EP1673251A1 - Method for regulation of the state of charge of an energy store on a vehicle with hybrid drive - Google Patents

Method for regulation of the state of charge of an energy store on a vehicle with hybrid drive

Info

Publication number
EP1673251A1
EP1673251A1 EP04762605A EP04762605A EP1673251A1 EP 1673251 A1 EP1673251 A1 EP 1673251A1 EP 04762605 A EP04762605 A EP 04762605A EP 04762605 A EP04762605 A EP 04762605A EP 1673251 A1 EP1673251 A1 EP 1673251A1
Authority
EP
European Patent Office
Prior art keywords
charge
vehicle
state
energy store
soc
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP04762605A
Other languages
German (de)
French (fr)
Inventor
Jochen Fassnacht
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1673251A1 publication Critical patent/EP1673251A1/en
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a method for regulating the state of charge of an energy store for storing electrical energy in a vehicle with a hybrid drive, in particular a motor vehicle, and to such a vehicle having the features specified in the preamble of claims 1 and 8, respectively.
  • motor vehicles with hybrid drive have at least one electric machine that can be coupled to the drive train of the motor vehicle.
  • this electric machine supplies electrical energy which is stored in an energy store formed by the vehicle battery until it is delivered to a consumer of the motor vehicle.
  • the electric machine alone or together with the internal combustion engine, provides for the propulsion of the motor vehicle, and in the latter case it serves to absorb the fluctuations in the output power of the drive train that occur in real driving operation, so that the internal combustion engine is always in a consumption-optimized manner whenever possible Operating area is kept around the Increase the efficiency of the drive and reduce the environmental impact of pollutants from the internal combustion engine.
  • the state of charge of the vehicle battery is continuously monitored and generally kept at a predetermined constant value. If the state of charge drops below this value, a charge controller of the battery requests electrical energy from the electric machine, which then goes into generator mode in order to recharge the battery.
  • this charging of the battery is unnecessary if the motor vehicle is braked shortly thereafter and considerable amounts of kinetic energy of the motor vehicle are converted into electrical energy by the electric machine and fed into the battery. When the vehicle is braked, the entire kinetic energy of the motor vehicle cannot usually be recovered, but usually a considerable proportion.
  • the method according to the invention with the features mentioned in claim 1 and the vehicle according to the invention with the features mentioned in claim 8 offer the advantage that the kinetic energy of the vehicle can be taken into account when charging the energy store in order to charge the energy store by converting a battery To avoid part of the drive power of the internal combustion engine if it is to be expected or there is a likelihood that soon afterwards a not unreliable considerable amount of electrical energy will be fed into the energy storage.
  • the method for charge control according to the invention can be used in particular in motor vehicles with hybrid drive, the energy storage of which can be operated with a variable state of charge, such as the newly developed NiMH battery.
  • the amount of energy stored in the energy store in these motor vehicles can be kept variable or optimized according to the driving situation, energy being saved by a suitable setpoint value setting and thus the fuel consumption being reduced and the environmental impact being reduced.
  • the charging of the energy store is delayed with increasing vehicle speed, preferably by lowering a desired value of the state of charge with increasing vehicle speed, so that the actual value of the state of charge due to energy withdrawals from the energy store is only too low - falls below the setpoint at a later point in time.
  • a further preferred embodiment of the invention provides that the setpoint value of the state of charge is reduced as a function of the instantaneous driving speed by a value which is likely to be charged when the energy store is charged Decelerating the vehicle from this current speed to a standstill corresponds.
  • the setpoint is expediently specified by a characteristic curve which is dependent on the speed of travel of the vehicle, a relatively simple control being possible if the setpoint of the state of charge is reduced in proportion to the speed of travel of the motor vehicle.
  • the setpoint value of the state of charge can also be reduced in such a way, that it decreases disproportionately with increasing speed.
  • a further advantageous embodiment of the invention provides that the target value is not lowered if energy is generated for charging the energy store for other reasons, for example by recuperation of energy during a descent. In this case, it is advisable to store any excess energy that may be generated in the energy store, regardless of the speed of travel, in order to use it for charging it.
  • the speed-dependent setpoint of the state of charge can not only be used to regulate the charging of the energy store, but can also be integrated into an operating strategy for the internal combustion engine and the electric machine.
  • FIG. 1 shows a possible schematic diagram of components of a hybrid drive of a motor vehicle according to the invention
  • FIG. 2 shows a possible characteristic curve of the target value of the state of charge of a battery of the motor vehicle as a function of its driving speed
  • Figure 3 shows another possible characteristic of the target value of the state of charge of the motor vehicle battery.
  • the hybrid drive of a motor vehicle comprises an internal combustion engine 10 and an electric machine 12 in a known manner.
  • the internal combustion engine 10 is coupled via a clutch 14 and a transmission 16 to an output shaft 20 driving the drive wheels 18 of the motor vehicle.
  • the electric machine 12 is also coupled to the transmission 16, so that part of the mechanical energy required for propelling the motor vehicle can be supplied by the electric machine 12 in order to always keep the internal combustion engine 10 in an operating state that is optimal in terms of consumption.
  • the electric machine 12 also serves to generate electrical energy for supplying other consumers of the motor vehicle and can also be used as a starter for the internal combustion engine and / or as a sole drive for the motor vehicle at a relatively low speed. serve.
  • the motor vehicle further comprises a speedometer 22, which determines the current driving speed of the motor vehicle from the current speed of the drive wheels 18 or the output shaft 20 and forwards this to an on-board computer 24.
  • the electric machine 12 which is controlled by a control unit 26, is powered in its motor operation by a battery 28 of the motor vehicle serving as an energy store and recharges it in its generator operation when the current state of charge of the battery 28 falls below a predetermined setpoint.
  • the battery 28 is of a type that can be operated with a variable state of charge, such as a NiMH battery.
  • An inverter 30, which is arranged between the latter and the electric machine 12 and has a current regulator and the charge regulator in the control unit 26, which determines the current state of charge of the battery 28 and regulates it to the predetermined target value, is used to regulate the state of charge of the battery 28.
  • the electric machine 12 is driven in this operating state via the transmission 16 by the internal combustion engine 10 and converts part of the mechanical power generated by it into electrical energy, which is then fed into the battery 28.
  • the instantaneous driving speed of the motor vehicle by replacing a constant setpoint of the State of charge, a speed-dependent setpoint is used, which is reduced at least within certain limits with increasing driving speed.
  • the instantaneous kinetic energy of the motor vehicle can be taken into account, which is partly converted into electrical energy and can be used to charge the battery 28 when the motor vehicle is next braked. Since such a braking generally takes place within a period that is not too long, the speed-dependent lowering of the setpoint value of the state of charge can delay a complete charging of the battery 28 up to this point in time. Since the battery 28 is then fully charged with the aid of the kinetic energy recovered during braking instead of with the aid of part of the drive power of the internal combustion engine 10, energy and thus fuel can be saved and the pollution of the environment can be reduced.
  • the speed-dependent setpoint value of the state of charge is specified by the charge controller 26, which contains, for example, a microcomputer, of which the setpoint value is used using the instantaneous travel speed jst transmitted by the on-board computer 24, usually available in digital form on a vehicle bus, and one stored in the microcomputer the speed-dependent setpoint characteristic curve is calculated.
  • the charge controller 26 contains, for example, a microcomputer, of which the setpoint value is used using the instantaneous travel speed jst transmitted by the on-board computer 24, usually available in digital form on a vehicle bus, and one stored in the microcomputer the speed-dependent setpoint characteristic curve is calculated.
  • FIGS. 2 and 3 Two such setpoint characteristic curves which are dependent on the driving speed are shown by way of example in FIGS. 2 and 3. While in the characteristic curve shown in FIG. 2, the nominal value of the state of charge (SOC SO ⁇ ) versus the driving speed v in a predetermined speed range between standstill (vo) and an upper limit (vi) decreases linearly and is then kept constant in order not to fall below a lower limit of the state of charge SOCmin required by the battery 28 and for the cold start, it remains in the characteristic curve shown in FIG. 3 up to a predetermined minimum speed v m i n constant and then decreases up to the maximum travel speed v ma ⁇ with increasing incline, but remains above the limit SOC m j n .
  • SOC SO ⁇ state of charge
  • the difference between the respective speed-dependent setpoint SOC S0 n (v) and a constant conventional setpoint SOC SO ⁇ k shown in broken lines in the diagram corresponds to that portion of the kinetic energy which, when braking, from the current travel speed Vj S t can be recovered to a standstill and fed into the battery 28 in the form of electrical energy. If for some reason the battery 28 is not charged when the motor vehicle is braked, the charge is generally carried out immediately afterwards with the aid of the drive power of the internal combustion engine 10.
  • the state of charge control according to the invention is in particular at
  • Motor vehicles can be used, but can also be used in locomotives with hybrid drive.
  • the Methods according to the invention ' for all hybrid vehicle concepts for example also those which, in addition to the electric machine 12, comprise a further electric machine.
  • the method according to the invention can be used not only alone but also in combination with other methods for regulating the state of charge.

Abstract

The invention relates to a method, for regulation of the state of charge of an energy store (28), on a vehicle with hybrid drive, in particular, a motor vehicle, comprising an internal combustion engine (10) and at least one electric motor (12), which may be, or are coupled to a drive train on the vehicle. According to the invention, a state of charge (SOC), for the energy store (28), is regulated by a charge regulator (30), depending on the speed (v) of the vehicle.

Description

Verfahren zur Regelung des Ladezustands eines Energiespeichers bei einem Fahrzeug mit HybridantriebMethod for regulating the state of charge of an energy store in a vehicle with a hybrid drive
Die Erfindung betrifft ein Verfahren zur Regelung des Ladezustands eines Energiespeichers zur Speicherung von elektrischer Energie in einem Fahrzeug mit einem Hybridantrieb, insbesondere einem Kraftfahrzeug, sowie ein solches Fahrzeug mit den im Oberbegriff der Ansprüche 1 bzw. 8 angegebenen Merkmalen.The invention relates to a method for regulating the state of charge of an energy store for storing electrical energy in a vehicle with a hybrid drive, in particular a motor vehicle, and to such a vehicle having the features specified in the preamble of claims 1 and 8, respectively.
Stand der TechnikState of the art
Kraftfahrzeuge mit Hybridantrieb besitzen neben einem Verbren- nungsmotor mindestens eine mit dem Antriebsstrang des Kraftfahrzeugs koppelbare Elektromaschine. Im Generatorbetrieb liefert diese Elektromaschine elektrische Energie, die bis zur Abgabe an einen Verbraucher des Kraftfahrzeugs in einem von der Fahrzeugbatterie gebildeten Energiespeicher gespeichert wird. Im Motorbetrieb sorgt die Elektromaschine allein oder zusammen mit dem Verbrennungsmotor für den Vortrieb des Kraftfahrzeugs, wobei sie im zuletzt genannten Fall dazu dient, die im realen Fahrbetrieb auftretenden Schwankungen der Abtriebsleistung des Antriebsstrangs aufzufangen, so dass der Verbrennungsmotor nach Möglichkeit immer in ei- nem verbrauchsoptimalen Betriebsbereich gehalten wird, um den Wirkungsgrad des Antriebs zu erhöhen und die Umweltbelastung durch Schadstoffe des Verbrennungsmotors zu verringern. Um sicherzustellen, dass stets genügend elektrische Energie zur Versorgung der Elektromaschine und der anderen Verbraucher des Kraft- fahrzeugs zur Verfügung steht, wird der Ladezustand der Fahrzeugbatterie kontinuierlich überwacht und in der Regel auf einem vorgegebenen konstanten Wert gehalten. Bei einem Absinken des Ladezustands unter diesen Wert fordert ein Laderegler der Batterie elektrische Energie von der Elektromaschine an, die daraufhin in den Ge- neratorbetrieb übergeht, um die Batterie nachzuladen. Diese Aufladung der Batterie ist jedoch unnötig, wenn kurz danach das Kraftfahrzeug abgebremst und dabei beträchtliche Mengen an kinetischer Energie des Kraftfahrzeugs von der Elektromaschine in elektrische Energie umgesetzt und in die Batterie eingespeist werden. Beim Ab- bremsen des Fahrzeugs kann zwar zumeist nicht die gesamte kinetische Energie des Kraftfahrzeugs zurückgewonnen werden, jedoch in der Regel ein beträchtlicher Anteil.In addition to an internal combustion engine, motor vehicles with hybrid drive have at least one electric machine that can be coupled to the drive train of the motor vehicle. In generator mode, this electric machine supplies electrical energy which is stored in an energy store formed by the vehicle battery until it is delivered to a consumer of the motor vehicle. In motor operation, the electric machine, alone or together with the internal combustion engine, provides for the propulsion of the motor vehicle, and in the latter case it serves to absorb the fluctuations in the output power of the drive train that occur in real driving operation, so that the internal combustion engine is always in a consumption-optimized manner whenever possible Operating area is kept around the Increase the efficiency of the drive and reduce the environmental impact of pollutants from the internal combustion engine. In order to ensure that sufficient electrical energy is always available to supply the electric machine and the other consumers of the motor vehicle, the state of charge of the vehicle battery is continuously monitored and generally kept at a predetermined constant value. If the state of charge drops below this value, a charge controller of the battery requests electrical energy from the electric machine, which then goes into generator mode in order to recharge the battery. However, this charging of the battery is unnecessary if the motor vehicle is braked shortly thereafter and considerable amounts of kinetic energy of the motor vehicle are converted into electrical energy by the electric machine and fed into the battery. When the vehicle is braked, the entire kinetic energy of the motor vehicle cannot usually be recovered, but usually a considerable proportion.
Vorteile der ErfindungAdvantages of the invention
Das erfindungsgemäße Verfahren mit den im Anspruch 1 genannten Merkmalen und das erfindungsgemäße Fahrzeug mit den im Anspruch 8 genannten Merkmalen bieten demgegenüber den Vorteil, dass bei der Aufladung des Energiespeichers die kinetische Energie des Fahrzeugs berücksichtigt werden kann, um eine anstehende Aufladung des Energiespeichers durch Umwandlung eines Teils der Antriebsleistung des Verbrennungsmotors zu vermeiden, wenn zu erwarten ist oder die Wahrscheinlichkeit besteht, dass bald darauf infolge einer Abbremsung des Fahrzeugs ohnehin eine nicht unbe- trächtliche Menge elektrische Energie in den Energiespeicher eingespeist werden wird.The method according to the invention with the features mentioned in claim 1 and the vehicle according to the invention with the features mentioned in claim 8 offer the advantage that the kinetic energy of the vehicle can be taken into account when charging the energy store in order to charge the energy store by converting a battery To avoid part of the drive power of the internal combustion engine if it is to be expected or there is a likelihood that soon afterwards a not unreliable considerable amount of electrical energy will be fed into the energy storage.
Das erfindungsgemäße Verfahren zur Laderegelung ist insbesondere bei Kraftfahrzeugen mit Hybridantrieb einsetzbar, deren Energiespeicher sich mit variablem Ladezustand betreiben lässt, wie beispielsweise die neu entwickelte NiMH-Batterie. Mit dem erfindungsgemäßen Verfahren kann bei diesen Kraftfahrzeugen die Menge der im Energiespeicher gespeicherten Energie variabel gehalten bzw. ent- sprechend der Fahrsituation optimiert werden, wobei durch eine geeignete Sollwertvorgabe Energie gespart und somit der Kraftstoffverbrauch gesenkt und die Umweltbelastung verringert werden kann.The method for charge control according to the invention can be used in particular in motor vehicles with hybrid drive, the energy storage of which can be operated with a variable state of charge, such as the newly developed NiMH battery. With the method according to the invention, the amount of energy stored in the energy store in these motor vehicles can be kept variable or optimized according to the driving situation, energy being saved by a suitable setpoint value setting and thus the fuel consumption being reduced and the environmental impact being reduced.
In bevorzugter Ausgestaltung der Erfindung ist vorgesehen, dass die Aufladung des Energiespeichers mit zunehmender Fahrtgeschwindigkeit des Fahrzeugs verzögert wird, vorzugsweise indem ein Sollwert des Ladezustands mit zunehmender Fahrtgeschwindigkeit des Fahrzeugs abgesenkt wird, so dass der Istwert des Ladezustands infolge von Energieentnahmen aus dem Energiespeicher erst zu ei- nem späteren Zeitpunkt unter den Sollwert absinkt.In a preferred embodiment of the invention it is provided that the charging of the energy store is delayed with increasing vehicle speed, preferably by lowering a desired value of the state of charge with increasing vehicle speed, so that the actual value of the state of charge due to energy withdrawals from the energy store is only too low - falls below the setpoint at a later point in time.
Da beim Abbremsen des Fahrzeugs normalerweise nicht die gesamte kinetische Energie zurückgewonnen werden kann, sieht eine weitere bevorzugte Ausgestaltung der Erfindung vor, dass der Soll- wert des Ladezustands in Abhängigkeit von der momentanen Fahrtgeschwindigkeit um einen Wert abgesenkt wird, der einer voraussichtlichen Aufladung des Energiespeichers beim Abbremsen des Fahrzeugs von dieser momentanen Fahrtgeschwindigkeit bis zum Stillstand entspricht. Der Sollwert wird zweckmäßig durch eine von der Fahrtgeschwindigkeit des Fahrzeugs abhängige Kennlinie vorgegeben, wobei eine verhältnismäßig einfache Regelung möglich ist, wenn der Sollwert des Ladezustands proportional zur Fahrtgeschwindigkeit des Kraft- fahrzeugs abgesenkt wird. Da jedoch die kinetische Energie des Fahrzeugs mit dem Quadrat der Fahrtgeschwindigkeit zunimmt und somit beim Abbremsen um eine bestimmte Geschwindigkeitsdifferenz die zu erwartende Menge an elektrischer Energie mit der Fahrtgeschwindigkeit überproportional ansteigt, kann der Sollwert des La- dezustands aber auch in einer solchen Weise abgesenkt werden, dass er mit steigender Fahrtgeschwindigkeit überproportional abnimmt.Since the entire kinetic energy cannot normally be recovered when the vehicle is braked, a further preferred embodiment of the invention provides that the setpoint value of the state of charge is reduced as a function of the instantaneous driving speed by a value which is likely to be charged when the energy store is charged Decelerating the vehicle from this current speed to a standstill corresponds. The setpoint is expediently specified by a characteristic curve which is dependent on the speed of travel of the vehicle, a relatively simple control being possible if the setpoint of the state of charge is reduced in proportion to the speed of travel of the motor vehicle. However, since the kinetic energy of the vehicle increases with the square of the speed of travel and thus the expected amount of electrical energy increases disproportionately with the speed of travel when braking by a certain speed difference, the setpoint value of the state of charge can also be reduced in such a way, that it decreases disproportionately with increasing speed.
Eine weitere vorteilhafte Ausgestaltung der Erfindung sieht vor, dass der Sollwert nicht abgesenkt wird, wenn aus anderen Gründen Energie zum Aufladen des Energiespeichers erzeugt wird, beispielsweise durch Rekuperation von Energie bei einer Talfahrt. In diesem Fall ist es zweckmäßig, eventuell erzeugte Überschussenergie unabhängig von der Fahrtgeschwindigkeit im Energiespeicher zu speichern, um sie für dessen Aufladung zu nutzen.A further advantageous embodiment of the invention provides that the target value is not lowered if energy is generated for charging the energy store for other reasons, for example by recuperation of energy during a descent. In this case, it is advisable to store any excess energy that may be generated in the energy store, regardless of the speed of travel, in order to use it for charging it.
Der geschwindigkeitsabhängige Sollwert des Ladezustands kann nicht nur zur Regelung der Aufladung des Energiespeichers verwendet werden, sondern kann darüber hinaus auch in eine Betriebsstra- tegie für den Verbrennungsmotor und die Elektromaschine eingebunden werden.The speed-dependent setpoint of the state of charge can not only be used to regulate the charging of the energy store, but can also be integrated into an operating strategy for the internal combustion engine and the electric machine.
Zeichnungen Die Erfindung wird nachfolgend in einem Ausführungsbeispiel anhand der zugehörigen Zeichnungen näher erläutert. Es zeigen:drawings The invention is explained in more detail in an exemplary embodiment with reference to the accompanying drawings. Show it:
Figur 1 ein mögliches schematisches Schaubild von Kompo- nenten eines Hybridantriebs eines erfindungsgemäßen Kraftfahrzeugs;1 shows a possible schematic diagram of components of a hybrid drive of a motor vehicle according to the invention;
Figur 2 eine mögliche Kennlinie des Sollwerts des Ladezustands einer Batterie des Kraftfahrzeugs in Abhängig- keit von dessen Fahrtgeschwindigkeit;FIG. 2 shows a possible characteristic curve of the target value of the state of charge of a battery of the motor vehicle as a function of its driving speed;
Figur 3 eine weitere mögliche Kennlinie des Sollwerts des Ladezustands der Kraftfahrzeugbatterie.Figure 3 shows another possible characteristic of the target value of the state of charge of the motor vehicle battery.
Beschreibung des AusführungsbeispielsDescription of the embodiment
Der in Figur 1 schematisch dargestellte Hybridantrieb eines Kraftfahrzeugs umfasst in bekannter Weise einen Verbrennungsmotor 10 und eine Elektromaschine 12. Der Verbrennungsmotor 10 ist über eine Kupplung 14 und ein Getriebe 16 mit einer die Antriebsräder 18 des Kraftfahrzeugs treibenden Abtriebswelle 20 gekoppelt. Die Elektromaschine 12 ist ebenfalls mit dem Getriebe 16 gekoppelt, so dass ein Teil der für den Vortrieb des Kraftfahrzeugs erforderlichen mechanischen Energie von der Elektromaschine 12 geliefert werden kann, um den Verbrennungsmotor 10 stets in einem verbrauchsoptimalen Betriebszustand zu halten. Die Elektromaschine 12 dient weiter zur Erzeugung von elektrischer Energie zur Versorgung von anderen Verbrauchern des Kraftfahrzeugs und kann darüber hinaus auch noch als Starter für den Verbrennungsmotor und/oder als allei- niger Antrieb für das Kraftfahrzeug bei relativ niedriger Geschwindig- keit dienen. In bekannter Weise umfasst das Kraftfahrzeug weiter einen Geschwindigkeitsmesser 22, der aus der momentanen Drehzahl der Antriebsräder 18 bzw. der Abtriebswelle 20 die momentane Fahrtgeschwindigkeit des Kraftfahrzeugs bestimmt und diese an ei- nen Bordcomputer 24 weiterleitet.The hybrid drive of a motor vehicle, shown schematically in FIG. 1, comprises an internal combustion engine 10 and an electric machine 12 in a known manner. The internal combustion engine 10 is coupled via a clutch 14 and a transmission 16 to an output shaft 20 driving the drive wheels 18 of the motor vehicle. The electric machine 12 is also coupled to the transmission 16, so that part of the mechanical energy required for propelling the motor vehicle can be supplied by the electric machine 12 in order to always keep the internal combustion engine 10 in an operating state that is optimal in terms of consumption. The electric machine 12 also serves to generate electrical energy for supplying other consumers of the motor vehicle and can also be used as a starter for the internal combustion engine and / or as a sole drive for the motor vehicle at a relatively low speed. serve. In a known manner, the motor vehicle further comprises a speedometer 22, which determines the current driving speed of the motor vehicle from the current speed of the drive wheels 18 or the output shaft 20 and forwards this to an on-board computer 24.
Die von einem Steuergerät 26 geregelte Elektromaschine 12 wird in ihrem Motorbetrieb von einer als Energiespeicher dienenden Batterie 28 des Kraftfahrzeugs gespeist und lädt diese in ihrem Generatorbe- trieb wieder auf, wenn der momentane Ladezustand der Batterie 28 einen vorgegebenen Sollwert unterschreitet. Die Batterie 28 ist von einer Art, die sich mit variablem Ladezustand betreiben lässt, wie zum Beispiel eine NiMH-Batterie. Zur Regelung des Ladezustands der Batterie 28 dient ein zwischen der letzteren und der Elektroma- schine 12 angeordneter Wechselrichter 30 mit Stromregelung und die Laderegelung im Steuergerät 26, die den momentanen Ladezustand der Batterie 28 bestimmt und auf den vorgegebenen Sollwert regelt.The electric machine 12, which is controlled by a control unit 26, is powered in its motor operation by a battery 28 of the motor vehicle serving as an energy store and recharges it in its generator operation when the current state of charge of the battery 28 falls below a predetermined setpoint. The battery 28 is of a type that can be operated with a variable state of charge, such as a NiMH battery. An inverter 30, which is arranged between the latter and the electric machine 12 and has a current regulator and the charge regulator in the control unit 26, which determines the current state of charge of the battery 28 and regulates it to the predetermined target value, is used to regulate the state of charge of the battery 28.
Wenn das Kraftfahrzeug nicht gerade abgebremst wird, wird die E- lektromaschine 12 in diesem Betriebszustand über das Getriebe 16 vom Verbrennungsmotor 10 angetrieben und setzt einen Teil der von diesem erzeugten mechanischen Leistung in elektrische Energie um, die dann in die Batterie 28 eingespeist wird. Um den dadurch verur- sachten Kraftstoffverbrauch so gering wie möglich zu halten, wird bei der Regelung der Aufladung der Batterie 28 nicht nur in konventioneller Weise deren momentaner Ladezustand berücksichtigt, sondern darüber hinaus auch die momentane Fahrtgeschwindigkeit des Kraftfahrzeugs, indem an Stelle eines konstanten Sollwerts des La- dezustands ein geschwindigkeitsabhängiger Sollwert verwendet wird, der zumindest innerhalb gewisser Grenzen mit zunehmender Fahrtgeschwindigkeit erniedrigt wird.If the motor vehicle is not currently being braked, the electric machine 12 is driven in this operating state via the transmission 16 by the internal combustion engine 10 and converts part of the mechanical power generated by it into electrical energy, which is then fed into the battery 28. In order to keep the fuel consumption caused thereby as low as possible, when regulating the charging of the battery 28, not only is its current state of charge taken into account in a conventional manner, but also the instantaneous driving speed of the motor vehicle, by replacing a constant setpoint of the State of charge, a speed-dependent setpoint is used, which is reduced at least within certain limits with increasing driving speed.
Durch diese Art der Regelung kann die momentane kinetische Ener- gie des Kraftfahrzeugs berücksichtigt werden, die zum Teil in elektrische Energie umgesetzt wird und zur Aufladung der Batterie 28 ausgenutzt werden kann, wenn das Kraftfahrzeug das nächste Mal abgebremst wird. Da eine solche Abbremsung im Allgemeinen innerhalb einer nicht zu langen Zeitspanne erfolgt, kann durch die ge- schwindigkeitsabhängige Absenkung des Sollwerts des Ladezustands eine vollständige Aufladung der Batterie 28 bis zu diesem Zeitpunkt verzögert werden. Da die vollständige Aufladung der Batterie 28 dann mit Hilfe der beim Bremsen zurückgewonnenen kinetischen Energie anstatt mit Hilfe eines Teils der Antriebsleistung des Verbrennungsmotors 10 erfolgt, kann Energie und damit Kraftstoff eingespart und die Belastung der Umwelt verringert werden.With this type of control, the instantaneous kinetic energy of the motor vehicle can be taken into account, which is partly converted into electrical energy and can be used to charge the battery 28 when the motor vehicle is next braked. Since such a braking generally takes place within a period that is not too long, the speed-dependent lowering of the setpoint value of the state of charge can delay a complete charging of the battery 28 up to this point in time. Since the battery 28 is then fully charged with the aid of the kinetic energy recovered during braking instead of with the aid of part of the drive power of the internal combustion engine 10, energy and thus fuel can be saved and the pollution of the environment can be reduced.
Der geschwindigkeitsabhängige Sollwert des Ladezustands wird vom Laderegler 26 vorgegeben, der zum Beispiel einen Mikrocomputer enthält, von dem der Sollwert unter Verwendung der vom Bordcomputer 24 übermittelten, gewöhnlich in digitaler Form auf einem Fahrzeugbus zur Verfügung stehenden momentanen Fahrtgeschwindigkeit jst und einer im Mikrocomputer gespeicherten, von der Fahrtgeschwindigkeit abhängigen Sollwert-Kennlinie berechnet wird.The speed-dependent setpoint value of the state of charge is specified by the charge controller 26, which contains, for example, a microcomputer, of which the setpoint value is used using the instantaneous travel speed jst transmitted by the on-board computer 24, usually available in digital form on a vehicle bus, and one stored in the microcomputer the speed-dependent setpoint characteristic curve is calculated.
Zwei derartige, von der Fahrtgeschwindigkeit abhängige Sollwert- Kennlinien sind in Figur 2 und 3 beispielhaft dargestellt. Während bei der in Figur 2 dargestellten Kennlinie der Sollwert des Ladezustands (SOCSOιι) über der Fahrtgeschwindigkeit v in einem vorgegebenen Geschwindigkeitsbereich zwischen Stillstand (vo) und einer Ober- grenze (vi) linear absinkt und dann konstant gehalten wird, um eine durch die Batterie 28 und für den Kaltstart erforderliche Untergrenze des Ladezustands SOCmin nicht zu unterschreiten, bleibt er bei der Figur 3 dargestellten Kennlinie bis zu einer vorgegebenen Mindest- geschwind igkeit vmin konstant und sinkt dann bis zur maximalen Fahrtgeschwindigkeit vmaχ mit zunehmender Steigung ab, bleibt dabei jedoch oberhalb der Grenze SOCmjn.Two such setpoint characteristic curves which are dependent on the driving speed are shown by way of example in FIGS. 2 and 3. While in the characteristic curve shown in FIG. 2, the nominal value of the state of charge (SOC SO ιι) versus the driving speed v in a predetermined speed range between standstill (vo) and an upper limit (vi) decreases linearly and is then kept constant in order not to fall below a lower limit of the state of charge SOCmin required by the battery 28 and for the cold start, it remains in the characteristic curve shown in FIG. 3 up to a predetermined minimum speed v m i n constant and then decreases up to the maximum travel speed v ma χ with increasing incline, but remains above the limit SOC m j n .
Bei beiden Kennlinien entspricht die Differenz zwischen dem jeweili- gen geschwindigkeitsabhängigen Sollwert SOCS0n(v) und einem in unterbrochenen Linien in das Diagramm eingezeichneten konstanten konventionellen Sollwert SOCSOιιk demjenigen Anteil der kinetischen Energie, der beim Abbremsen von der momentanen Fahrtgeschwindigkeit VjSt bis zum Stillstand zurückgewonnen und in Form von elekt- rischer Energie in die Batterie 28 eingespeist werden kann. Falls die Aufladung der Batterie 28 beim Abbremsen des Kraftfahrzeugs aus irgendwelchen Gründen unterbleibt, erfolgt die Aufladung in der Regel unmittelbar im Anschluss daran mit Hilfe der Antriebsleistung des Verbrennungsmotors 10.In the case of both characteristic curves, the difference between the respective speed-dependent setpoint SOC S0 n (v) and a constant conventional setpoint SOC SO ιιk shown in broken lines in the diagram corresponds to that portion of the kinetic energy which, when braking, from the current travel speed Vj S t can be recovered to a standstill and fed into the battery 28 in the form of electrical energy. If for some reason the battery 28 is not charged when the motor vehicle is braked, the charge is generally carried out immediately afterwards with the aid of the drive power of the internal combustion engine 10.
Mit dem beschriebenen Verfahren kann eine grobe Vorhersage des zukünftigen Energieflusses vorgenommen und somit in vielen Fällen eine unnötige Aufladung der Batterie 28 vermieden werden. Jedoch sollte aus dem zuletzt genannten Grund bei jedem Energieüberan- gebot nicht auf eine Aufladung der Batterie 28 verzichtet werden, auch wenn SOC > S0CS0n.With the described method, a rough prediction of the future energy flow can be made and, in many cases, unnecessary charging of the battery 28 can be avoided. However, for the last-mentioned reason, charging of the battery 28 should not be avoided with every excess of energy, even if SOC> S0C S0 n.
Die erfindungsgemäße Ladezustandregelung ist insbesondere beiThe state of charge control according to the invention is in particular at
Kraftfahrzeugen einsetzbar, kann jedoch auch bei Lokomotiven mit Hybridantrieb eingesetzt werden. Grundsätzlich eignet sich das er- findungsgemäße Verfahren' für alle Hybridfahrzeugkonzepte, zum Beispiel auch solche, die neben der Elektromaschine 12 eine weitere Elektromaschine umfassen. Darüber hinaus kann das erfindungsgemäße Verfahren nicht nur allein sondern auch in Kombination mit anderen Verfahren zur Ladezustandsregelung eingesetzt werden. Motor vehicles can be used, but can also be used in locomotives with hybrid drive. Basically, the Methods according to the invention ' for all hybrid vehicle concepts, for example also those which, in addition to the electric machine 12, comprise a further electric machine. In addition, the method according to the invention can be used not only alone but also in combination with other methods for regulating the state of charge.

Claims

Patentansprüche claims
1. Verfahren zur Regelung des Ladezustands eines Energiespeichers zur Speicherung von elektrischer Energie in einem Fahrzeug mit einem Hybridantrieb, insbesondere einem Kraftfahrzeug, umfassend einen Verbrennungsmotor und mindestens eine Elektromaschi- ne, die mit einem Antriebsstrang des Fahrzeugs koppelbar oder gekoppelt sind, dadurch gekennzeichnet, dass ein Ladezustand (SOC) des Energiespeichers (28) in Abhängigkeit von der Fahrtgeschwindigkeit (v) des Fahrzeugs geregelt wird.1. A method for regulating the state of charge of an energy store for storing electrical energy in a vehicle with a hybrid drive, in particular a motor vehicle, comprising an internal combustion engine and at least one electric machine which can be coupled or coupled to a drive train of the vehicle, characterized in that a state of charge (SOC) of the energy store (28) is regulated as a function of the driving speed (v) of the vehicle.
2. Verfahren nach Anspruch 1 , dadurch gekennzeichnet, dass ein Sollwert des Ladezustands (SOCS0n) mit zunehmender Fahrtgeschwindigkeit (v) abgesenkt wird.2. The method according to claim 1, characterized in that a target value of the state of charge (SOC S0 n) is lowered with increasing driving speed (v).
3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeich- net, dass der Sollwert des Ladezustands (SOCSOιι) um einen Wert abgesenkt wird, der einer voraussichtlichen Aufladung des Energiespeichers (28) beim Abbremsen des Fahrzeugs von seiner momentanen Fahrtgeschwindigkeit (VjSt) bis zum Stillstand entspricht.3. The method according to claim 1 or 2, characterized in that the target value of the state of charge (SOC SO ιι) is reduced by a value that an expected charging of the energy store (28) when braking the vehicle from its current speed (Vj St ) to a standstill.
4. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Sollwert des Ladezustands (SOCsoii) durch eine von der Fahrtgeschwindigkeit (v) abhängige Kennlinie vorgegeben wird. 4. The method according to any one of the preceding claims, characterized in that the target value of the state of charge (SOCsoii) is predetermined by a characteristic curve dependent on the driving speed (v).
5. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Sollwert des Ladezustands (SOC- soii) um einen zur Fahrtgeschwindigkeit (v) des Fahrzeugs proportionalen Wert abgesenkt wird.5. The method according to any one of the preceding claims, characterized in that the target value of the state of charge (SOC- so ii) is lowered by a value proportional to the driving speed (v) of the vehicle.
6. Verfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass der Sollwert des Ladezustands (SOCSOιι) um einen zur Fahrtgeschwindigkeit (v) des Fahrzeugs überproportionalen Wert abgesenkt wird.6. The method according to any one of claims 1 to 4, characterized in that the target value of the state of charge (SOC SO ιι) is lowered by a disproportionate to the speed (v) of the vehicle.
7. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Sollwert des Ladezustands (SOC- son) eine Eingangsgröße einer Strategie zum Betrieb des Verbrennungsmotors (10) und der Elektromaschine (12) bildet.7. The method according to any one of the preceding claims, characterized in that the target value of the state of charge (SOC son) forms an input variable of a strategy for operating the internal combustion engine (10) and the electric machine (12).
8. Fahrzeug mit einem Hybridantrieb, insbesondere Kraftfahrzeug, umfassend einen Verbrennungsmotor und mindestens eine Elektromaschine, die mit einem Antriebsstrang des Fahrzeugs koppelbar oder gekoppelt sind, sowie einen Energiespeicher zur Spei- cherung von elektrischer Energie und einen Laderegler zur Reglung eines Ladezustands des Energiespeichers, dadurch gekennzeichnet, dass der Laderegler (30) den Ladezustand (SOC) des Energiespeichers (28) in Abhängigkeit von der Fahrtgeschwindigkeit (v) des Fahrzeugs regelt.8. Vehicle with a hybrid drive, in particular a motor vehicle, comprising an internal combustion engine and at least one electric machine which can be coupled or coupled to a drive train of the vehicle, and an energy store for storing electrical energy and a charge controller for regulating a state of charge of the energy store, thereby characterized in that the charge controller (30) regulates the state of charge (SOC) of the energy store (28) as a function of the driving speed (v) of the vehicle.
9. Fahrzeug nach Anspruch 8, dadurch gekennzeichnet, dass der Energiespeicher (28) eine Batterie oder ein Kondensator ist und mit veränderlichem Ladezustand (SOC) betrieben werden kann. 9. Vehicle according to claim 8, characterized in that the energy store (28) is a battery or a capacitor and can be operated with a variable state of charge (SOC).
10. Fahrzeug nach Anspruch 8 oder 9, dadurch gekennzeichnet, dass der Energiespeicher (28) eine NiMH-Batterie ist.10. Vehicle according to claim 8 or 9, characterized in that the energy store (28) is a NiMH battery.
11. Fahrzeug nach einem der Ansprüche 8 bis 10, dadurch gekennzeichnet, dass der Laderegler (26) mit einem Messwert der Fahrtgeschwindigkeit (v) des Fahrzeugs beaufschlagbar ist. 11. Vehicle according to one of claims 8 to 10, characterized in that the charge controller (26) can be acted upon with a measured value of the travel speed (v) of the vehicle.
EP04762605A 2003-10-06 2004-08-05 Method for regulation of the state of charge of an energy store on a vehicle with hybrid drive Ceased EP1673251A1 (en)

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US20070295543A1 (en) 2007-12-27
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DE10346213A1 (en) 2005-04-21
US7934573B2 (en) 2011-05-03

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