EP2701957A1 - Hybrid drive control device - Google Patents
Hybrid drive control deviceInfo
- Publication number
- EP2701957A1 EP2701957A1 EP11802636.8A EP11802636A EP2701957A1 EP 2701957 A1 EP2701957 A1 EP 2701957A1 EP 11802636 A EP11802636 A EP 11802636A EP 2701957 A1 EP2701957 A1 EP 2701957A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- hybrid
- module
- motor vehicle
- hybrid drive
- control
- 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- Withdrawn
Links
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 9
- 230000033228 biological regulation Effects 0.000 claims description 24
- 238000004146 energy storage Methods 0.000 claims description 21
- 230000001105 regulatory effect Effects 0.000 claims description 21
- 230000001276 controlling effect Effects 0.000 claims description 9
- 238000000034 method Methods 0.000 claims description 8
- 230000000454 anti-cipatory effect Effects 0.000 claims description 5
- 230000005540 biological transmission Effects 0.000 description 7
- 239000000446 fuel Substances 0.000 description 6
- 230000006870 function Effects 0.000 description 6
- 238000002485 combustion reaction Methods 0.000 description 5
- 230000001934 delay Effects 0.000 description 4
- 238000005096 rolling process Methods 0.000 description 4
- 239000002918 waste heat Substances 0.000 description 4
- 230000001419 dependent effect Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
Classifications
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- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
-
- 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
- B60W50/0097—Predicting future conditions
-
- 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
- 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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
-
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
- B60W30/143—Speed control
-
- 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
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0657—Engine torque
-
- 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
- B60W2510/08—Electric propulsion units
- B60W2510/083—Torque
-
- 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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
-
- 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
- B60W2556/00—Input parameters relating to data
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- 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
- B60W2556/00—Input parameters relating to data
- B60W2556/45—External transmission of data to or from the vehicle
- B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
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- 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
- B60W2710/24—Energy storage means
- B60W2710/242—Energy storage means for electrical energy
- B60W2710/244—Charge state
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- 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
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
- B60W2720/103—Speed profile
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- 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
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- 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
- Y02T10/72—Electric energy management 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the invention relates to a hybrid drive control device according to the preamble of claim 1.
- From DE 10 2006 033 930 A1 is already a hybrid drive control device for a hybrid motor vehicle, with a control and / or regulating unit, which has a hybrid operating module, which is intended to control in dependence on at least one route parameters at least one state of charge of an energy storage anticipatory and / or to regulate known.
- the invention is in particular the object of reducing fuel consumption of a hybrid drive control device having hybrid motor vehicle. This object is achieved according to the invention by the features of claim 1 and the method of claim 7. Further embodiments emerge from the subclaims.
- the invention is based on a hybrid drive control device, in particular for a hybrid motor vehicle, having a control and / or regulating unit which has a hybrid operating module which is provided to anticipate and / or to control at least one state of charge of an energy store as a function of at least one route parameter regulate.
- the control and / or regulating unit has at least one cruise-mode operating module which is provided for predictively controlling and / or regulating a motor vehicle speed as a function of the at least one route parameter.
- the cruise control module is operatively connected upstream of the hybrid operating module.
- a kinetic energy can be used to optimize a control and / or regulation of a hybrid drive train of the hybrid motor vehicle, whereby an efficiency can be improved.
- an efficiency can be improved, whereby a savings potential by the hybrid motor vehicle can be increased, and thus a fuel consumption of the hybrid motor vehicle having the hybrid drive control device can be reduced.
- the cruise control module may be given a higher priority compared to the hybrid mode module, which further reduces fuel consumption.
- hybrid drive control device is to be understood in particular as meaning a device that is provided for controlling and / or regulating a hybrid drive train of the hybrid motor vehicle.
- Hybrid vehicle is intended in particular to be a motor vehicle having a hybrid drive unit that has at least one first drive machine and at least one second drive machine in which the at least one first drive machine and the at least one second drive machine drive drive wheels either individually or in combination, wherein in particular at least one of the drive machines is designed as a motor-generator unit.
- An “energy storage unit” is to be understood as meaning, in particular, a unit which is provided for storing drive energy and outputting the stored drive energy in order to drive at least one of the drive machines or the final drive elements, eg wheels electric machine, such as motor or generator, or a mechanical combination of both, which can deliver a positive mechanical driving force or torque and which can act as an electric generator at other times.
- a "control and / or regulating unit” is to be understood as meaning in particular a unit having at least one control unit and / or an operating module.
- a "control unit” is to be understood in particular as meaning a unit having a processor unit and a memory unit as well as an operating program stored in the memory unit.
- An “operating module” is to be understood in particular as meaning a function and / or an operating program which is implemented in a separate unit and / or in a control unit Operating modules, which are preferably provided to communicate with each other via a bus system, such as in particular a CAN bus system.
- a “hybrid operating module” is to be understood in particular as an operating module that distributes a torque between the first drive machine and the second Actuator automatically adjusts to a particular state of charge (SOC) the energy storage and / or to optimize fuel consumption.
- a “cruise control operating module” is to be understood in particular as an operating module which automatically sets a transmission gear of an automatic transmission of the hybrid motor vehicle and / or a total required braking torque, in particular a hybrid braking torque, and / or a drive torque, in particular a hybrid drive torque, in particular with respect to a motor vehicle speed
- the term “optimize” should in particular be understood to best match a component and / or a unit and / or a method and / or a property of the component and / or the unit and / or the method by means of at least one adjustment parameter and / or adjust, such as in terms of efficiency.
- total braking torque should be understood to mean, in particular, a sum of braking torques of all units provided for providing a braking torque, such as prime movers, service brakes and / or similar units the drive machines of the hybrid drive unit, in particular understood by a designed as an electric motor prime mover, which thereby preferably recovers an energy, in particular a recuperation.
- a “total hybrid braking torque” is to be understood in particular to mean a sum of braking torques of the hybrid drive unit.
- hybrid drive torque is to be understood in particular as a drive torque provided by the hybrid drive unit.
- a "route parameter” should be understood in particular to mean a parameter which describes a course, in particular a course of altitude of a route, preferably an upcoming route, such as curves, gradients and / or the like Track parameters are understood.
- the term "operatively connected upstream” should in particular be understood as meaning that the cruise control operating module has a higher priority than the hybrid operating module and / or that an operating strategy of the cruise control operating module of an operating strategy of the hybrid operating module is preferred be understood equipped.
- the cruise control module and the hybrid operating module are communicatively connected with each other. As a result, a particularly advantageous dependency between the cruise control module and the hybrid operating module can be realized. It is further proposed that the control and / or regulating unit is intended to use a kinetic energy primarily by means of the cruise control module. As a result, the kinetic energy can be used particularly easily to reduce fuel consumption.
- using kinetic energy by means of the cruise control module is to be understood in particular that the kinetic energy is used by a change in the vehicle speed, preferably the kinetic energy degraded and rebuilt and / or constructed and dismantled again.
- the hybrid operating module is provided for the purpose of anticipating and / or regulating at least the state of charge of the energy store as a function of the cruise control operating module.
- the hybrid operating module is provided for the purpose of anticipating and / or regulating at least the state of charge of the energy store as a function of the cruise control operating module.
- control and / or regulating unit is provided before a downhill to set by means of the cruise control module for passive reduction of the motor vehicle speed provided hybrid drive torque.
- the kinetic energy can advantageously be reduced, as a result of which a driving route, in particular with a positive gradient and / or a flat driving route, can be overcome in a fuel-saving manner.
- a “downhill” is to be understood in particular a route with a negative slope and / or a position of a moving hybrid motor vehicle is located between two local extreme values of the route, with a direction of travel of the hybrid motor vehicle from a local high point to a local low point
- a driving route area follows, which has a negative slope or a larger value of a negative slope compared to the current route range.
- a “current route area” is to be understood in particular as meaning a route area on which the hybrid motor vehicle is currently located.
- a passive reduction is understood to mean that the vehicle speed is reduced due to a lack of additional hybrid drive torque.
- an “additional hybrid drive torque” should be understood as meaning, in particular, a hybrid drive torque which is intended to compensate at least one force acting counter to a direction of travel of the hybrid motor vehicle during a journey in order to keep a motor vehicle speed constant - vehicle speed set hybrid drive torque and a hybrid drive torque required to constantly drive in a plane with the current vehicle speed, understood.
- the force acting counter to the direction of travel is preferably designed as a friction, an air resistance, a downhill force occurring during uphill driving and / or as similar forces or losses.
- a “hill climb” is to be understood in particular a route with a positive slope and / or a position of a moving hybrid motor vehicle is located between two local extreme values of the route, with a direction of travel of the hybrid motor vehicle from a local low point to a local high point
- a “hybrid drive torque provided for reducing the vehicle speed” is to be understood, in particular, as meaning a hybrid drive torque which is greater than or equal to zero and leads to a reduction in the motor vehicle speed.
- control and / or regulating unit is provided during an uphill drive to set by means of the cruise control module for passive reduction of the vehicle speed provided hybrid drive torque.
- the kinetic energy can be reduced particularly advantageously for the use of the savings potential.
- control and / or regulating unit is provided during a downhill ride to set by means of the cruise control module for a passive increase in the vehicle speed provided braking torque.
- the kinetic energy can be advantageously built, whereby a negative slope of a route can be overcome fuel-saving.
- a "passive increase” is to be understood in particular as meaning that the motor vehicle speed increases without the use of an additional hybrid drive torque due to external conditions, such as, in particular, the downhill drive force or equal to zero and leads to an increase in the vehicle speed.
- a method for controlling and / or regulating a hybrid motor vehicle by means of a hybrid drive control device in particular a hybrid drive control device according to the invention, which anticipates and / or regulates at least one state of charge of an energy storage device depending on at least one route parameter, is proposed, wherein the hybrid drive control device is dependent on From the at least one route parameter a vehicle speed is predictively controls and / or regulates.
- the hybrid drive control device controls and / or regulates the vehicle speed with respect to a control and / or regulation of at least the state of charge of the energy storage priority.
- the hybrid drive control device controls and / or regulates at least the state of charge of the energy store in dependence on a control and / or regulation of the vehicle speed.
- the control and / or regulation of the state of charge and the control and / or regulation of the motor vehicle speed can be combined with each other in a particularly efficient and fuel-efficient manner.
- Fig. 2 is a control and regulation of a hybrid drive control device having hybrid motor vehicle in overcoming a crest and
- FIGS. 2 and 3 each show an exemplary control of the hybrid vehicle 10.
- the hybrid drive control apparatus is provided for controlling a hybrid powertrain of the hybrid vehicle.
- the hybrid powertrain of the hybrid automobile 10 includes a hybrid drive unit that includes an electric motor and an internal combustion engine.
- the hybrid automobile 10 is configured as a hybrid utility vehicle. It is considered a hyb rid load vehicle trained.
- the hybrid motor vehicle 10 may also be designed as a hybrid passenger vehicle.
- the hybrid propulsion control apparatus has a control unit 11 for controlling and controlling the hybrid automobile 10, which has a predictive, i. anticipatory hybrid operating module 12 includes, depending on route parameters, a state of charge of an electrical energy storage of the hybrid powertrain anticipatory controls and regulates.
- the hybrid operation module 12 determines a predictive operating strategy of the hybrid drive unit using the route parameters. For this purpose, the hybrid operating module 12 determines an optimal state of charge history of the energy store using energy storage data and controls and regulates on this basis a torque distribution between the internal combustion engine and the electric motor of the hybrid drive unit. To use the energy storage data, the hybrid operating module 12 is communicatively connected to an energy storage data module 15 of the control and regulation unit 11.
- the energy storage data module 15 provides all state data of the energy storage, such as the state of charge (SOC), an energy storage temperature, an allowable loading and unloading the energy storage and / or the like.
- SOC state of charge
- the energy store is designed as a battery. It is designed as a high-voltage battery.
- control and regulation unit 11 has a predictive, ie predictive cruise control module 13, which controls and regulates a motor vehicle speed 14 of the hybrid motor vehicle 10 in a manner dependent on the route parameters.
- the cruise control module 13 determines or calculates using the route parameters a consumption-optimal specification for a transmission gear selection of an automated transmission of the hybrid powertrain and a consumption optimal specification for a total required hybrid drive torque or a total required hybrid braking torque of the hybrid drive unit. It determines in advance a necessary moment of the hybrid drive unit as a function of the route parameters.
- the cruise control module 13 controls and regulates the vehicle speed 14 taking into account a current hybrid vehicle position, an upcoming terrain profile, and a traffic volume utilizing roll phases for hilltops and downslope, the motor vehicle speed 14 of the hybrid vehicle 10 without or with only a slight supply of one To increase hybrid drive torque.
- a module is referred to as an IPPC (Integrated Predictive Powertrain Control) system.
- IPPC Integrated Predictive Powertrain Control
- the cruise control operating module 13 communicatively connected to a gear selector module 16.
- the gear selection module 16 is provided for setting the predetermined by the cruise control module 13 gear.
- the control unit 11 sets before an upcoming downhill and thus before an imminent negative slope of the route by means of the cruise control module 13 for passive reduction of the vehicle speed 14 provided hybrid drive torque. It reduces before an imminent downhill by means of the cruise control module 13 early or anticipatory the hybrid drive torque. By the hybrid drive torque set by the cruise control module 13, the vehicle speed 14 is passively reduced due to losses such as rolling resistance of drive wheels, air drag, downgrade force and / or the like. For the passive reduction of the vehicle speed 14 before an imminent downhill, the control unit 11 reduces the hybrid drive torque by means of the cruise control module 13.
- the control unit 11 sets, by means of the cruise control module 13 for passive reduction of the motor vehicle speed 14, a hybrid drive torque that is less than a hybrid drive torque that would have to be applied to the motor vehicle speed 14 on the route on which the hybrid motor vehicle 10 is currently traveling. to keep constant.
- the control unit 1 1 means of the cruise control module 13 for the passive increase of the vehicle speed 14 provided braking torque, that is provided by the hybrid drive unit and / or by the retarders.
- the control unit 11 delays or prevents means of the cruise control module 13 during downhill driving a generation of a braking torque. In this case, after the local low point, an at least substantially flat route or a route with a positive gradient and thus an uphill drive can follow.
- the control unit 11 sets by means of the cruise control module 13 for the passive increase of the motor vehicle speed 14, a braking torque which is smaller than a braking torque, which keeps the motor vehicle speed 14 constant or reduced.
- the motor vehicle speed 14 increases passively.
- the hybrid operating module 12 upstream cruise control module 13 delays or prevents the control unit 1 1 a recuperation of the energy storage. It delays or prevents the passive increase of the motor vehicle speed 14 by means of the cruise control module 13, the recuperation.
- control and regulation unit 11 uses a savings potential of the kinetic energy primarily before a potential savings of electrical energy.
- the control unit 11 scoops the remaining savings potential by means of the downstream hybrid operating module 12.
- the control and regulation unit 11 can adjust a braking torque greater than zero during the downhill drive for the passive increase of the motor vehicle speed 14.
- the cruise control module 13 and the hybrid operation module 12 are communicatively connected with each other.
- the cruise control module 3 is operatively connected upstream of the hybrid operating module 12, i. the hybrid operating module 12 prioritized.
- the hybrid drive control device controls and regulates the vehicle speed 14 by means of the cruise control module 13 with priority.
- the control and regulation unit 11 uses a kinetic energy of the hybrid motor vehicle 10 by means of the cruise control module 13 prior to use of the electrical energy storage.
- the hybrid powertrain of the hybrid motor vehicle 10 may additionally or alternatively have a kinetic energy store, which is primarily used before a use of the electrical energy store.
- the kinetic energy store is designed, for example, as a flywheel.
- the hybrid operating module 12 of the hybrid drive control device controls and regulates the state of charge of the electrical energy storage in dependence on the cruise control module 13. It controls and regulates the state of charge of the energy storage in dependence on the control and regulation of the vehicle speed 14.
- the hybrid operation module 12 determines using the by the Cruise control module 13 determined and thus dependent on the route parameters required hybrid drive torque and the required hybrid braking torque, the forward-looking operating strategy of the hybrid drive unit.
- the hybrid operating module 12 provides possible feedback about the operating strategy of the hybrid drive unit, for example, if an additional boost of the electric motor delays a downshift during an uphill drive or can be prevented or rolling with support by the electric motor would be possible and useful.
- the look-ahead module 17 determines a current hybrid vehicle position using GPS or other classical navigation functions. Either the look-ahead module 17 calculates a most probable route path for determining the future route parameters, or the look-ahead module 17 determines the future route parameters based on target and start coordinates entered with a navigation unit.
- the route parameters describe a height profile of the upcoming route. They are formed as gradients of lying in front of the hybrid motor vehicle route.
- the look-ahead module 17 is communicatively connected to the cruise control module 13.
- the control and regulation unit 1 1 has an operating data module 18.
- the operating data module 18 provides requirements of a driver of the hybrid automobile 10, such as an accelerator pedal position, data from the engine, data from the electric motor, data from the transmission, such as current actual transmission, temperatures and / or the like, and driving data, such as the vehicle speed 14.
- the operating data module 18 is communicatively connected to the cruise control module 13 and to the hybrid operating module 12.
- the control and regulation unit 11 has a torque specification module 19 for the internal combustion engine and a torque specification module 20 for the electric motor.
- the torque command module 19 for the engine and the torque command module 20 for the electric motor are each communicatively connected to the hybrid operation module 12.
- the torque command module 19 coordinates the specification of the cruise control module 13 for the necessary moment in the direction of the internal combustion engine.
- the torque command module 20 coordinates the specification of the cruise control module 13 for the necessary moment in the direction of the electric motor.
- the hybrid operating module 12 controls and regulates the continuous braking of the hybrid drive train.
- the hybrid operating module 12 is communicating with a torque command module 21 of the control and control unit 11 connected.
- the torque command module 21 is provided for the duration brakes. It coordinates the specification of the cruise control module 13 for the necessary moment with brake management in the direction of continuous brakes.
- the retarders are designed as retarders.
- the continuous brakes can also be designed as other endurance brakes that appear appropriate to the person skilled in the art.
- the hybrid powertrain of the hybrid motor vehicle 10 further includes a waste heat system that electrically outputs a brake energy of the retarder into a high-voltage DC link.
- the hybrid operating module 12 is communicatively connected to a torque command module 22 of the control and regulation unit 11.
- the torque command module 22 is provided for the waste heat system. It coordinates an amount of energy that a generator of the waste heat system delivers to the high-voltage DC link. In principle, the waste heat system can also be dispensed with.
- FIGS. 2 and 3 in each case the motor vehicle speed 14, an engine torque 23 and an electric motor torque 24 are plotted along a path 25 of the driving distance.
- the control unit 11 by means of the cruise control module 13 in overcoming the top (see Fig. 2) before a local high point 26, ie during uphill driving, easily reduces the motor vehicle speed 14 and consumes the kinetic energy of the hybrid motor vehicle to overcome the high point 26 10, to increase after the high point 26 and thus in the subsequent downhill, the kinetic energy of the hybrid motor vehicle 10 without the use of an additional hybrid drive torque by a slope force.
- the control unit 1 1 sets during the uphill by means of the cruise control module 13 for passive reduction of the motor vehicle speed 14, a hybrid drive torque that is smaller than a present before the uphill driving and thus present on an at least substantially flat route hybrid drive torque, which provided is to keep the vehicle speed 14 constant on the flat route.
- the control unit 11 sets to overcome the dome a negative difference 29 of the vehicle speed 14 a.
- the control unit 11 by means of the cruise control module 13 before the high point 26 reduces the engine torque 23 and the electric motor torque 24. It adjusts an engine torque 23 and an electric motor torque 24, which were before the uphill drive. After peak 26, the tax and control unit 11, a zero braking torque to effectively increase the kinetic energy.
- the control unit 11 sets by means of the hybrid operation module 12 a braking torque greater than zero and thus a recuperation only when the hybrid vehicle 10 reaches a desired motor vehicle speed 14 by the slope force and thus when the desired kinetic energy is present, thereby recuperation 27 of the energy storage takes place.
- the recuperation 27 of the energy store decreases due to the upstream cruise control module 13.
- a savings effect 28 results from an early removal or reduction of the hybrid drive torque before the high point 26 during the uphill drive.
- the control and regulation unit 1 for the passive reduction of the motor vehicle speed 14 during the uphill drive can also keep the hybrid drive torque constant with respect to the hybrid drive torque before the uphill drive or set a hybrid drive torque of zero.
- the control unit 11 reduces analog motor vehicle speed 14 by means of the cruise control module 13 and consumed to overcome the flat route before the descent, the kinetic energy of the hybrid motor vehicle 10 to increase in the subsequent downhill, the kinetic energy of the hybrid motor vehicle 10 without the use of an additional hybrid drive torque by a slope force.
- the control unit 11 by means of the cruise control module 13, as it traverses the sink (see Fig. 3) before a local low point 30, ie during the descent, slightly increases the vehicle speed 14, thereby increasing the kinetic energy of the engine to cross the low point 30 Hybrid vehicle 10 in order to reduce or consume the kinetic energy of the hybrid motor vehicle 10 by the downhill force after the low point 30 and thus in the subsequent uphill driving. It sets to crossing the sink a positive difference 31 of the vehicle speed 14 a.
- the control unit 11 reduces by means of the cruise control module 13 before the low point 30, the braking torque. It reduces the hybrid braking torque of the hybrid drive unit and thus a negative engine torque 23 and a negative electric motor torque 24.
- the control unit 11 sets by means of the cruise control module 13 a braking torque of zero.
- the upstream cruise control module 13 prevents the recuperation 27 of the energy storage.
- the control and regulation unit 11 brings before the low point 30 to cross the sink momentum and prevents a Rekuperationsmoment.
- a savings effect 32 results by early removal or reduction of the braking torque before the low point 30 during downhill driving, whereby a swing structure of the hybrid motor vehicle 10 results, which is then used in the subsequent uphill drive.
- the low point 30 also follow a flat route, in which the increased kinetic energy in the downhill is reduced again and thus the hybrid drive torque must be applied delayed.
- the control unit 11 recognizes by means of the Vorschaumoduls 17 further route sections, which are ideally suited for free roles.
- the rolling allows a swing structure without drag torque of the internal combustion engine. If the control and regulation unit 11 detects such route sections, then it uses them primarily for free rolling of the hybrid motor vehicle 10 and thus primarily uses the kinetic energy by means of the cruise control module 13.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102011018769A DE102011018769A1 (en) | 2011-04-27 | 2011-04-27 | Hybrid drive control device |
PCT/EP2011/006160 WO2012146268A1 (en) | 2011-04-27 | 2011-12-08 | Hybrid drive control device |
Publications (1)
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EP2701957A1 true EP2701957A1 (en) | 2014-03-05 |
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EP11802636.8A Withdrawn EP2701957A1 (en) | 2011-04-27 | 2011-12-08 | Hybrid drive control device |
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US (1) | US8996218B2 (en) |
EP (1) | EP2701957A1 (en) |
JP (1) | JP2014518802A (en) |
CN (1) | CN103502073B (en) |
DE (1) | DE102011018769A1 (en) |
WO (1) | WO2012146268A1 (en) |
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- 2011-12-08 US US14/113,920 patent/US8996218B2/en active Active
- 2011-12-08 WO PCT/EP2011/006160 patent/WO2012146268A1/en active Application Filing
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WO2012146268A1 (en) | 2012-11-01 |
DE102011018769A1 (en) | 2012-10-31 |
CN103502073B (en) | 2016-07-06 |
US8996218B2 (en) | 2015-03-31 |
US20140088810A1 (en) | 2014-03-27 |
JP2014518802A (en) | 2014-08-07 |
CN103502073A (en) | 2014-01-08 |
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