and the current engine torque, as illustrated generally by box 64, then the vehicle controller 36 calculates a modified front axle regeneration torque request by the sum of the regeneration torque request limited by the driver's desired deceleration and the total regeneration torque, thereby defining the modified front axle regeneration torque request to correspond to the maximum regeneration torque limit that the electrical device 32 is capable of producing, as illustrated generally by box 66. Additionally, as also illustrated in box 66, the combined sum of the rear axle braking torque and the current engine torque ment reduced by the total regeneration torque to obtain the total deceleration of the vehicle 20 originally requested by the driver.

If the vehicle controller 36 determines that the total regeneration torque is not less than the numerical summation of the rear axle braking torque and the current engine torque, as illustrated generally in box 68, then the vehicle controller 36 calculates or defines the modified front axle regeneration torque request as the numerical summation of the rear axle braking torque, the current one Engine torque and the regeneration torque request limited by the driver desired deceleration, as generally illustrated in box 70. Accordingly, in this situation, the modified front axle regeneration torque request is equal to the sum of the rear axle braking torque, the current engine torque, and the regeneration torque limited by the driver's desired deceleration. Additionally, as also indicated in box 70, the combined sum of the rear axle braking torque and the current engine torque is reduced by the modified front axle regeneration torque request to obtain the total deceleration of the vehicle 20 originally requested by the driver.

As part of calculating and/or defining the modified front axle regeneration torque request, as illustrated in either box 66 or box 70, the vehicle controller 36 also defines a modified torque value for each friction brake device 30 for all respective wheels 28 of the vehicle 20. Accordingly, the vehicle controller 36 defines one modified LF torque value, a modified RF torque value, a modified LR torque value, and a modified RR torque value. The sum of the modified LF torque value and the modified RF torque value is generally equal to the modified front axle regeneration torque request, and the sum of the modified LR torque value and the modified RR torque value is generally equal to the modified rear axle torque request. The modified torque values for the friction brake devices 30 of the respective wheel 28 are calculated to obtain the modified front axle regeneration torque request.

Once the vehicle controller 36 has calculated and/or defined the modified front axle regeneration torque request, the modified LF torque value, the modified RF torque value, the modified LR torque value, and the modified RR torque value, the vehicle controller 36 calculates an estimated yaw rate of the vehicle 20, as generally illustrated in Box 72. The estimated yaw rate is based on the values of the modified front axle regeneration torque request, the modified LF torque value, the modified RF torque value, the modified LR torque value and the modified RR torque value. The estimated yaw rate is defined here as an estimated change in the yaw rate of the vehicle 20 when the modified front axle regeneration torque request, the modified LF torque value, the modified RF torque value, the modified LR torque value and the modified RR torque value are applied as calculated. As used herein, the "yaw" of the vehicle 20 is defined as an angle, right or left, determined by the direction of travel of the vehicle 20 with respect to a longitudinal plane of symmetry of the vehicle 20. The "yaw rate" is defined herein as the change in yaw over time . Accordingly, the estimated yaw rate is an estimate of how much the yaw rate of the vehicle 20 will change when the modified front axle regeneration torque request, the modified LF torque value, the modified RF torque value, the modified LR torque value, and the modified RR torque value are applied.

Once the vehicle controller 36 has calculated the estimated yaw rate, the vehicle controller 36 determines whether an allowable regeneration yaw rate target is greater than the estimated yaw rate or whether the allowable regeneration yaw rate target is not greater than the estimated yaw rate, as illustrated generally in box 74. The allowable regeneration yaw rate target is a user-specified or model-based limit in the change in yaw rate for the current dynamic vehicle operating conditions. Accordingly, the vehicle controller 36 calculates the allowable regeneration yaw rate limit for the current dynamic vehicle operating conditions.

If the vehicle controller 36 determines that the allowable regeneration yaw rate target is greater than the estimated yaw rate, that is, the implementation of the modified front axle regeneration torque request, the modified LF torque value, the modified RF torque value, the modified LR torque value and the modified RR torque value does not change the Yaw rate of the vehicle 20 causes the vehicle 20 to exceed the allowable limit, as illustrated generally in box 76, then the Vehicle controller 36 sends or transmits a control signal to the respective components of vehicle 20, as illustrated generally in box 78, to determine the modified front axle regeneration torque request, the modified LF torque value, the modified RF torque value, the modified LR torque value, and the modified RR torque value. Implement instantaneous value. Accordingly, the vehicle controller 36 may modify the friction braking force on the wheels 28 for one or both of those attached to the first axle 24 and/or the second axle 34, the vehicle controller 36 may increase or decrease the torque output from the internal combustion engine 22 and/or the electrical device 32, and the vehicle control device 36 can control the electrical device 32 to provide a target value of regeneration for charging the energy storage 38.

However, if the vehicle controller 36 determines that the allowable regeneration yaw rate limit is not greater than the estimated yaw rate, i.e. H. the implementation of the modified front axle regeneration torque request, the modified LF torque value, the modified RF torque value, the modified LR torque value and the modified RR torque value changes the yaw rate of the vehicle 20, generally illustrated at 80, then the vehicle controller 36 implements the modified front axle regeneration torque request , the modified LF torque value, the modified RF torque value, the modified LR torque value and the modified RR torque value as currently set. In this situation, as illustrated in box 82, the vehicle controller 36 recalculates values for the modified front axle regeneration torque request, the modified LF torque value, the modified RF torque value, the modified LR torque value, and the modified RR torque value until the allowable regeneration yaw rate limit is greater is than the estimated yaw rate. The recalculation of the values for the modified front axle regeneration torque request, the modified LF torque value, the modified RF torque value, the modified LR torque value and the modified RR torque value may, for example, include an incremental or iterative process that gradually calculates the values for the modified front axle regeneration torque request, reduces the modified LF torque value, the modified RF torque value, the modified LR torque value and the modified RR torque value, recalculates the estimated yaw rate for these revised values, and then compares the newly estimated yaw rate again to the allowable regeneration yaw rate limit. This iterative process may continue until the modified values for the modified front axle regeneration torque request, the modified LF torque value, the modified RF torque value, the modified LR torque value, and the modified RR torque value result in an estimated yaw rate that is less than the allowable Regeneration yaw rate limit. These modified values for the modified front axle regeneration torque request, the modified LF torque value, the modified RF torque value, the modified LR torque value and the modified RR torque value are the values that are then communicated to the respective components, as generally in box 78 illustrated.

Claims (6)

A method for controlling a vehicle (20), the method comprising: calculating a regeneration torque request limited by a desired deceleration with a vehicle control device (36) based on an input of a deceleration request; Increasing a regeneration torque request limited by the desired deceleration with the vehicle control device (36), based on an available additional regeneration capacity of the vehicle, to a level that does not cause a change in a yaw rate of the vehicle (20) beyond a permissible yaw rate limit, the increased from the desired delay limited regeneration torque request is defined as a modified axle regeneration torque request; Sending a control signal to a friction brake device (30) on each wheel (28) of the vehicle (20) with the vehicle control device (36), by which the friction brake device (30) on each wheel (28) of the vehicle (20) to achieve the modified axle regeneration torque request is controlled; Determining with the vehicle control device (36) whether current dynamic vehicle operating conditions are within a power range that allows an increase in the regeneration torque request limited by the desired deceleration or are not within a power range that allows an increase in the regeneration torque request limited by the desired deceleration; and calculating, with the vehicle controller (36), a total regeneration torque value based on the total available regeneration capacity of an energy regeneration device (32) and the regeneration torque request limited by the desired deceleration, if the current dynamic vehicle operating conditions are within one of several performance ranges that allow an increase in the regeneration torque requirement limited by the desired deceleration; characterized in that it is determined within which of the plurality of performance ranges the current dynamic vehicle operating conditions currently lie; wherein the plurality of performance ranges include: a first range in which the dynamic operating conditions of the vehicle (20) are limited to between 20% and 30% of a maximum possible deceleration and a maximum possible lateral acceleration of the vehicle (20); a second range in which the dynamic operating conditions of the vehicle (20) are limited to between 50% and 70% of the maximum possible deceleration and the maximum possible lateral acceleration of the vehicle (20); and a third area in which the dynamic operating conditions of the vehicle (20) can be up to 100% of the maximum possible deceleration and the maximum possible lateral acceleration of the vehicle (20). Procedure according to Claim 1 , further comprising determining a modified torque value for each wheel (28) of the vehicle (20) to achieve the modified axle regeneration torque request with the vehicle control device (36). Procedure according to Claim 2 , further comprising calculating an estimated yaw rate of the vehicle (20) based on a modified front axle regeneration torque request and the modified torque values for each wheel (28) of the vehicle (20) with the vehicle control device (36). Procedure according to Claim 3 , which further compares with the vehicle control device (36) an allowable regeneration yaw rate limit with the estimated yaw rate to determine whether the allowable regeneration yaw rate limit is greater than the estimated yaw rate, or whether the allowable regeneration yaw rate limit is equal to or less than the estimated yaw rate. Procedure according to Claim 4 , further comprising that the defined value of the modified axle regeneration torque request and the modified torque value for each wheel (28) of the vehicle (20) are maintained by the vehicle control device (36) when the allowable regeneration yaw rate limit is greater than the estimated yaw rate. Procedure according to Claim 4 , further comprising redefining the modified axle regeneration torque request and the modified torque values for each wheel (28) of the vehicle (20) with the vehicle control device (36) as values that limit the estimated yaw rate to less than the allowable regeneration yaw rate limit if the allowable regeneration yaw rate limit is greater than the estimated yaw rate.

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