DE102016206733A1 - Method for determining driving modes for a hybrid vehicle - Google Patents

Abstract

A method for operating a hybrid vehicle on a driving route is described. The method includes dividing the driving route into a sequence of segments, the segments indicating priorities for using an electric drive of the hybrid vehicle. Furthermore, the method comprises determining, based on a plurality of different operating strategies, a sequence of driving modes for the corresponding sequence of segments. The method further comprises operating the hybrid vehicle on the driving route in dependence on the sequence of driving modes.

Description

The invention relates to a method and a corresponding control unit for determining driving modes for the operation of a hybrid vehicle on a preceding driving route.

A hybrid vehicle (specifically, a PHEV (Plug-in Hybrid Electric Vehicle)) includes an internal combustion engine and an electric machine for driving the vehicle. Furthermore, the hybrid vehicle comprises an energy store (eg a Li-ion based rechargeable battery) for storing electrical energy for driving the electric machine. Due to the different drives, the hybrid vehicle typically has different driving modes with which the vehicle can be operated. For example, the vehicle can be driven purely electrically in a driving mode, while the vehicle can be driven in a further driving mode exclusively with the internal combustion engine. Furthermore, one or more driving modes are conceivable in which z. B. the electric machine is used to support the internal combustion engine or in which the internal combustion engine drives the electric machine operated as a generator to load the energy storage. The different driving modes can thus differ with respect to the consumption of electrical energy for driving the vehicle.

Along a travel route different driving modes can be used to drive the vehicle. In order to improve the energy balance of the vehicle, it is advantageous to plan the use of the available electrical energy for a route ahead of the vehicle in a forward-looking manner. Such a determination of driving modes for a preceding driving route can be referred to as a predictive energy management of a hybrid vehicle.

The present document deals with the technical problem of providing a method with which a sequence of driving modes for different segments of a preceding driving route can be determined in a computationally efficient manner, so that the electrical energy stored in the energy store of a hybrid vehicle is used optimally ,

The object is solved by the independent claims. Advantageous embodiments are u. a. in the dependent claims.

In one aspect, a method for operating a hybrid vehicle on a forward travel route is described. The driving route may connect an initial point (eg, a current position of the vehicle) with an end point. In this case, the endpoint z. B. entered by a driver of the vehicle via an input / output unit of the vehicle. The driving route may have been determined on the basis of digital map information relating to a road network by a navigation system of the vehicle.

The hybrid vehicle typically includes an internal combustion engine and an electric machine, wherein the electric machine can be powered by electrical energy from an electrical energy storage. The electrical energy storage can, for. B. have been charged at a charging station. The method can be designed to use the stored in the electrical energy storage electrical energy for driving along the route in the most efficient manner (up to the end point of the route).

The method includes dividing the travel route into a sequence of segments. The division of the route into segments can, for. B. based on the digital map information. In particular, the digital map information may include attributes that allow a division of the route into segments. For example, legs of the travel route that have similar or similar characteristics may be grouped into segments (eg, a segment for an urban area, a segment for a rural area, a segment for a highway route, etc.).

The individual segments indicate priorities from a plurality of priorities for the use of the electric drive (ie for the use of the electric machine) of the hybrid vehicle. In other words, each segment may indicate a priority for the use of the electric drive in that segment. These priorities can also be called electrification priorities. The priority of a segment can be determined based on the digital map information regarding the route. In particular, the priorities z. B. be stored as attributes in the digital map information. For example, based on the priorities stored in the digital map information, the travel route may be divided into segments (such that route sections having equal priorities to segments be summarized). On the other hand, based on the (relatively homogeneous) properties of a segment, a priority for this segment can be determined.

The plurality of priorities may include at least three different priorities, each indicating a different degree of utilization of the electric drive of the hybrid vehicle (eg, low usage, average usage, and intensive use of the electric drive). In this case, the priority of a segment can indicate which degree of utilization of the electric drive is typically desired for this segment (eg, from environmental considerations) and / or makes energy sense. The priorities can be z. B. in the context of (test) rides on a road network in advance and stored with the digital map information.

The method further comprises determining, based on a plurality of different operating strategies, a sequence of driving modes for the corresponding sequence of segments. For example, the plurality of different operating strategies may include 3, 5, 9 or more different operating strategies. Each segment can be assigned a driving mode based on an operating strategy. For this purpose, an operating strategy comprises an assignment of in each case one driving mode from a plurality of different driving modes to a respective one of the plurality of priorities. The different operating strategies each have different associations between driving modes and priorities. In particular, two different operating strategies of the plurality of different operating strategies may assign at least one of the plurality of priorities to different drive modes of the plurality of drive modes.

The plurality of different driving modes differs in particular with respect to the consumption of electrical energy from the electrical energy storage of the vehicle. For example, the plurality of driving modes may include at least three different driving modes. In particular, the plurality of driving modes may include a driving mode in which the state of charge of the electrical energy storage is to be maintained or increased within a segment. Such a driving mode may also be referred to as a "charge sustain" driving mode. Furthermore, the plurality of driving modes may include a driving mode in which the state of charge of the electrical energy store within a segment is to be reduced. In particular, in such a driving mode, primarily and possibly exclusively the electric drive of the vehicle is to be used in order to reduce the consumption of fossil fuel and / or to reduce the exhaust emission of the vehicle. Such a driving mode may also be referred to as a "charge depletion" driving mode.

A drive mode typically includes one or more characteristics that indicate at which vehicle speed, at which requested drive torque, and / or at which state of charge, an internal combustion engine drive (i.e., engine) of the hybrid vehicle is activated. The distribution between the internal combustion engine drive and the electric drive of the vehicle can thus be defined by the one or more characteristic curves. By shifting the distribution of the internal combustion engine drive to the electric drive of the consumption of electrical energy can be increased from the electrical energy storage.

The determination of the sequence of driving modes for the corresponding sequence of segments can be such that the state of charge of the electrical energy store of the hybrid vehicle at the end point of the driving route (and typically at any point of the driving route) does not fall below a state of charge threshold. In other words, an operating strategy may be determined from the plurality of operating strategies (i.e., an assignment of driving modes to the priorities of the plurality of priorities) so that the above mentioned org. Condition is met. It should be noted that the driving route also includes a starting point and an end point of the driving route. In particular, the points along or on the route also include the end point of the route. By determining a sequence of driving modes taking into account the o. G. Conditions can be ensured that the endpoint can be reached reliably. Furthermore, the sequence of driving modes can be determined in such a way that the state of charge of the hybrid vehicle's electrical energy store at the end point of the driving route is minimal. Thus, the utilization of stored in the electrical energy storage electrical energy can be maximized on the route.

• • der Bedarf an elektrischer Energie ist derart, dass der Ladezustand des elektrischen Energiespeichers am Endpunkt der Fahrroute einen Ladezustands-Schwellenwert nicht unterschreitet;
• • der Bedarf an elektrischer Energie ist derart, dass der Ladezustand des elektrischen Energiespeichers den Ladezustands-Schwellenwert an keinem Punkt auf der Fahrroute (auch nicht am Endpunkt) unterschreitet; und/oder
• • der Bedarf an elektrischer Energie ist derart, dass der Ladezustand des elektrischen Energiespeichers am Endpunkt der Fahrroute minimal ist.

In general terms, an operating strategy may be determined from the plurality of operating strategies (and thus a sequence of driving modes for the sequence of segments) indicative of one or more optimization conditions related to the need or consumption of electric power of the hybrid vehicle Driving route met. In particular, the one or more optimization conditions may be refer to the state of charge of the electrical energy storage. Exemplary optimization conditions are,

• The demand for electrical energy is such that the state of charge of the electrical energy store at the end point of the driving route does not fall below a state of charge threshold;
• The demand for electrical energy is such that the state of charge of the electrical energy store does not fall below the state of charge threshold at any point on the travel route (not even at the endpoint); and or
• The demand for electrical energy is such that the state of charge of the electrical energy store at the end point of the travel route is minimal.

In addition, the method includes operating the hybrid vehicle on the driving route in dependence on the determined sequence of driving modes.

The method enables the computationally efficient, flexible and substantially optimal determination of driving modes for a hybrid vehicle. In particular, this is achieved by providing different operating strategies, i. H. of different assignments of driving modes to the possible priorities of the segments.

The plurality of different operating strategies can each cause a different average consumption of electrical energy from the energy storage. In this case, the plurality of different operating strategies can be sorted according to increasing or decreasing average consumption of electrical energy. Thus, the determination of an optimal operating strategy can be further accelerated.

Determining the sequence of driving modes may include determining an allowable operating strategy from the plurality of different operating strategies for which the state of charge of the electrical energy store along the travel route does not fall below the state of charge threshold and is minimal at the endpoint of the travel route (as compared to the state of charge obtained using the other operating strategies of the plurality of operating strategies, the use of which does not fall below the state of charge threshold along the travel route). The sequence of driving modes can then be determined on the basis of the permissible operating strategy.

Determining the sequence of driving modes may further comprise determining an improper operating strategy from the plurality of different operating strategies for which the state of charge of the electrical storage at least one point along the travel route is below the state of charge threshold and maximum at the endpoint of the travel route (in FIG Compared to the charging states, which are achieved with the use of the other operating strategies of the plurality of operating strategies, the use of which falls below the state of charge threshold along the travel route at least one point). The sequence of driving modes can then also be determined on the basis of the impermissible operating strategy. In particular, such a mixed operating strategy can be determined (from the permissible operating strategy and the impermissible operating strategy), by the z. B. the state of charge at the endpoint can be further reduced (without falling below the state of charge threshold).

For example, determining the sequence of driving modes may include determining an allowable sequence of driving modes by assigning a driving mode to each segment of the sequence of segments according to the permissible operating strategy. Furthermore, an illegal sequence of driving modes may be determined by assigning a driving mode to each segment of the sequence of segments according to the improper operating strategy. It can then be taken over the driving mode for one or more segments from the inadmissible sequence of driving modes in the permissible sequence of driving modes, so that the state of charge of the electrical energy storage is reduced at the end point of the route and the state of charge threshold does not fall below. Thus, a mixed operating strategy can be determined from the (just) permissible and the impermissible operating strategy.

The plurality of different operating strategies may be sorted by increasing or decreasing average consumption of electrical energy. To determine the permissible operating strategy can then gradually and starting with the operating strategy with the lowest average consumption of electrical energy, the state of charge of the electrical energy storage at one or more points (in particular at all points) along the route are determined until an inadmissible operating strategy is achieved, wherein the state of charge of the electric energy storage device along the travel route at least one point (in particular at the end point) below the state of charge threshold. The permissible operating strategy then corresponds to the last operating strategy before the inadmissible operating strategy is reached. In an analogous way can be started with the operating strategy with the highest average consumption. By sorting the operating strategies, the computational effort for determining the sequence of driving modes can be reduced.

In another aspect, a control unit for a hybrid vehicle including an electric drive and an IC engine is described. The control unit is configured to divide an upcoming driving route for the hybrid vehicle into a sequence of segments, wherein a segment indicates a priority of a plurality of priorities for the use of the electric drive of the hybrid vehicle. In addition, the control unit is set up, based on a plurality of different operating strategies, to determine a sequence of driving modes for the corresponding sequence of segments, in particular such that one or more conditions relating to a demand for electrical energy of the hybrid vehicle along the driving route are fulfilled. In this case, an operating strategy assigns the priorities of the plurality of priorities each one driving mode from a plurality of different driving modes. The driving modes of the plurality of different driving modes differ in terms of consumption of electric power from the electric energy storage. The control unit is further configured to operate the electric drive and the internal combustion engine drive of the hybrid vehicle on the driving route as a function of the sequence of driving modes.

In another aspect, a hybrid vehicle (eg, a passenger car, a truck, or a motorcycle) is described that includes the control unit described in this document.

In another aspect, a software (SW) program is described. The SW program may be set up to run on a processor (eg, on a control device of a vehicle) and thereby perform the method described in this document.

In another aspect, a storage medium is described. The storage medium may include a SW program that is set up to run on a processor and thereby perform the method described in this document.

It should be understood that the methods, devices and systems described herein may be used alone as well as in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, devices, and systems described herein may be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways.

Furthermore, the invention will be described in more detail with reference to exemplary embodiments. Show

1 exemplary components of a hybrid vehicle;

2 an exemplary division of a route into segments;

3 exemplary profiles of the state of charge of an energy store for different operating strategies; and

4 a flowchart of an exemplary method for determining driving modes for the operation of a hybrid vehicle.

As stated above, the present document is concerned with the energy efficient operation of a hybrid vehicle. In this context shows 1 exemplary components of a hybrid vehicle 100 (eg a passenger car, a lorry or a motorbike). The vehicle 100 includes a driver's position 106 by a driver of the vehicle 100 can be taken to the vehicle 100 to control. From the driver's position 106 off can, for example, a brake pedal 103 and / or accelerator pedal 113 (also known as accelerator pedal) operated to the vehicle 100 to delay and / or accelerate. The operation of the brake pedal 103 typically results in actuation of wheel brakes (also referred to as friction brakes) 110 that cause friction on the wheels 109 of the vehicle 100 cause, and thereby a delay of the vehicle 100 cause.

Furthermore, the vehicle includes 100 an internal combustion engine 102 that has a gearbox 101 a wheel axle 107 of the vehicle 100 and with it wheels 109 of the vehicle 100 can drive. In addition, the vehicle includes 100 an electric machine 108 , In the example shown, the electric machine 108 set up the wheel axle 107 of the vehicle 100 drive. For example, when the accelerator pedal is pressed 113 the electric machine 108 operated as an electric motor to the wheel axle 107 drive. On the other hand, when the brake pedal is pressed 103 the electric machine 108 be operated as a generator to kinetic energy of the vehicle 100 convert into electrical energy (recuperation). The recovered electrical energy is typically stored in an energy store 111 (eg in a high-voltage battery at about 300 V or more) stored. By the operation of the electric machine 108 As a generator is a Rekuperationsmoment on the wheel axle 107 causes, through which the vehicle 100 is delayed.

As in 1 shown, the electric machine 108 possibly by a clutch 112 from the wheel axle 107 separated or with the wheel axle 107 be coupled. Through the clutch 112 can depending on the needs of the recuperation of the electric machine 108 be switched off (for example, a load of the internal combustion engine 102 in internal combustion engine operation of the vehicle 100 to reduce).

The vehicle 100 includes a control unit 105 (eg as part of an engine control unit). The control unit 105 is set up, one or more control signals, eg. In relation to control inputs by the driver. The one or more control signals include z. B. the operation of the brake pedal 103 and / or the operation of the accelerator pedal 113 , Furthermore, the control unit 105 set up the internal combustion engine 102 , The gear 101 , the coupling 112 and / or the electric machine 108 in response to the one or more control signals. In particular, when the accelerator pedal is pressed 113 the speed of the internal combustion engine 102 and / or the electric machine 108 be increased to the vehicle 100 to accelerate. On the other hand, when the brake pedal is pressed 103 a recuperation operation of the electric machine 108 and / or an actuation of the friction brakes 110 be initiated.

The vehicle 100 also includes a position sensor 104 that is set, positional data relating to a position of the vehicle 100 (eg current GPS coordinates). Furthermore, the vehicle can 100 one or more environmental sensors 114 comprise, which are adapted to capture environmental data, the information relating to an environment of the vehicle 100 Show. The one or more environment sensors 114 can z. As one or more cameras, one or more radar sensors, one or more LIDAR sensors, one or more ultrasonic sensors, etc. include. The control unit 105 can be set up, the internal combustion engine 102 , The gear 101 , the coupling 112 and / or the electric machine 108 depending on the position data and / or the environment data.

Furthermore, the vehicle can 100 an input / output unit 115 include. A user of the vehicle may via input means of the input / output unit 115 (eg via a touch-sensitive screen) an adjustment and / or an instruction for the vehicle 100 to generate. In addition, a user of the vehicle may have output means (eg, via a screen) of the input / output unit 115 Information and / or instructions relating to the operation of the vehicle 100 receive.

A user of the vehicle 100 can z. B. via the input / output unit 115 a desired endpoint 202 a driving route 200 enter (see 2 ). The control unit 105 of the vehicle 100 can then (for example by means of a navigation application that uses digital map information) a route 200 from a (current) starting point 201 to the endpoint 202 determine.

The control unit 105 can be further set up, the route 200 into a plurality of different segments 210 (with respective segment start points 211 and segment endpoints 212 ). In connection with the map information, one or more properties may be stored (eg, as attributes) representing different portions of the travel route 200 describe. For example, the map information may indicate if a portion of the travel route 200 in a city, on a country road or on a highway. Furthermore, gradients, speed limits and / or gradients along the route 200 are displayed. Based on such information, the driving route 200 into different segments 210 be split, with the segments 210 each have homogeneous properties (in comparison to the properties of directly adjacent segments 210 ). Due to the relatively homogeneous properties of a segment 210 It may be useful to the vehicle 100 within a segment 210 operate in a specific driving mode. On the other hand, due to the different properties of directly adjacent segments 210 be meaningful in the different segments 210 to use different driving modes. For example, it may be useful to the vehicle 100 in the city in a (possibly pure) electric driving mode to operate. On the other hand, it may be useful to the vehicle 100 operate on the highway in a (possibly pure) combustion engine driving mode.

• • Priorität 1: nach Möglichkeit rein elektrisch fahren;
• • Priorität 2: eine Mischung von elektrischem und verbrennungsmotorischem Antrieb möglich; und
• • Priorität 3: ein elektrischer Antrieb ist nicht unbedingt erforderlich.

Beispielsweise kann einem städtischen Segment 210 die Priorität 1, einem ländlichen Segment 210 mit der Durchfahrt von Ortschaften die Priorität 2 und einem Autobahn-Segment 210 die Priorität 3 zugeweisen werden.Depending on the properties of the respective segments 210 can the segments 210 a driving route 200 Assigned priorities that are aptitude and / or preference for purely electrical operation of the vehicle 100 in the respective segment 210 Show. Exemplary priorities are

• • Priority 1: if possible, driving purely electrically;
• • priority 2: a mixture of electric and internal combustion engine drive possible; and
• • Priority 3: An electric drive is not essential.

For example, an urban segment 210 the priority 1, a rural segment 210 with the passage of localities the priority 2 and a highway segment 210 Priority 3 will be assigned.

• • ein erster Fahrmodus, bei dem der Ladezustand des Energiespeichers 111 zumindest gehalten wird, und bei dem mit der als Generator betriebenen Elektromaschine 108 eine maximal mögliche Lastpunktanhebung erfolgt, um möglichst viel elektrische Energie zu erzeugen (die im elektrischen Energiespeicher 111 gespeichert werden kann);
• • ein zweiter Fahrmodus, bei dem der Ladezustand des Energiespeichers 111 zumindest gehalten wird, und bei dem mit der als Generator betriebenen Elektromaschine 108 eine möglichst energieeffiziente Lastpunktanhebung erfolgt, um in möglichst energieeffizienter Weise elektrische Energie zu erzeugen;
• • ein dritter Fahrmodus, bei dem der Ladezustand des Energiespeichers 111 zumindest gehalten wird, und bei dem keine Lastpunktanhebung durch die Elektromaschine 108 erfolgt;
• • ein vierter Fahrmodus, bei dem der Ladezustand des Energiespeichers 111 reduziert wird, um die Elektromaschine 108 für den Antrieb des Fahrzeugs 100 zu nutzen; und/oder
• • ein fünfter Fahrmodus, bei dem der Ladezustand des Energiespeichers 111 durch den Betrieb der Elektromaschine 108 reduziert wird, und bei dem die Elektromaschine 108 zur Unterstützung des Verbrennungsmotors 102 verwendet wird (z. B. um ein zusätzliches Antriebsmoment bereitzustellen oder um fossilen Kraftstoff zu sparen). Dieser Fahrmodus kann auch als „Assist” Fahrmodus bezeichnet werden, bei dem die Elektromaschine 108 zur Unterstützung des Verbrennungsmotors 102 verwendet wird.

For the vehicle 100 can use different driving modes with a different degree of use of electrical energy for driving the vehicle 100 be determined. Exemplary driving modes are

• • a first driving mode, in which the state of charge of the energy storage 111 is held at least, and in which operated as a generator electric machine 108 a maximum possible load point increase takes place in order to generate as much electrical energy as possible (that in the electrical energy storage 111 can be stored);
• • a second driving mode, in which the state of charge of the energy storage 111 is held at least, and in which operated as a generator electric machine 108 An energy-efficient load point increase takes place in order to generate electrical energy in the most energy-efficient manner possible;
• • a third driving mode, in which the state of charge of the energy storage 111 is held at least, and in which no load point increase by the electric machine 108 he follows;
• • a fourth driving mode, in which the state of charge of the energy storage 111 is reduced to the electric machine 108 for driving the vehicle 100 to use; and or
• • a fifth driving mode, in which the state of charge of the energy storage 111 through the operation of the electric machine 108 is reduced, and in which the electric machine 108 to support the internal combustion engine 102 used (eg to provide additional drive torque or to save fossil fuel). This driving mode can also be referred to as "assist" driving mode, in which the electric machine 108 to support the internal combustion engine 102 is used.

The different driving modes have different characteristics, wherein a characteristic can indicate, up to which driving torque the vehicle 100 is driven purely electrically (eg as a function of the vehicle speed 100 ). For example, a characteristic can be defined for the first driving mode, which causes a connection of the internal combustion engine even at relatively low driving torques and / or at relatively low driving speeds 102 he follows. On the other hand, for the fourth driving mode, a characteristic curve can be defined which causes the first to switch on the combustion engine at relatively high drive torques and / or at relatively high driving speeds 102 he follows. The characteristics for the different driving modes can thereby of the state of charge of the energy storage 111 depending, with typically the probability of a start of the internal combustion engine 102 with decreasing state of charge (ie with decreasing state of charge, SOC) increases.

For the vehicle 100 Different operating strategies can be defined and stored in a storage unit of the vehicle 100 be saved. In this case, an operating strategy the different electrification priorities different driving modes of the vehicle 100 to assign. Table 1 shows example operating strategies (SPC Nos 1 to 9). The operating strategies are sorted in such a way that the consumption of electrical energy increases with increasing ESR no., Ie as the number of the operating strategy increases. BSG no. 1 2 3 4 5 6 7 8th 9 Priority 1 3 4 4 4 4 4 4 4 4 Priority 2 1 1 2 3 4 4 4 4 4 Priority 3 1 1 1 1 1 2 3 4 5 Table 1

The operating strategy No. 1 has z. For example, priority 1 is the third drive mode, priority 2 is the first drive mode, and priority 3 is the first drive mode. On the other hand, the operation strategy No. 9 of the priority 1 assigns the fourth drive mode, the priority 2, the fourth drive mode, and the priority 3, the fifth drive mode.

The control unit 105 can be set up for an operating strategy, the state of charge of the energy storage 111 at the route endpoint 202 as well as at any point along the route 200 to predict. For this purpose, the segments 210 the route 200 assigned the driving modes resulting from the operating strategy for the electrification priority of each segment 210 result. Furthermore, based on the respective driving modes, the state of charge of the energy storage 111 at the segment endpoints 212 predicts, from which then the predicted state of charge of the energy storage 111 at the route endpoint 202 results.

3 shows exemplary curves of the states of charge 301 along the way 302 a driving route 200 for different operating strategies 311 . 312 . 313 . 314 (eg for the operational strategies with SPC Nos. 1 to 4). It can be seen from the courses that with increasing ESR no., Ie that with the selection of operating strategies with an increasing consumption of electrical energy, the state of charge 301 at the route endpoint 202 sinks. In the operating strategy 314 the state of charge is at the route end point 202 below a predefined state of charge threshold 303 (For example, 10%, 5% or less of the total energy storage capacity 111 ). Consequently, the electrical energy consumption of the operating strategy 314 too high for the route ahead 200 , The operating strategy 314 can be referred to as an inadmissible operating strategy. It can then be the operating strategy 313 with the next lower electrical energy consumption for the operation of the vehicle 100 along the route 200 be selected as a permissible operating strategy. Thus, in a computationally efficient manner, a sequence of driving modes for the corresponding sequence of segments 210 a route ahead 200 which are determined in the electrical energy storage 111 available electrical energy optimally and / or as fully exploits.

In a further step, that of the selected permissible operating strategy 313 appropriate sequence of driving modes adapted to the utilization of the electrical energy storage 111 to further improve available electrical energy. The selected operating strategy 313 corresponding sequence of driving modes may be referred to as a tentative sequence of driving modes. Furthermore, for the currently no longer admissible operating strategy 314 an invalid sequence of driving modes for the sequence of segments 210 be determined. Based on the preliminary sequence of driving modes and on the basis of the impermissible sequence of driving modes, an optimized sequence of driving modes for the corresponding sequence of segments can then be provided 210 be determined. In particular, for a particular segment 210 determine whether the illegal sequence of driving modes a driving mode for the particular segment 210 that is for the particular segment 210 leads to a higher electrical energy consumption than the driving mode for the particular segment 210 from the preliminary sequence of driving modes. If this is the case, so may for the particular segment 210 the driving mode from the impermissible sequence of driving modes are selected, if it is further ensured that by this exchange the state of charge 301 at the route endpoint 202 (as well as at any point along the route 200 ) the state of charge threshold 303 not below. This comparison may be gradual for the individual segments 210 the route 200 be performed. Furthermore, so long driving modes for the individual segments 210 be replaced until an exchange would cause the state of charge 301 at the route endpoint 202 or at least one point along the route 200 the state of charge threshold 303 below. By adopting driving modes for one or more segments 210 From the impermissible sequence of driving modes, an optimized sequence of driving modes can be generated by which the cumulative electrical energy consumption for the driving route 200 is further increased.

The control unit 105 can the vehicle 100 along the route 200 operate according to the preliminary or according to the optimized sequence of driving modes. For this purpose it can be determined based on the position data in which segment 210 the sequence of segments 210 the vehicle 100 is located respectively. Furthermore, from the preliminary or optimized sequence of driving modes, the driving mode for that segment may be selected 210 be determined. The one or more characteristics for this driving mode can then for the control of the internal combustion engine 102 and the electric machine 108 be used.

Thus, there is a method of determining an optimal route-specific operation strategy for a hybrid vehicle 100 described. All permissible driving modes (ie combinations of forms of electric driving, loading and assists) can be filed in a list and be indexed. An increasing (or falling) index can indicate an increasing demand for electrical energy. The route ahead of the vehicle 100 can be in segments 210 be divided, with the segments 210 may have different priorities with respect to electric driving. In particular, directly adjacent segments 210 have different priorities.

Furthermore, a list of possible operating strategies can be created with increasing (or decreasing) demand for electrical energy. In this case, an operating strategy indicates an assignment of the driving modes to the different priorities with regard to the electric driving. Based on an energy forecast for the route ahead, ie for the route 200 , the operating strategy can be determined, the best possible, on the route 200 feasible exploitation of energy storage 111 having available electrical energy. If based on the energy forecast, a residual energy in the energy storage 111 results, this can be planned by replacing the driving modes of individual sections with the driving modes from the next higher operating strategy.

4 shows a flowchart of an exemplary method 400 to operate a hybrid vehicle 100 on a (preceding) route 200 , The procedure 400 can by a control unit 105 of the vehicle 100 be executed. The procedure 400 includes splitting 401 the route 200 into a sequence of segments 210 , The division of the route 200 in segments 210 can be done on the basis of digital map information. This can be parts of the route 200 with similar properties to segments 210 be summarized.

The procedure 400 may further include determining 402 of priorities for the use of the electric drive 108 of the hybrid vehicle 100 in the respective segments 210 the sequence of segments 210 , In particular, a plurality of priorities may be defined (eg, two, three, or more priorities) that indicate a different degree of usage of the electric drive 108 (ie the electric machine). In other words, the priority of a segment 210 can indicate to what extent the use of the electric drive 108 in this segment 210 required, desirable, energetically advantageous and / or recommended. Possibly. can be the priorities for each segment 210 directly (as card attributes) are taken from the digital map information. In particular, in such a case, the splitting 401 the route 200 depending on the priorities stored as card attributes. For example, driving route sections with the same priorities can be combined into segments.

In addition, the process includes 400 the determining 403 , based on a variety of different operating strategies 311 . 312 . 313 . 314 , a (possibly optimal) sequence of driving modes for the corresponding sequence of segments 210 , The sequence of driving modes can be determined such that the (predicated) state of charge 301 of the electrical energy storage 111 of the hybrid vehicle 100 at the endpoint 202 the route 200 a state of charge threshold 303 not below and in particular at no point along the route 200 the state of charge threshold 303 below. Furthermore, the sequence of driving modes can be determined such that the (predicted) state of charge 301 of the electrical energy storage 111 of the hybrid vehicle 100 at the endpoint 202 the route 200 is as minimal as possible, ie as close as possible to the state of charge threshold 303 lies.

An operating strategy 311 . 312 . 313 . 314 In this case, the priorities from the plurality of priorities are each assigned a drive mode from a plurality of different drive modes. The operating strategies differ 311 . 312 . 313 . 314 in terms of the association between priorities and driving modes. The different driving modes differ in each case in relation to the (average) consumption of electrical energy from the electrical energy storage 111 , Consequently, the different operating strategies differ 311 . 312 . 313 . 314 in relation to the (average) consumption of electrical energy from the electrical energy storage 111 , Thus, over different operating strategies 311 . 312 . 313 . 314 efficiently different consumption behavior of the hybrid vehicle 100 described, and the consequent effects on the state of charge 301 of the electrical energy storage 111 along a driving route 200 be predicated.

In addition, the process includes 400 operating 404 of the hybrid vehicle 100 on the route 200 depending on the sequence of driving modes.

The procedure described in this document 400 allows optimal utilization of electrical energy from the energy storage 111 a hybrid vehicle 100 on a defined route 200 , Furthermore, the method 400 a high flexibility with regard to possible changes (eg when defining a new driving mode or when changing the priorities of the route segments in the digital map information). In addition, the method described allows 400 due to the relatively low computational requirements, a predictive energy management during the operation of a vehicle 100 ,

The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended to illustrate only the principle of the proposed methods, apparatus and systems.

Claims (11)

Procedure ( 400 ) for operating a hybrid vehicle ( 100 ) on a preceding route ( 200 ); the method ( 400 ), - splitting ( 401 . 402 ) of the route ( 200 ) into a sequence of segments ( 210 ), the segments ( 210 ) the sequence of segments ( 210 ) each have a priority of a plurality of priorities for the use of an electric drive ( 108 ) of the hybrid vehicle ( 100 ) exhibit; - Determine ( 403 ), based on a number of different operating strategies ( 311 . 312 . 313 . 314 ), a sequence of driving modes for the corresponding sequence of segments ( 210 ) such that one or more conditions relating to a need for electrical energy of the hybrid vehicle ( 100 ) at one or more points on the route ( 200 ) are met; where an operational strategy ( 311 . 312 . 313 . 314 assigning each of the priorities of the plurality of priorities a driving mode among a plurality of different driving modes; wherein the plurality of different driving modes with respect to a consumption of electrical energy from the electrical energy storage ( 111 ) distinguish; and - operating ( 404 ) of the hybrid vehicle ( 100 ) on the route ( 200 ) depending on the sequence of driving modes. Procedure ( 400 ) according to claim 1, wherein two different operating strategies ( 311 . 312 . 313 . 314 ) from the majority of different operating strategies ( 311 . 312 . 313 . 314 ) assign different driving modes to at least one of the plurality of priorities. Procedure ( 400 ) according to one of the preceding claims, wherein the one or more conditions relating to the electrical energy requirement of the hybrid vehicle ( 100 ), the demand for electrical energy is such that a state of charge ( 301 ) of an electrical energy store ( 111 ) of the hybrid vehicle ( 100 ) at an endpoint ( 202 ) of the route ( 200 ) a state of charge threshold ( 303 ) is not below; The demand for electrical energy is such that the state of charge ( 301 ) of the electrical energy store ( 111 ) at no point on the route ( 200 ) the state of charge threshold ( 303 ) falls below; and / or the demand for electrical energy is such that the state of charge ( 301 ) of the electrical energy store ( 111 ) at the endpoint ( 202 ) of the route ( 200 ) is minimal. Procedure ( 400 ) according to one of the preceding claims, wherein - the plurality of different operating strategies ( 311 . 312 . 313 . 314 ) each have a different average consumption of electrical energy from the energy store ( 111 ) cause; and - the plurality of different operating strategies ( 311 . 312 . 313 . 314 ), in particular 3, 5, 9 or more different operating strategies ( 311 . 312 . 313 . 314 ). Procedure ( 400 ) according to claim 4, wherein said determining ( 403 ) comprises the sequence of driving modes, - determining a permissible operating strategy ( 313 ) from the majority of different operating strategies ( 311 . 312 . 313 . 314 ), for which a state of charge ( 301 ) of an electrical energy store ( 111 ) of the hybrid vehicle ( 100 ) on the route ( 200 ) a state of charge threshold ( 303 ) and at an endpoint ( 202 ) of the route ( 200 ) is minimal; and - determining the sequence of driving modes based on the permissible operating strategy ( 313 ). Procedure ( 400 ) according to claim 5, wherein the determining ( 403 ) of the sequence of driving modes, - identifying an inadmissible operating strategy ( 314 ) from the majority of different operating strategies ( 311 . 312 . 313 . 314 ), for which the state of charge ( 301 ) of the electrical energy store ( 111 ) on the route ( 200 ) at least one point the state of charge threshold ( 303 ) and at the endpoint ( 202 ) of the route ( 200 ) is maximum; and - determining the sequence of driving modes also on the basis of the inadmissible operating strategy ( 314 ). Procedure ( 400 ) according to claim 6, wherein the determining ( 403 ) comprises the sequence of driving modes, Determining a permissible sequence of driving modes by assigning a driving mode to each segment ( 210 ) the sequence of segments ( 210 ) in accordance with the permissible operating strategy ( 313 ); Determining an illegal sequence of driving modes by assigning a driving mode to each segment ( 210 ) the sequence of segments ( 210 ) in accordance with the inadmissible operating strategy ( 314 ); and - adopting the driving mode for one or more segments ( 210 ) from the impermissible sequence of driving modes in the permissible sequence of driving modes, so that the state of charge ( 301 ) of the electrical energy store ( 111 ) at the endpoint ( 202 ) of the route ( 200 ) and the state of charge threshold ( 303 ) along the route ( 200 ) is not fallen below. Procedure ( 400 ) according to one of claims 5 to 7, wherein - the plurality of different operating strategies ( 311 . 312 . 313 . 314 ) is sorted according to increasing or decreasing average consumption of electrical energy; - to determine the permissible operating strategy ( 313 ) gradually and starting with the operational strategy ( 311 ) with the lowest average consumption of electrical energy, the state of charge ( 301 ) of the electrical energy store ( 111 ) along the route ( 200 ) until an inadmissible operating strategy ( 314 ) is reached, in which the state of charge ( 301 ) of the electrical energy store ( 111 ) at least one point along the travel route ( 200 ) the state of charge threshold ( 303 ) falls below; and - the permissible operating strategy ( 313 ) of the last operational strategy before the inadmissible operating strategy ( 314 ) corresponds. Procedure ( 400 ) according to one of the preceding claims, wherein - the plurality of priorities comprises at least three different priorities each having a different degree of utilization of the electric drive ( 108 ) of the hybrid vehicle ( 100 ) Show; and - the priority of a segment ( 210 ) based in particular on digital map information regarding the route ( 200 ) is determined. Procedure ( 400 ) according to one of the preceding claims, wherein - the plurality of driving modes comprises at least three different driving modes; and the plurality of driving modes in particular comprises: a driving mode in which the state of charge ( 301 ) of the electrical energy store ( 111 ) within a segment ( 210 ) or a driving mode in which the state of charge ( 301 ) of the electrical energy store ( 111 ) within a segment ( 210 ) should be reduced; and a driving mode comprises in particular a characteristic which indicates at which driving speed, at which requested driving torque and / or at which state of charge ( 301 ) an internal combustion engine drive ( 102 ) of the hybrid vehicle ( 100 ) is activated. Control unit ( 105 ) for a hybrid vehicle ( 100 ), which has an electric drive ( 108 ) and an internal combustion engine drive ( 102 ); the control unit ( 105 ), - a route ahead ( 200 ) for the hybrid vehicle ( 100 ) into a sequence of segments ( 210 ), the segments ( 210 ) the sequence of segments ( 210 ) each have a priority of a plurality of priorities for the use of an electric drive ( 108 ) of the hybrid vehicle ( 100 ) exhibit; - based on a plurality of different operating strategies ( 311 . 312 . 313 . 314 ), a sequence of driving modes for the corresponding sequence of segments ( 210 ) such that one or more conditions relating to a requirement of electrical energy of the hybrid vehicle ( 100 ) at one or more points on the route ( 200 ) are met; where an operational strategy ( 311 . 312 . 313 . 314 assigning each of the priorities of the plurality of priorities a driving mode among a plurality of different driving modes; wherein the plurality of different driving modes with respect to a consumption of electrical energy from the electrical energy storage ( 111 ) distinguish; and - the electric drive ( 108 ) and the internal combustion engine drive ( 102 ) of the hybrid vehicle ( 100 ) on the route ( 200 ) depending on the sequence of driving modes.

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