EP2313300A1 - Method and device for operating a hybrid drive of a vehicle - Google Patents

Method and device for operating a hybrid drive of a vehicle

Info

Publication number
EP2313300A1
EP2313300A1 EP09780572A EP09780572A EP2313300A1 EP 2313300 A1 EP2313300 A1 EP 2313300A1 EP 09780572 A EP09780572 A EP 09780572A EP 09780572 A EP09780572 A EP 09780572A EP 2313300 A1 EP2313300 A1 EP 2313300A1
Authority
EP
European Patent Office
Prior art keywords
electric motor
power reserve
energy
power
vehicle
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.)
Withdrawn
Application number
EP09780572A
Other languages
German (de)
French (fr)
Inventor
Jens-Werner Falkenstein
Manfred Hellmann
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 EP2313300A1 publication Critical patent/EP2313300A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/24—Steering angle
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/32—Driving direction
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143—Alarm means
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2520/06—Direction of travel
    • 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
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/20—Direction indicator values
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the invention relates to a method for operating a hybrid drive of a vehicle, which is driven by an internal combustion engine and an electric motor, wherein the electric motor energy from one, a
  • Power reserve having energy reserve is supplied, and during a hybrid drive, the performance of the internal combustion engine is complemented by the performance of the electric motor and an apparatus for performing the method.
  • Vehicles with a hybrid drive structure have an internal combustion engine and a second drive unit an electric motor.
  • the drive torque can be applied during the driving operation of the hybrid vehicle of both drive units. If more propulsion torque is required than the internal combustion engine can supply, additional electrical energy for the electric motor from an energy store is provided for propulsion. (Boost operation).
  • Energy content of the energy storage a longer boost operation can be maintained or the available energy content of the energy storage can be distributed to several boost operations.
  • the power which is taken from the energy storage in the boost mode limited, although the energy storage still has a power reserve from which the energy storage could provide a higher performance.
  • the removal of this power reserve leads to a heavy load on the energy storage and thus to reduce the life of the energy storage.
  • the inventive method for starting a hybrid vehicle with the features of claim 1 has the advantage that in certain dangerous situations, the power reserve of the energy storage of the electric motor is used to leave a dangerous area quickly.
  • This danger zone can be, for example, an overtaking maneuver with suddenly occurring oncoming traffic or a crossing area which must be left immediately due to cross traffic.
  • a dangerous situation In order to release the power reserve of the energy store, a dangerous situation must first be identified.
  • the dangerous situation is detected by an evaluation of the operation of an accelerator pedal. This is the way the operation of the accelerator pedal by analyzed the driver. It is particularly easy to detect a dangerous situation when the accelerator pedal is fully depressed (kickdown of the accelerator pedal), which the driver usually only does in a critical situation.
  • the gradient of the accelerator pedal angle is evaluated in addition to the position of the accelerator pedal. A rapid change of the gradient allows the assumption that the driver wants to avoid a dangerous situation quickly.
  • the power reserve of the energy storage is released as long as the steering wheel falls below a predetermined angle. When cornering, this boost function is therefore prevented in order to prevent drifting of the vehicle in the curve and to avoid a possible risk of accidents.
  • the power reserve of the energy storage is released when a vehicle dynamics system, in particular the electronic stabilization program (ESP) is active. When deactivating the electronic stabilization program, the release of the power reserve is prohibited for safety reasons, since it may possibly lead to unstable driving situations such as ice or snow in the danger-boost functionality according to the invention, which can be compensated again only with the electronic stability program.
  • ESP electronic stabilization program
  • the power reserve of the energy storage is released at an engaged forward gear. With a reverse gear engaged, the danger-boosting functionality is prevented.
  • the driver is informed after each release of the power reserve that the service life of the energy store is reduced.
  • the time delay of the release of the power reserve of the energy store can be canceled in a development of the invention if the Driver assistance system detects the dangerous situation.
  • Driver assistance systems such as ACC systems, detect dangerous situations independently of the driver.
  • the driver assistance system can detect an oncoming vehicle in the course of their own vehicle and react to it, even before the driver can. In the future, such driver assistance systems can detect and prevent dangers early on the basis of communication between the vehicles.
  • Vehicle to be able to remove quickly from the critical area means are available which allow the energy from the energy storage to the electric motor from the power reserve of the energy storage when detecting a dangerous situation.
  • Figure 1 Schematic representation of a vehicle with hybrid drive
  • Figure 2 Representation of the release of the power reserve as a function of the position of the accelerator pedal
  • Figure 1 shows a schematic diagram of a vehicle with a hybrid drive.
  • the hybrid drive is the first of an internal combustion engine 1
  • the internal combustion engine 1 is connected via the drive train 3 to the transmission 4, which in turn leads via the differential 5 to the wheel axle 6 for driving the wheel 7.
  • the electric motor 2 is connected via its own drive train 8 to the transmission 4 and thus contributes to the drive of the wheels 7 and to the total torque of the vehicle.
  • the electric motor 2 has its own electric motor control unit 9, which is connected to a hybrid CAN bus 10, via which all the control units communicate with each other, which have an influence on the hybrid-specific driving operation of the vehicle.
  • These include, among others, the battery management system 11 of the high-voltage battery 12 and a transmission control unit 20.
  • the high-voltage battery 12 is connected to the electric motor 2 and supplies it with electrical energy.
  • a vehicle control unit 13 communicates via the hybrid CAN bus 10 with the electric motor control unit 9 connected thereto, the battery management system 11 and the transmission control unit 20. Moreover, it is not available via the CAN bus 14 with an ACC control unit 15, an ESP control unit 22 and others connected control units of the vehicle safety and driver assistance systems of the vehicle connected. Via a gateway 16, the CAN bus 14 is connected to a gateway CAN bus 17, via which the individual bus systems of the vehicle communicate with each other.
  • the engine control unit 18 of the internal combustion engine 1 is connected to the vehicle control unit 13 via the gateway CAN bus 17 and the CAN bus 14.
  • the vehicle control unit 13 is connected to an accelerator pedal sensor 19 and a vehicle speed sensor 21, from which the vehicle control unit 13 receives information about the current operating parameters for vehicle operation.
  • the torque relevant to the output is applied by both the engine 1 and the electric motor 2. If the vehicle is in a dangerous situation, this torque is insufficient, so that it becomes necessary to release the power reserve of the high-voltage battery 12 for the electric motor 2, which will be explained in more detail below.
  • the vehicle control unit 13 evaluates the data supplied by the accelerator pedal sensor 19, which the driver of the hybrid vehicle adjusts via the accelerator pedal.
  • FIG. 2 a shows the accelerator pedal angle ⁇ F p over time, as detected by the accelerator pedal sensor 19. If the accelerator pedal is fully depressed, the accelerator pedal at point A has reached its maximum accelerator pedal position. The vehicle control unit 13 recognizes that the vehicle is in a special danger situation. As additional information, the gradient of the change in angle over time d ⁇ / dt can be evaluated to determine the dangerous situation. If this gradient is very large, this is also an indication that the vehicle is in a critical situation. Such critical situations can occur during overtaking or at intersections.
  • the power reserve of the high-voltage battery 12 of the hybrid vehicle is released by the vehicle control unit 13 outputting a signal to the battery management system 11 via the hybrid CAN bus 10.
  • FIG. 2b shows the released power reserve P R for the danger boost over time.
  • the provision of electrical energy from the power reserve of the high-voltage battery 12 is to be understood as a danger boost, but what is only used in dangerous situations.
  • the battery management system 11 receives the information that the power reserve P R is to be released.
  • the power reserve P R is not fully released, but gradually released over time.
  • the ACC control unit 15 If the dangerous situation which the driver has indicated by actuation of the accelerator pedal is confirmed by the ACC control unit 15, which recognizes, for example, that an oncoming vehicle is on the lane of the hybrid vehicle, the maximum power reserve P R is released as quickly as possible (curve C) ,
  • the information of the ACC control unit 15 is forwarded to the vehicle control unit 13, which outputs a signal containing this information to the battery management system 1 1.
  • the vehicle control unit 13 receives from the transmission control unit 20 the information that the vehicle is traveling in a gear which is greater than the first gear, as shown in curve D, the power reserve P R becomes slower released with the same speed as the power reserve P R is released when the vehicle speed sensor 21 reports a driving speed of greater than 30 h / km to the vehicle control unit 13.
  • the power reserve P R is released only gradually, since it would be possible to abuse it by launching a cavalier which is to be prevented.
  • the release of the power reserve P R is delayed even further here than when driving with the second or a higher gear (curve E).
  • the release of the power reserve P R is inhibited.
  • the release of the power reserve P R is also prevented when the electronic stability program ESP is deactivated, which is reported to the vehicle control unit 13 by the ESP control unit 22.
  • the power reserve P R is de-energized, as shown in curve E. This is necessary to protect the high-voltage battery 12. But it also represents no further disadvantage for the further driving, since the possibility that a vehicle in the short term several times one after another gets into a dangerous situation, is not given so often. Therefore, the engine torque released for the electric motor 2 is reduced after each danger boost.
  • the vehicle control unit 13 controls a display 23, which signals to the driver that the danger boost has led to a reduction in the service life of the high-voltage battery 12.

Abstract

The invention relates to a method for operating a hybrid drive of a vehicle, driven by an internal combustion engine (1) and an electric motor (2). Energy is supplied to the electric motor (2) from an energy accumulator (12) comprising a power reserve, (PR) and the power of the internal combustion engine (1) is supplemented by the power of the electric motor (2). According to a method wherein the vehicle is rescued from a hazardous situation as quickly as possible, the energy is supplied from the energy accumulator (12) to the electric motor (2) from the power reserve (PR) of the energy accumulator, when a risk situation is detected.

Description

Titel title
Verfahren und Vorrichtung zum Betrieb eines Hybridantriebs eines FahrzeugesMethod and device for operating a hybrid drive of a vehicle
Stand der TechnikState of the art
Die Erfindung betrifft ein Verfahren zum Betrieb eines Hybridantriebs eines Fahrzeuges, welches mit einem Verbrennungsmotor und einem Elektromotor angetrieben wird, wobei dem Elektromotor Energie aus einem, eineThe invention relates to a method for operating a hybrid drive of a vehicle, which is driven by an internal combustion engine and an electric motor, wherein the electric motor energy from one, a
Leistungsreserve aufweisenden Energiespeicher zugeführt wird, und während eines Hybridantriebes die Leistung des Verbrennungsmotors durch die Leistung des Elektromotors ergänzt wird sowie eine Vorrichtung zur Durchführung des Verfahrens.Power reserve having energy reserve is supplied, and during a hybrid drive, the performance of the internal combustion engine is complemented by the performance of the electric motor and an apparatus for performing the method.
Fahrzeuge mit einer hybriden Antriebsstruktur weisen einen Verbrennungsmotor und als zweites Antriebsaggregat einen Elektromotor auf. So kann das Antriebsmoment während des Fahrbetriebes des Hybridfahrzeuges von beiden Antriebsaggregaten aufgebracht werden. Wird mehr Vortriebsmoment gefordert, als der Verbrennungsmotor liefern kann, so wird zusätzlich elektrische Energie für den Elektromotor aus einem Energiespeicher zum Vortrieb zur Verfügung gestellt. (Boostbetrieb).Vehicles with a hybrid drive structure have an internal combustion engine and a second drive unit an electric motor. Thus, the drive torque can be applied during the driving operation of the hybrid vehicle of both drive units. If more propulsion torque is required than the internal combustion engine can supply, additional electrical energy for the electric motor from an energy store is provided for propulsion. (Boost operation).
Aus der WO 2007/107463 A1 ist ein Verfahren zum Betrieb eines Hybridantriebs für ein Fahrzeug bekannt, bei welchem eineFrom WO 2007/107463 A1 a method for operating a hybrid drive for a vehicle is known, in which a
Leistungssteigerung durch ein Ergänzen der verbrennungsmotorischen Leistung durch elektromotorische Leistung erfolgt. Da die Energiemenge des dem Elektromotor zugeordneten elektrischen Energiespeichers begrenzt ist, kann die Leistungssteigerung über die verbrennungsmotorische Leistung hinaus nur temporär erfolgen. Die temporäre Leistungssteigerung erfolgt nur bis zum Erreichen einer Grenzgeschwindigkeit, wodurch mittels des verfügbarenIncreased performance by supplementing the combustion engine power by electromotive power takes place. Since the amount of energy of the electrical energy storage device associated with the electric motor is limited, the increase in performance beyond the internal combustion engine power can only be temporary. The temporary performance increase is only done until reaching a limit speed, whereby by means of the available
Energieinhaltes des Energiespeichers ein längerer Boostbetrieb aufrechterhalten werden kann oder der verfügbare Energieinhalt des Energiespeichers auf mehrere Boostvorgänge verteilt werden kann.Energy content of the energy storage a longer boost operation can be maintained or the available energy content of the energy storage can be distributed to several boost operations.
Zur Erhaltung der Leistungsfähigkeit des Energiespeichers wird die Leistung, welche dem Energiespeicher im Boostbetrieb entnommen wird, begrenzt, obwohl der Energiespeicher noch eine Leistungsreserve aufweist, aus welcher der Energiespeicher eine höhere Leistung liefern könnte. Allerdings führt der Entzug dieser Leistungsreserve zu einer starken Belastung des Energiespeichers und damit zur Reduzierung der Lebensdauer des Energiespeichers.To maintain the performance of the energy storage, the power which is taken from the energy storage in the boost mode, limited, although the energy storage still has a power reserve from which the energy storage could provide a higher performance. However, the removal of this power reserve leads to a heavy load on the energy storage and thus to reduce the life of the energy storage.
Offenbarung der ErfindungDisclosure of the invention
Vorteile der ErfindungAdvantages of the invention
Das erfindungsgemäße Verfahren zum Anfahren eines Hybridfahrzeuges mit den Merkmalen des Anspruchs 1 weist den Vorteil auf, dass in bestimmten Gefahrensituationen die Leistungsreserve des Energiespeichers des Elektromotors genutzt wird, um einen Gefahrenbereich zügig verlassen zu können. Dieser Gefahrenbereich kann beispielsweise ein Überholvorgang mit plötzlich aufkommenden Gegenverkehr oder ein Kreuzungsbereich sein, der auf Grund von Querverkehr sofort verlassen werden muss.The inventive method for starting a hybrid vehicle with the features of claim 1 has the advantage that in certain dangerous situations, the power reserve of the energy storage of the electric motor is used to leave a dangerous area quickly. This danger zone can be, for example, an overtaking maneuver with suddenly occurring oncoming traffic or a crossing area which must be left immediately due to cross traffic.
Um die Leistungsreserve des Energiespeichers freizugeben, muss zunächst eine Gefahrensituation identifiziert werden. Vorteilhafterweise wird die Gefahrensituation durch eine Auswertung der Betätigung eines Fahrpedals erkannt. Dazu wird die Art und Weise der Betätigung des Fahrpedals durch den Fahrer analysiert. Besonders einfach lässt sich eine Gefahrensituation erkennen, wenn das Fahrpedal voll durchgetreten wird (Kickdown des Fahrpedals), was der Fahrer für gewöhnlich nur in einer kritischen Situation tut.In order to release the power reserve of the energy store, a dangerous situation must first be identified. Advantageously, the dangerous situation is detected by an evaluation of the operation of an accelerator pedal. This is the way the operation of the accelerator pedal by analyzed the driver. It is particularly easy to detect a dangerous situation when the accelerator pedal is fully depressed (kickdown of the accelerator pedal), which the driver usually only does in a critical situation.
Die so erkannte Gefahrensituation führt zur Freigabe der Leistungsreserve des elektrischen Energiespeichers.The thus identified danger situation leads to the release of the power reserve of the electrical energy storage.
In einer anderen Ausgestaltung wird neben der Stellung des Fahrpedals auch der Gradient des Fahrpedalwinkels ausgewertet. Eine schnelle Veränderung des Gradienten lässt die Annahme zu, dass der Fahrer schnell einer gefährlichen Situation ausweichen will.In another embodiment, the gradient of the accelerator pedal angle is evaluated in addition to the position of the accelerator pedal. A rapid change of the gradient allows the assumption that the driver wants to avoid a dangerous situation quickly.
Die Freigabe der Leistungsreserve des Energiespeichers für den so genannten „Gefahrenboost" erfolgt nicht spontan, auch wenn eine Gefahrensituation über das Fahrpedal identifiziert wurde. Die Leistungsreserve wird in einer weiteren Ausgestaltung der Erfindung in einem vorgegebenen Zeitraum ansteigend freigegeben. Der vorgegebene Zeitraum ist dabei geschwindigkeits- und/oder gangstufenabhängig. Damit wird ein Missbrauch dieser Funktionalität durch einen so genannten „Kavalierstart" unterbunden, da die Leistungsreserve erst ab dem zweiten Gang oder oberhalb einer Mindestgeschwindigkeit zügig freigegeben wird. Bei einer niedrigen Geschwindigkeit oder im ersten Gang wird die Freigabe verzögert und/oder mit einem niedrigen Gradienten freigegeben.The release of the power reserve of the energy storage for the so-called "danger boost" is not spontaneous, even if a dangerous situation has been identified via the accelerator pedal.The power reserve is released increasing in a further embodiment of the invention in a given period rising. Thus, a misuse of this functionality by a so-called "cavalier start" is prevented, since the power reserve is released quickly from the second gear or above a minimum speed. At low speed or first gear, the enable is delayed and / or released with a low gradient.
In einer Weiterbildung wird die Leistungsreserve des Energiespeichers freigegeben, solange der Lenkradeinschlag einen vorgegebenen Winkel unterschreitet. In Kurvenfahrten wird diese Boostfunktion daher unterbunden, um ein Driften des Fahrzeuges in der Kurve zu verhindern und eine mögliche Unfallgefahr zu vermeiden. Darüber hinaus wird die Leistungsreserve des Energiespeichers freigegeben, wenn ein Fahrzeugdynamiksystem, insbesondere das elektronische Stabilisierungsprogramm (ESP) aktiv ist. Bei einer Deaktivierung des elektronischen Stabilisierungsprogramms wird die Freigabe der Leistungsreserve aus Sicherheitsgründen untersagt, da es bei der erfindungsgemäßen Gefahrenboost-Funktionalität evtl. zu instabilen Fahrsituationen z.B auf Eis oder Schnee kommen kann, welche nur mit dem elektronischen Stabilitätsprogramm wieder ausgeglichen werden können.In a development, the power reserve of the energy storage is released as long as the steering wheel falls below a predetermined angle. When cornering, this boost function is therefore prevented in order to prevent drifting of the vehicle in the curve and to avoid a possible risk of accidents. In addition, the power reserve of the energy storage is released when a vehicle dynamics system, in particular the electronic stabilization program (ESP) is active. When deactivating the electronic stabilization program, the release of the power reserve is prohibited for safety reasons, since it may possibly lead to unstable driving situations such as ice or snow in the danger-boost functionality according to the invention, which can be compensated again only with the electronic stability program.
In einer Ausgestaltung wird die Leistungsreserve des Energiespeichers bei einem eingelegten Vorwärtsgang freigegeben. Bei einem eingelegten Rückwärtsgang wird die Gefahrenboost-Funktionalität unterbunden.In one embodiment, the power reserve of the energy storage is released at an engaged forward gear. With a reverse gear engaged, the danger-boosting functionality is prevented.
Nach jeder erfolgten Freigabe der Leistungsreserve wird das Motormoment des Elektromotors reduziert. Dies hat den Vorteil, dass der Energiespeicher wieder aufgeladen werden kann. Darüber hinaus wird aber auch ein Missbrauch der Gefahrenboost-Funktionalität ohne zwingend vorliegende Gefahrensituation unterbunden. Erst mit Beginn eines neuen Fahrzyklus oder nach Ablauf einer bestimmten Zeit kann die Leistungsreserve im vollen Umfang wieder angefordert werden. Die Reduktion der Leistungsreserve wird dem Fahrer angezeigt, so dass dieser jederzeit darüber informiert ist, wann ihm die Gefahrenboost-Funktionalität zur Verfügung steht.After each successful release of the power reserve, the engine torque of the electric motor is reduced. This has the advantage that the energy storage can be recharged. In addition, however, a misuse of the security function functionality is prevented without mandatory danger situation. Only at the beginning of a new driving cycle or after a certain period of time has passed the power reserve can be requested in full again. The reduction of the power reserve is displayed to the driver, so that he is always informed when the danger-boost functionality is available to him.
Da das erfindungsgemäße Verfahren die Lebensdauer des Energiespeichers beeinflusst, wird dem Fahrer nach jeder Freigabe der Leistungsreserve angezeigt, dass eine Reduzierung der Lebensdauer des Energiespeichers erfolgt.Since the method according to the invention influences the life of the energy store, the driver is informed after each release of the power reserve that the service life of the energy store is reduced.
Verfügt das Fahrzeug über ein Fahrerassistenzsystem, so kann in einer Weiterbildung der Erfindung die zeitliche Verzögerung der Freigabe der Leistungsreserve des Energiespeichers aufgehoben werden, wenn das Fahrerassistenzsystem die Gefahrensituation erkennt. Fahrerassistenzsysteme, wie beispielsweise ACC-Systeme, erkennen unabhängig vom Fahrer Gefahrensituationen. So kann das Fahrerassistenzsystem ein entgegenkommendes Fahrzeug im Kurs des eigenen Fahrzeuges feststellen und darauf reagieren, noch bevor der Fahrer es kann. Zukünftig können solche Fahrerassistenzsysteme auf der Grundlage einer Kommunikation der Fahrzeuge untereinander frühzeitig Gefahren erkennen und ihnen vorbeugen.If the vehicle has a driver assistance system, the time delay of the release of the power reserve of the energy store can be canceled in a development of the invention if the Driver assistance system detects the dangerous situation. Driver assistance systems, such as ACC systems, detect dangerous situations independently of the driver. Thus, the driver assistance system can detect an oncoming vehicle in the course of their own vehicle and react to it, even before the driver can. In the future, such driver assistance systems can detect and prevent dangers early on the basis of communication between the vehicles.
In einer anderen Weiterbildung der Erfindung weist eine Vorrichtung zumIn another embodiment of the invention, a device for
Betrieb eines Hybridantriebs eines Fahrzeuges einen Verbrennungsmotor und einen Elektromotor auf, wobei dem Elektromotor Energie aus einem, eine Leistungsreserve aufweisenden Energiespeicher zugeführt wird und während eines Hybridantriebes die Leistung des Verbrennungsmotors durch die Leistung des Elektromotors ergänzt wird. Um in Gefahrensituationen dasOperation of a hybrid drive of a vehicle, an internal combustion engine and an electric motor, wherein the electric motor energy is supplied from a, a power reserve having energy storage and during a hybrid drive, the power of the engine is supplemented by the power of the electric motor. In dangerous situations the
Fahrzeug schnell aus dem kritischen Bereich entfernen zu können, sind Mittel vorhanden, welche beim Erkennen einer Gefahrensituation die Energiezufuhr aus dem Energiespeicher zum Elektromotor aus der Leistungsreserve des Energiespeichers ermöglichen.Vehicle to be able to remove quickly from the critical area, means are available which allow the energy from the energy storage to the electric motor from the power reserve of the energy storage when detecting a dangerous situation.
Kurze Beschreibung der ZeichnungShort description of the drawing
Die Erfindung lässt zahlreiche Ausführungsformen zu. Eine davon soll anhand der in der Zeichnung dargestellten Figuren näher erläutert werden.The invention allows numerous embodiments. One of them will be explained in more detail with reference to the figures shown in the drawing.
Es zeigt:It shows:
Figur 1 : Prinzipdarstellung eines Fahrzeuges mit HybridantriebFigure 1: Schematic representation of a vehicle with hybrid drive
Figur 2: Darstellung der Freigabe der Leistungsreserve in Abhängigkeit von der Position des Fahrpedals Ausführungsformen der ErfindungFigure 2: Representation of the release of the power reserve as a function of the position of the accelerator pedal Embodiments of the invention
Figur 1 zeigt eine Prinzipdarstellung für ein Fahrzeug mit einem Hybridantrieb. Der Hybridantrieb wird von einem Verbrennungsmotor 1 als ersteFigure 1 shows a schematic diagram of a vehicle with a hybrid drive. The hybrid drive is the first of an internal combustion engine 1
Antriebseinheit und einem Elektromotor 2 als zweite Antriebseinheit gebildet.Drive unit and an electric motor 2 formed as a second drive unit.
Der Verbrennungsmotor 1 ist über den Antriebsstrang 3 mit dem Getriebe 4 verbunden, welches wiederum über das Differential 5 auf die Radachse 6 zum Antrieb des Rades 7 führt.The internal combustion engine 1 is connected via the drive train 3 to the transmission 4, which in turn leads via the differential 5 to the wheel axle 6 for driving the wheel 7.
Der Elektromotor 2 ist über einen eigenen Antriebsstrang 8 mit dem Getriebe 4 verbunden und trägt damit zum Antrieb der Räder 7 und zum Gesamtdrehmoment des Fahrzeuges bei. Darüber hinaus verfügt der Elektromotor 2 über ein eigenes Elektromotorsteuergerät 9, welches an einen Hybrid CAN-Bus 10 angeschlossen ist, über welchen alle die Steuergeräte miteinander kommunizieren, die Einfluss auf den hybridspezifischen Fahrbetrieb des Fahrzeuges haben. Dazu gehören unter anderem das Batteriemanagementsystem 11 der Hochvoltbatterie 12 und ein Getriebesteuergerät 20. Die Hochvoltbatterie 12 ist mit dem Elektromotor 2 verbunden und versorgt diesen mit elektrischer Energie.The electric motor 2 is connected via its own drive train 8 to the transmission 4 and thus contributes to the drive of the wheels 7 and to the total torque of the vehicle. In addition, the electric motor 2 has its own electric motor control unit 9, which is connected to a hybrid CAN bus 10, via which all the control units communicate with each other, which have an influence on the hybrid-specific driving operation of the vehicle. These include, among others, the battery management system 11 of the high-voltage battery 12 and a transmission control unit 20. The high-voltage battery 12 is connected to the electric motor 2 and supplies it with electrical energy.
Ein Fahrzeugsteuergerät 13 kommuniziert über den Hybrid CAN Bus 10 mit dem daran angeschlossenen Elektromotorsteuergerät 9, dem Batteriemanagementsystem 11 und dem Getriebesteuergerät 20. Darüber hinaus ist es über den CAN Bus 14 u.a. mit einem ACC-Steuergerät 15, einem ESP-Steuergerät 22 und anderen nicht weiter dargestellten Steuergeräten der Fahrzeugsicherheits- und Fahrerassistenzsysteme des Fahrzeuges verbunden. Über ein Gateway 16 steht der CAN Bus 14 mit einem Gateway CAN Bus 17 in Verbindung, über welchen die einzelnen Bussysteme des Fahrzeuges miteinander kommunizieren.A vehicle control unit 13 communicates via the hybrid CAN bus 10 with the electric motor control unit 9 connected thereto, the battery management system 11 and the transmission control unit 20. Moreover, it is not available via the CAN bus 14 with an ACC control unit 15, an ESP control unit 22 and others connected control units of the vehicle safety and driver assistance systems of the vehicle connected. Via a gateway 16, the CAN bus 14 is connected to a gateway CAN bus 17, via which the individual bus systems of the vehicle communicate with each other.
Das Motorsteuergerät 18 des Verbrennungsmotors 1 ist über den Gateway- CAN Bus 17 und den CAN Bus 14 mit dem Fahrzeugsteuergerät 13 verbunden.The engine control unit 18 of the internal combustion engine 1 is connected to the vehicle control unit 13 via the gateway CAN bus 17 and the CAN bus 14.
Das Fahrzeugsteuergerät 13 ist mit einem Fahrpedalgeber 19 und einem Fahrzeuggeschwindigkeitsgeber 21 verbunden, von welchem das Fahrzeugsteuergerät 13 Informationen über die aktuellen Betriebsparameter für den Fahrzeugbetrieb erhält.The vehicle control unit 13 is connected to an accelerator pedal sensor 19 and a vehicle speed sensor 21, from which the vehicle control unit 13 receives information about the current operating parameters for vehicle operation.
Bei der vorliegenden Anordnung wird das für den Abtrieb relevante Drehmoment sowohl vom Verbrennungsmotor 1 als auch vom Elektromotor 2 aufgebracht. Befindet sich das Fahrzeug in einer Gefahrensituation reicht dieses Drehmoment nicht aus, so dass es notwendig wird, die Leistungsreserve der Hochvoltbatterie 12 für den Elektromotor 2 freizugeben, was im Folgenden näher erläutert werden soll.In the present arrangement, the torque relevant to the output is applied by both the engine 1 and the electric motor 2. If the vehicle is in a dangerous situation, this torque is insufficient, so that it becomes necessary to release the power reserve of the high-voltage battery 12 for the electric motor 2, which will be explained in more detail below.
Das Fahrzeugsteuergerät 13 wertet die von dem Fahrpedalgeber 19 gelieferten Daten aus, die der Fahrer des Hybridfahrzeuges über das Fahrpedal einstellt.The vehicle control unit 13 evaluates the data supplied by the accelerator pedal sensor 19, which the driver of the hybrid vehicle adjusts via the accelerator pedal.
In Figur 2a ist der Fahrpedalwinkel θFp über der Zeit dargestellt, wie er vom Fahrpedalgeber 19 erfasst wird. Ist das Fahrpedal voll durchgetreten, hat das Fahrpedal im Punkt A seine maximale Fahrpedalstellung erreicht. Das Fahrzeugsteuergerät 13 erkennt daran, dass sich das Fahrzeug in einer besonderen Gefahrensituation befindet. Als Zusatzinformation kann zur Feststellung der Gefahrensituation der Gradient der Winkeländerung über der Zeit dθ/dt ausgewertet werden. Ist dieser Gradient sehr groß, ist auch das ein Hinweis darauf, dass sich das Fahrzeug in einer kritischen Situation befindet. Solche kritischen Situationen können bei Überholvorgängen oder an Kreuzungen auftreten.FIG. 2 a shows the accelerator pedal angle θ F p over time, as detected by the accelerator pedal sensor 19. If the accelerator pedal is fully depressed, the accelerator pedal at point A has reached its maximum accelerator pedal position. The vehicle control unit 13 recognizes that the vehicle is in a special danger situation. As additional information, the gradient of the change in angle over time dθ / dt can be evaluated to determine the dangerous situation. If this gradient is very large, this is also an indication that the vehicle is in a critical situation. Such critical situations can occur during overtaking or at intersections.
Hat das Fahrzeugsteuergerät 13 eine solche Gefahrensituation detektiert, wird die Leistungsreserve der Hochvoltbatterie 12 des Hybridfahrzeuges freigegeben, indem das Fahrzeugsteuergerät 13 über den Hybrid CAN Bus 10 eine Signal an das Batteriemanagementsystem 11 ausgibt.If the vehicle control unit 13 has detected such a dangerous situation, the power reserve of the high-voltage battery 12 of the hybrid vehicle is released by the vehicle control unit 13 outputting a signal to the battery management system 11 via the hybrid CAN bus 10.
In Figur 2b ist die freigegebene Leistungsreserve PRfür den Gefahrenboost über der Zeit dargestellt. Als Gefahrenboost soll im Weiteren die Bereitstellung von elektrischer Energie aus der Leistungsreserve der Hochvoltbatterie 12 verstanden werden, worauf aber nur in Gefahrensituationen zurückgegriffen wird.FIG. 2b shows the released power reserve P R for the danger boost over time. In addition, the provision of electrical energy from the power reserve of the high-voltage battery 12 is to be understood as a danger boost, but what is only used in dangerous situations.
Im Punkt B der Figur 2b, welcher mit Punkt A der Figur 2a korreliert, erhält das Batteriemanagementsystem 11 die Information, dass die Leistungsreserve PR freizugeben ist. Die Leistungsreserve PR wird dabei nicht vollständig, sondern allmählich über die Zeit freigegeben.At point B of FIG. 2b, which correlates with point A of FIG. 2a, the battery management system 11 receives the information that the power reserve P R is to be released. The power reserve P R is not fully released, but gradually released over time.
Wird die Gefahrensituation, die der Fahrer durch Betätigung des Fahrpedals angezeigt hat, durch das ACC-Steuergerät 15 bestätigt, welches beispielsweise erkennt, dass sich ein entgegenkommendes Fahrzeug auf der Fahrspur des Hybridfahrzeuges befindet, wird die maximale Leistungsreserve PR schnellstmöglich freigegeben (Kurve C). Hier wird die Information des ACC- Steuergerätes 15 an das Fahrzeugsteuergerät 13 weitergeleitet, welches ein diese Information enthaltenes Signal an das Batteriemanagementsystem 1 1 ausgibt.If the dangerous situation which the driver has indicated by actuation of the accelerator pedal is confirmed by the ACC control unit 15, which recognizes, for example, that an oncoming vehicle is on the lane of the hybrid vehicle, the maximum power reserve P R is released as quickly as possible (curve C) , Here, the information of the ACC control unit 15 is forwarded to the vehicle control unit 13, which outputs a signal containing this information to the battery management system 1 1.
Erhält das Fahrzeugsteuergerät 13 von dem Getriebesteuergerät 20 die Information, dass das Fahrzeug in einem Gang fährt, welcher größer ist als der 1. Gang, wird wie in Kurve D dargestellt, die Leistungsreserve PR langsamer freigegeben, als bei Bestätigung der Gefahrensituation durch das ACC- Steuergerät 15. Mit derselben Schnelligkeit wird die Leistungsreserve PR freigegeben, wenn der Fahrzeuggeschwindigkeitsgeber 21 eine Fahrgeschwindigkeit von größer 30 h/km an das Fahrzeugsteuergerät 13 meldet.If the vehicle control unit 13 receives from the transmission control unit 20 the information that the vehicle is traveling in a gear which is greater than the first gear, as shown in curve D, the power reserve P R becomes slower released with the same speed as the power reserve P R is released when the vehicle speed sensor 21 reports a driving speed of greater than 30 h / km to the vehicle control unit 13.
Fährt das Hybridfahrzeug im ersten Gang oder mit einer Geschwindigkeit unter 30 h/km, wird die Leistungsreserve PR nur allmählich freigegeben, da hier ein Missbrauch durch einen Kavaliersstart möglich wäre, welcher unterbunden werden soll. Die Freigabe der Leistungsreserve PR ist hier noch weiter verzögert, als bei der Fahrt mit dem zweiten oder einem höherem Gang (Kurve E).If the hybrid vehicle drives in first gear or at a speed of less than 30 h / km, the power reserve P R is released only gradually, since it would be possible to abuse it by launching a cavalier which is to be prevented. The release of the power reserve P R is delayed even further here than when driving with the second or a higher gear (curve E).
Detektiert das Fahrzeugsteuergerät 13 über das Getriebesteuergerät 20, dass der Rückwärtsgang eingelegt ist, wird die Freigabe der Leistungsreserve PR unterbunden. Die Freigabe der Leistungsreserve PR wird ebenfalls unterbunden, wenn das elektronische Stabilitätsprogramm ESP deaktiviert ist, was dem Fahrzeugsteuergerät 13 von dem ESP-Steuergerät 22 gemeldet wird.Detects the vehicle control unit 13 via the transmission control unit 20 that the reverse gear is engaged, the release of the power reserve P R is inhibited. The release of the power reserve P R is also prevented when the electronic stability program ESP is deactivated, which is reported to the vehicle control unit 13 by the ESP control unit 22.
Nach jedem Gefahrenboost erfolgt ein Abregein der Leistungsreserve PR, wie es in Kurve E dargestellt ist. Dies ist notwendig, um die Hochvoltbatterie 12 zu schonen. Es stellt aber auch keinen weiteren Nachteil für den weiteren Fahrbetrieb dar, da die Möglichkeit, dass ein Fahrzeug kurzfristig mehrmals nacheinander in eine Gefahrensituation gerät, nicht so häufig gegeben ist. Daher wird das für den Elektromotor 2 freigegebene Motormoment nach jedem Gefahrenboost reduziert. Nach einem Gefahrenboost steuert das Fahrzeugsteuergerät 13 eine Anzeige 23 an, welche dem Fahrer signalisiert, dass der Gefahrenboost zu einer Reduzierung der Lebensdauer der Hochvoltbatterie 12 geführt hat. After each danger boost, the power reserve P R is de-energized, as shown in curve E. This is necessary to protect the high-voltage battery 12. But it also represents no further disadvantage for the further driving, since the possibility that a vehicle in the short term several times one after another gets into a dangerous situation, is not given so often. Therefore, the engine torque released for the electric motor 2 is reduced after each danger boost. After a danger boost, the vehicle control unit 13 controls a display 23, which signals to the driver that the danger boost has led to a reduction in the service life of the high-voltage battery 12.

Claims

Ansprüche claims
1. Verfahren zum Betrieb eines Hybridantriebs eines Fahrzeuges, welches mit einem Verbrennungsmotor (1 ) und einem Elektromotor (2) angetrieben wird, wobei dem Elektromotor (2) Energie aus einem, eine Leistungsreserve (PR) aufweisenden Energiespeicher (12) zugeführt wird und während eines Hybridantriebes die Leistung des Verbrennungsmotors (1 ) durch die Leistung des Elektromotors (2) ergänzt wird, dadurch gekennzeichnet, dass beim Erkennen einer1. A method for operating a hybrid drive of a vehicle, which with an internal combustion engine (1) and an electric motor (2) is driven, wherein the electric motor (2) energy from a, a power reserve (P R ) having energy storage (12) is supplied and during a hybrid drive, the power of the internal combustion engine (1) is supplemented by the power of the electric motor (2), characterized in that upon detection of a
Gefahrensituation die Energiezufuhr aus dem Energiespeicher (12) zum Elektromotor (2) aus der Leistungsreserve (PR) des Energiespeichers (12) erfolgt.Hazardous situation, the energy from the energy storage (12) to the electric motor (2) from the power reserve (P R ) of the energy storage (12).
2. Verfahren nach Anspruch 1 dadurch gekennzeichnet, dass die Gefahrensituation durch eine Auswertung der Betätigung eines Fahrpedals (19) erkannt wird.2. The method according to claim 1, characterized in that the dangerous situation is detected by an evaluation of the operation of an accelerator pedal (19).
3. Verfahren nach Anspruch 2 dadurch gekennzeichnet, dass die Stellung des Fahrpedals (19) und/oder der Gradient des Fahrpedalwinkels (θFp) ausgewertet werden.3. The method according to claim 2, characterized in that the position of the accelerator pedal (19) and / or the gradient of the accelerator pedal angle (θ F p) are evaluated.
4. Verfahren nach Anspruch 1 dadurch gekennzeichnet, dass die Leistungsreserve (PR) des Energiespeichers (12) in einem vorgegebenen Zeitraum ansteigend freigegeben wird.4. The method according to claim 1, characterized in that the power reserve (P R ) of the energy store (12) is released increasing in a predetermined period.
5. Verfahren nach Anspruch 4 dadurch gekennzeichnet, dass der vorgegebene Zeitraum geschwindigkeits- und/oder gangstufenabhängig ist. 5. The method according to claim 4, characterized in that the predetermined period is speed and / or transition stage dependent.
6. Verfahren nach einem der vorhergehenden Ansprüche dadurch gekennzeichnet, dass die Leistungsreserve (PR) des Energiespeichers (12) freigegeben wird, solange der Lenkradeinschlag einen vorgegebenen Winkel unterschreitet.6. The method according to any one of the preceding claims, characterized in that the power reserve (P R ) of the energy store (12) is released as long as the steering wheel angle falls below a predetermined angle.
7. Verfahren nach einem der vorhergehenden Ansprüche dadurch gekennzeichnet, dass die Leistungsreserve (PR) des Energiespeichers (12) freigegeben wird, wenn ein Fahrzeugdynamiksystem, insbesondere das elektronische Stabilisierungsprogramm aktiv ist.7. The method according to any one of the preceding claims, characterized in that the power reserve (P R ) of the energy store (12) is released when a vehicle dynamics system, in particular the electronic stabilization program is active.
8. Verfahren nach einem der vorhergehenden Ansprüche dadurch gekennzeichnet, dass die Leistungsreserve (PR) des Energiespeichers (12) bei einem eingelegten Vorwärtsgang freigegeben wird.8. The method according to any one of the preceding claims, characterized in that the power reserve (P R ) of the energy store (12) is released at an engaged forward gear.
9. Verfahren nach einem der vorhergehenden Ansprüche dadurch gekennzeichnet, dass nach jeder erfolgter Freigabe der Leistungsreserve (PR) das Motormoment des Elektromotors (2) reduziert wird.9. The method according to any one of the preceding claims, characterized in that after each successful release of the power reserve (P R ), the engine torque of the electric motor (2) is reduced.
10. Verfahren nach einem der vorhergehenden Ansprüche dadurch gekennzeichnet, dass nach jeder Freigabe der Leistungsreserve (PR) dem Fahrer angezeigt wird, dass eine Reduzierung der Lebensdauer des Energiespeichers (12) erfolgt.10. The method according to any one of the preceding claims, characterized in that after each release of the power reserve (P R ) is displayed to the driver that a reduction in the life of the energy storage device (12).
11. Verfahren nach Anspruch 1 und 4 dadurch gekennzeichnet, dass die zeitliche Verzögerung der Freigabe der Leistungsreserve (PR) des Energiespeichers (12) aufgehoben wird, wenn ein Fahrerassistenzsystem (15) die Gefahrensituation erkennt.11. The method according to claim 1 and 4, characterized in that the time delay of the release of the power reserve (P R ) of the energy store (12) is canceled when a driver assistance system (15) detects the dangerous situation.
12. Vorrichtung zum Betrieb eines Hybridantriebs eines Fahrzeuges, welches mit einem Verbrennungsmotor (1 ) und einem Elektromotor (2) angetrieben wird, wobei dem Elektromotor (2) Energie aus einem, eine Leistungsreserve (PR) aufweisenden Energiespeicher (12) zugeführt wird, wobei während eines Hybridantriebes die Leistung des Verbrennungsmotors (1 ) durch die Leistung des Elektromotors (2) ergänzt wird, dadurch gekennzeichnet, dass Mittel ( 11 , 13, 19) vorhanden sind, welche beim Erkennen einer Gefahrensituation die Energiezufuhr aus dem Energiespeicher (12) zum Elektromotor (2) aus der Leistungsreserve (PR) des Energiespeichers (12) ermöglichen. 12. Device for operating a hybrid drive of a vehicle, which is provided with an internal combustion engine (1) and an electric motor (2) is driven, wherein the electric motor (2) energy from a, a power reserve (P R ) having energy storage (12) is supplied, wherein during a hybrid drive, the power of the internal combustion engine (1) by the power of the electric motor (2) is completed, characterized characterized in that means (11, 13, 19) are present, which enable the energy supply from the energy store (12) to the electric motor (2) from the power reserve (P R ) of the energy store (12) when detecting a dangerous situation.
EP09780572A 2008-07-15 2009-07-14 Method and device for operating a hybrid drive of a vehicle Withdrawn EP2313300A1 (en)

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DE102008040400A DE102008040400A1 (en) 2008-07-15 2008-07-15 Method and device for operating a hybrid drive of a vehicle
PCT/EP2009/058997 WO2010007065A1 (en) 2008-07-15 2009-07-14 Method and device for operating a hybrid drive of a vehicle

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