EP2729339A1 - Procédé de commande d'un entraînement hybride de véhicule - Google Patents

Procédé de commande d'un entraînement hybride de véhicule

Info

Publication number
EP2729339A1
EP2729339A1 EP12727656.6A EP12727656A EP2729339A1 EP 2729339 A1 EP2729339 A1 EP 2729339A1 EP 12727656 A EP12727656 A EP 12727656A EP 2729339 A1 EP2729339 A1 EP 2729339A1
Authority
EP
European Patent Office
Prior art keywords
accelerator
drive torque
accelerator pedal
maximum
characteristic
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Withdrawn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
EP12727656.6A
Other languages
German (de)
English (en)
Inventor
Markus Eisele
Yvonne Wiegand
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2729339A1 publication Critical patent/EP2729339A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • 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
    • 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
    • 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
    • B60W50/082—Selecting or switching between different modes of propelling
    • 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
    • B60W50/085—Changing the parameters of the control units, e.g. changing limit values, working points by control input
    • 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
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B60K2026/025—Input devices for controlling electric drive motors
    • 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
    • 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
    • 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
    • B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
    • 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
    • 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

Definitions

  • the present invention relates to a method for driving a hybrid drive of a vehicle according to the closer defined in the preamble of claim 1.
  • a motor vehicle with hybrid drive comprises two drive units for generating the drive torque, wherein the drive units are operable both jointly and separately for generating the drive torque. Furthermore, a device for specifying a driver's request and a control unit for processing the driver's request and for generating control signals for controlling the drive units are provided.
  • both an internal combustion engine drive torque and an electromotive drive torque can be used.
  • the electromotive drive torque is insufficient to achieve the desired desired drive torque
  • the internal combustion engine drive torque can be used to support in addition to achieve the desired vehicle acceleration or vehicle speed to support.
  • the drive torque of the electric drive is sufficient, it is possible to drive purely electrically and switch off the internal combustion engine in order to save fuel and to drive emission-free.
  • the driver command torque which corresponds to the nominal drive torque, is derived from the accelerator pedal position or accelerator pedal position via an accelerator pedal characteristic.
  • the present invention is based on the object to propose a method of the type described above, with the most comfortable and emission-free driving is ensured if necessary.
  • a method for driving a hybrid drive, for example a parallel hybrid or the like, of a vehicle in which, for example, via a corresponding drive device, such as a control unit or the like, a drive torque desired internal combustion engine and / or electric motor in response to an accelerator pedal position over a deposited, normal accelerator characteristic is provided to drive the vehicle.
  • a corresponding drive device such as a control unit or the like
  • the normal, originally stored accelerator characteristic curve can be adapted in such a way that the maximum desired drive torque corresponds to the maximum possible electromotive drive torque when the driver request for emission-free driving is recognized.
  • the vehicle In this way it is possible for the vehicle to be driven exclusively electrically by transmitting the driver's request for emission-free driving with the aid of the method according to the invention, so that the internal combustion engine is switched off and the vehicle is switched off without generating emissions. is driven.
  • the normal accelerator characteristic is adjusted accordingly, so that the accelerator pedal position or accelerator pedal position is reinterpreted accordingly.
  • the accelerator characteristic curve for purely electric driving can be modified in such a way that, as it were, the hybrid driving sector is eliminated.
  • a particularly simple embodiment of the present invention can therefore provide that the adjusted accelerator characteristic with respect to the stored accelerator characteristic remains largely unchanged, but quasi cut off above the maximum drive torque of the electric drive, so that the connection of the internal combustion engine drive also omitted when the driver chooses an accelerator pedal position of up to 100%.
  • the gradient is changed in comparison to the originally stored accelerator characteristic such that a value of about 100% of the accelerator pedal position is assigned the maximum possible electromotive drive torque as the maximum desired drive torque.
  • the driving feeling for the driver with the adjusted accelerator characteristic becomes more sensitive due to the shallower gradient, since the ratio between acceleration behavior and accelerator pedal position is changed accordingly. Since the entire accelerator pedal area is utilized, there is advantageously no dead area in the control.
  • FIG. 1 shows a diagram with a profile of the desired drive torque on the accelerator pedal position according to a first embodiment of a method according to the invention for driving a hybrid drive of a vehicle;
  • Figure 2 is a diagram with a course of the drive torque across the
  • Accelerator pedal position according to a second embodiment of the method according to the invention.
  • FIGS. 1 and 2 show diagrams with adapted accelerator characteristic curves I and II shown by way of example, which are used in the context of the method according to the invention for driving a hybrid drive of a vehicle.
  • accelerator pedal area is between the non-actuated accelerator pedal position FP, this corresponds to the value 0%, and the fully actuated accelerator pedal position FP, this corresponds to the value 100%.
  • the accelerator pedal characteristic curve is adapted such that the maximum target drive torque T corresponds to n-max the maximum electric motor drive torque T E -max.
  • the transmission of the driver's request can for example be done automatically or manually via a switch or the like, so then is driven purely electrically, so that an emission-free drive is realized, since the area hybrid driving is eliminated.
  • FIG. 1 shows the profile of the desired drive torque T so n via the accelerator pedal position FP according to an adapted accelerator characteristic I within the scope of a first embodiment variant of the method.
  • the adjusted accelerator characteristic with respect to the originally stored accelerator characteristic with respect to the gradient or the gradient remains unchanged, above the maximum torque of the electric drive no further increase of the drive torque Tson is allowed, so that, for example, at a value of 60% of the accelerator pedal position FP maximum drive desired torque T so n-max is reached and thus corresponds to the maximum electric drive desired torque T E - m ax.
  • the maximum drive desired torque T so n-max remains constant from a value of about 60% of the accelerator pedal position FP to the value of 100% of the accelerator pedal position FP.
  • FIG. 2 shows a further adapted accelerator characteristic II in the context of a second variant of the method according to the invention, in which the gradient or the slope of the adapted accelerator characteristic II is changed in comparison to the originally stored accelerator characteristic such that a value of approximately 100% of the accelerator pedal position FP is assigned as the maximum drive torque Tson-max, the maximum electric motor drive torque T E - m ax.
  • the entire accelerator pedal area is used for the electric driving, so that virtually a kind of rescaling takes place. Since the slope or the gradient in the adapted accelerator characteristic II is flatter than in the original accelerator characteristic, a more sensitive driving without dead zones over the entire accelerator pedal position range is made possible.
  • the driver can transmit the transmission of the driver's request for emission-free driving manually via a switch or automatically.
  • the termination of the emission-free driving can be stopped manually by corresponding actuation of the switch, for example by renewed actuation of the switch or automatically. be.
  • a so-called kick-down switch on the accelerator pedal can be used.
  • An automatic termination of the emission-free driving can be determined, for example, by vehicle-related circumstances that make an end to the zero-emission driving meaningful. In particular, this may be the case when the electric drive torque is insufficient to accelerate the vehicle in the desired manner. This can be recognized, for example, by further reducing the vehicle speed or the output speed despite the full load of the electric drive. In this case, the driver can be informed via a display or a warning lamp that the emission-free driving is automatically ended. In this case, it is possible for the automatic termination to take place only after a predetermined period of time, so that the driver can react to the indication as needed and prevent automatic termination. This can for example be done by the switch is operated again, so that the emission-free electric driving is maintained.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé de commande d'un entraînement hybride de véhicule, selon lequel un couple théorique d'entraînement (Tsoll) du moteur à combustion interne et/ou du moteur électrique en fonction d'une position de la pédale d'accélérateur (FP) est fourni sur une courbe caractéristique enregistrée de la pédale d'accélérateur pour l'entraînement du véhicule. Lorsqu'il est détecté que le conducteur souhaite rouler sans émissions, la courbe caractéristique de la pédale d'accélérateur (I, II) est adaptée de telle sorte que le couple théorique d'entraînement maximal (Tsoll) corresponde au couple d'entraînement du moteur électrique maximal (TE-max).
EP12727656.6A 2011-07-05 2012-06-14 Procédé de commande d'un entraînement hybride de véhicule Withdrawn EP2729339A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011078669A DE102011078669A1 (de) 2011-07-05 2011-07-05 Verfahren zum Ansteuern eines Hybridantriebes eines Fahrzeuges
PCT/EP2012/061302 WO2013004463A1 (fr) 2011-07-05 2012-06-14 Procédé de commande d'un entraînement hybride de véhicule

Publications (1)

Publication Number Publication Date
EP2729339A1 true EP2729339A1 (fr) 2014-05-14

Family

ID=46298411

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12727656.6A Withdrawn EP2729339A1 (fr) 2011-07-05 2012-06-14 Procédé de commande d'un entraînement hybride de véhicule

Country Status (5)

Country Link
US (1) US20140162837A1 (fr)
EP (1) EP2729339A1 (fr)
CN (1) CN103619687A (fr)
DE (1) DE102011078669A1 (fr)
WO (1) WO2013004463A1 (fr)

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FR3003620B1 (fr) * 2013-03-19 2015-03-06 Renault Sas Procede et dispositif de synchronisation d'un pignon fou de boite de vitesse sur son arbre
DE102013211974A1 (de) * 2013-06-25 2015-01-08 Zf Friedrichshafen Ag Verfahren zum Erfassen des Fahrerwunsches
JP6460065B2 (ja) * 2016-08-25 2019-01-30 トヨタ自動車株式会社 ハイブリッド車両の制御装置
CN112406852B (zh) * 2019-08-20 2022-04-15 纬湃科技投资(中国)有限公司 用于混合动力车辆的控制方法及混合动力车辆

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DE19648055A1 (de) * 1996-11-20 1998-06-04 Siemens Ag Antriebsstrangsteuerung für ein Kraftfahrzeug
DE29824319U1 (de) * 1998-11-02 2001-05-31 Wittenborn Wolfram Steuerung für Parallel-Hybridantrieb in Kraftfahrzeugen
DE10157669A1 (de) * 2001-11-24 2003-06-05 Bosch Gmbh Robert Verfahren zur Steuerung des Betriebsverhaltens eines Hybridantriebes eines Fahrzeuges
DE102004044507A1 (de) * 2004-09-15 2006-03-30 Robert Bosch Gmbh Verfahren zum Betreiben eines Fahrzeug-Antriebs und Vorrichtung zur Durchführung des Verfahrens
DE102005002265B4 (de) * 2005-01-18 2016-05-19 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Steuern eines Antriebssystems in einem Kraftfahrzeug
DE102006005470A1 (de) * 2006-02-07 2007-08-09 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Parallelhybridantriebsstranges eines Fahrzeugs
DE102006012515B4 (de) 2006-03-18 2019-05-29 Bayerische Motoren Werke Aktiengesellschaft Kraftfahrzeug mit Hybridantrieb
DE102007011739B4 (de) * 2007-03-10 2019-03-28 Bayerische Motoren Werke Aktiengesellschaft Kraftfahrzeug mit Hybridantrieb
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DE102008001669A1 (de) * 2008-05-08 2009-11-12 Robert Bosch Gmbh Vorrichtung zur Fahrbetriebseinstellung eines Hybridfahrzeugs sowie entsprechendes Verfahren
DE102009048815A1 (de) * 2009-10-09 2011-04-14 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Steuern eines Antriebssystems in einem Kraftfahrzeug
DE102010018753A1 (de) * 2010-04-29 2011-11-03 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Kraftfahrzeug
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Also Published As

Publication number Publication date
WO2013004463A1 (fr) 2013-01-10
CN103619687A (zh) 2014-03-05
US20140162837A1 (en) 2014-06-12
DE102011078669A1 (de) 2013-01-10

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