EP3079932A1 - Procédé et dispositif permettant le réglage d'un entraînement hybride dans un véhicule - Google Patents

Procédé et dispositif permettant le réglage d'un entraînement hybride dans un véhicule

Info

Publication number
EP3079932A1
EP3079932A1 EP14808503.8A EP14808503A EP3079932A1 EP 3079932 A1 EP3079932 A1 EP 3079932A1 EP 14808503 A EP14808503 A EP 14808503A EP 3079932 A1 EP3079932 A1 EP 3079932A1
Authority
EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
charging
traction battery
route
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Withdrawn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
EP14808503.8A
Other languages
German (de)
English (en)
Inventor
Boris Blasinski
Yaokui Xiong
Philipp Seyberth
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.)
Audi AG
Original Assignee
Audi 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 Audi AG filed Critical Audi AG
Publication of EP3079932A1 publication Critical patent/EP3079932A1/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Withdrawn legal-status Critical Current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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • 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
    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G01C21/3469—Fuel consumption; Energy use; Emission aspects
    • 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
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a method and a device for controlling a hybrid drive in a vehicle.
  • a battery In hybrid vehicles, a battery is charged to a large extent during the operation of an associated internal combustion engine, since sufficient charging can be achieved by recuperation or so-called regenerative braking with a regenerative operation of an electric machine and without additional fuel demand only in a few operating situations. Accordingly, as a charging strategy of a hybrid vehicle, a method is referred to that controls a state of charge of a traction battery by additionally loading the internal combustion engine using the electric machine as a generator. Typically, the charging strategy has the goal to generate energy to a particularly good efficiency of all components of the hybrid drive.
  • DE 10 2008 008 238 A1 discloses a method for charging strategy of a hybrid drive and a control unit performing this strategy in which, depending on various input variables, a charge or discharge function is selected from a number of different such functions and adjusted by a load point shift on the internal combustion engine ,
  • special operating states of the internal combustion engine are also taken into account by using a characteristic map for correcting a load point shift desired for optimum charge of the battery, with the aim of achieving sufficient battery life by limiting the state of charge fluctuations.
  • the aim of the present invention is to increase the efficiency of such a method and a device for controlling a hybrid drive in addition to achieving fuel savings in a respective operating situation and efficiency-optimal charging processes.
  • a charging strategy for controlling a state of charge of the high-voltage traction battery is superimposed on a predictive prioritization of charging the traction battery to the effect that a load point shift on the internal combustion engine to a largely avoid unfavorable Laczu- states of Internal combustion engine is limited.
  • the term of prioritization is also to be understood to mean that a respective charging strategy is also changed in order to avoid such operating ranges of the internal combustion engine, in which an enrichment of the mixture would be made in a gasoline engine and a carbon black limit would be exceeded in diesel engines. According to the invention, therefore, a knowledge of a current operating point of the internal combustion engine, a limitation of a load point shift while maintaining favorable operating ranges and thus made under the above exemplified unfavorable operating areas.
  • a so-called shell field of the internal combustion engine and a current-dependent internal resistance of the high-voltage traction battery can be considered.
  • An essential realization lies in the fact that it makes sense to charge the battery to an extent which is reduced in comparison to a maximum charge, whereby at the same time a shift of a load or operating point of the internal combustion engine from a favorable range into an unfavorable range is deliberately avoided , A reduced charging of the battery according to the invention thus at least temporarily accepted for avoiding excessive fuel consumption. Overall, this results in an improved overall efficiency of the hybrid drive.
  • the invention is additionally based on the finding that, under certain boundary conditions, it makes perfect sense to replace this rather static efficiency analysis with a situation-dependent consumption optimization with anticipatory prioritization of the charging of the traction battery.
  • a situation-dependent consumption optimization with anticipatory prioritization of the charging of the traction battery.
  • those driving situations are suitable for charging the traction battery, in which optimum combustion engine efficiency can be set.
  • the charging power is significantly less expensive than would be the case when idling when the vehicle is at a standstill.
  • forced charging When forced loading is largely introduced regardless of a current driving situation, a certain amount of energy in the traction battery. Partly so that the efficiency of the store is significantly deteriorated, which can lead to increased fuel consumption.
  • avoidance of adverse fuel-air ratios may limit the charging strategy so that the traction battery is discharged to forced loading. That is, in order to avoid a small deterioration of consumption in a current state, a large deterioration in consumption is put up in a coming state. In that case, a forced charging must be carried out regardless of how unfavorable this process may be for hybrid drive efficiency.
  • a method according to the invention intervenes: By evaluating respectively currently preceding driving situations, the method according to the invention takes ge planning a charging strategy, a consumption priority prioritization of charging the traction battery, which shuts off a currently optimal efficiency to an optimal overall efficiency of the drive over the route to a particular destination. For a respective current application or an application currently in use, preceding driving situations are evaluated until a destination point is reached, in order to plan a charging strategy on the basis of which optimum consumption of the traction battery is made via a selected route up to a respective destination.
  • a method according to the invention therefore not only focuses on a respective current operating state with a static efficiency consideration, but also orients itself to future operating states which will occur with relatively high probability, this probability being based, inter alia, on known conditions of a route to reach a current destination point be determined.
  • a consumption optimization is no longer operated for a particular time, but over a period until reaching a current destination or the arrival at a destination depending on a selected route.
  • future operating states are determined on the basis of a forward-looking evaluation of a route. So can be read from navigation route data, which route a driver is driving with a certain probability.
  • the map data also discloses attributes of the route sections, such as speed limits or number of stop locations. The preceding sections and / or their attributes are now evaluated at run time, in how far here or in each section such load points are to be expected at the internal combustion engine, which also allow a good charging efficiency in addition to providing a sufficient drive power.
  • such an evaluation of a route undergoes at least one update, for example by taking into account current weather data, a reported traffic situation and / or current messages about obstacles to the unrestricted flow of traffic, such as may be caused by construction sites or temporary speed limits.
  • certain sections of the route are assigned in advance to a predefined operating mode of the hybrid drive.
  • a lane tends to be less susceptible to charging the traction battery, as short and low horsepower requirements of the driver tend to favor driving that is purely electrical propulsion.
  • a slope in addition to the drive by the internal combustion engine may require the addition of the electric motor.
  • the internal combustion engine can then be switched off over a longer downgrade and a speed regulation can take place by means of a generator operation of the electric motor, at the same time causing charging of the traction battery.
  • values learned from the past e.g. are consumption-dependent for a respective vehicle, are usage-dependent on a traveled region or on a respective driver.
  • a device for controlling a hybrid drive or control device in a vehicle wherein the drive includes an internal combustion engine and a connected to a traction battery electric motor, clutches, a transmission and at least one coupled to the transmission driven wheel is characterized as a solution to the above Task for implementing a method described above, characterized in that the crizvorvorrjch- tion includes a control device for prioritizing the charging of the traction battery.
  • the control device is connected to a first database, in which a shell characteristic map of the internal combustion engine is stored, and includes Mit- Tel, which are formed with precise knowledge of a current operating point of the internal combustion engine to limit a load point shift while maintaining favorable operating ranges of the internal combustion engine.
  • the control device can optionally be connected further
  • FIG. 1 shows a schematic representation of a control device 1 for a drive 2 of a hybrid vehicle not shown.
  • the drive 2 comprises an internal combustion engine 3 and an electric motor 5 connected to a traction battery 4.
  • the internal combustion engine 3 and / or the electric motor 5 are connected to a transmission 7 via clutches 6. Via the gear 7, at least one wheel 8 of the vehicle is then driven in a manner not shown.
  • the control device 1 further comprises a control device 9 for charging the traction battery 4 according to a charging strategy.
  • a charging strategy of a hybrid vehicle is called the controller, which controls the state of charge of the traction battery by additionally loading the internal combustion engine 3 and benefits of the electric motor 5 as a generator.
  • the charging strategy has the goal to generate the energy to a particularly good efficiency of all components of the hybrid drive 2.
  • the control device 1 comprises a control device 9, which is connected to a first database 10 is, are stored in the so-called mussel characteristic curves or maps of the internal combustion engine 3.
  • the control device 9 further comprises means which are formed under precise knowledge of a current operating point of the internal combustion engine 3 to limit a load point shift such that favorable operating ranges of the internal combustion engine are met and thus in particular a load point shift is avoided in unfavorable operating ranges.
  • an ideal manner desired charging of the traction battery 4 is limited as an additional load for the internal combustion engine 3 so far that the internal combustion engine 3 in a still favorable Horcel. Operating point is running.
  • control device 1 is also designed for predictive prioritization of the charging of the traction battery 4.
  • a current-dependent internal resistance of the traction battery 4 designed as a high-voltage battery is taken into account. Since it may be useful under certain boundary conditions to replace a static efficiency analysis by a situation-dependent consumption optimization, basic extensions for implementing a method with predictive prioritization of the charging of the traction battery 4 are described below.
  • those driving situations are suitable for charging the traction battery, in which optimum combustion engine efficiency can be set.
  • the charging performance is consistently much lower than that of idling when the vehicle is at a standstill.
  • forced charging With forced charging, regardless of the driving situation, a certain amount of energy is introduced into the traction battery.
  • the efficiency of the charging is thus sometimes significantly deteriorated, which can lead to increased fuel consumption.
  • avoidance of adverse air-fuel ratios may limit the charging strategy such that the traction battery 4 is discharged to forced loading. That is, in order to avoid a small deterioration in consumption in the current state, a large deterioration in consumption is expected in coming states.
  • the control device 1 therefore further comprises, in the present embodiment, a control device 9 for predictive prioritization of the charging of the traction battery 4, which is connected to a first database 10 in which a shell characteristic map of the internal combustion engine 2 is stored. Further, the device 9 is connected to a second database 11 in which a map of a current-dependent internal resistance of the high-voltage traction battery 4 is included.
  • the device 9 is connected to a navigation system 12, which also knows a respective destination of a journey and a selected route in addition to a precise knowledge of a current location. Finally, the device 9 is still connected to a receiver 13 for receiving further, a planned operation of the hybrid drive on the other hand influencing factors. These influencing factors include, but are not limited to, current weather data, traffic disruptions, construction sites, temporary speed limits and / or other traffic flows on the one hand and on the other hand influencing a planned operation of the hybrid drive factors and related information.
  • the control device 9 accesses a controller 14 of the electric motor 5, a controller 15 of the internal combustion engine 3 and a controller 16 for the transmission 7 and here two clutches 6 too.
  • An implementation of the respective driver's request F is realized with a maximum of dynamics of the hybrid drive, wherein a respective access to the internal combustion engine 3 and / or the electric motor 5 takes place under consideration of certain boundary conditions. Accordingly, the control device 9 converts the driver's request in the form of a situation-dependent and anticipated planned fuel consumption optimization, further charging the high-voltage traction battery 4 is in the foreground.
  • the charging strategy takes a consumption-optimal prioritization of charging the traction battery 4, which optimizes the overall efficiency of the drive on the route to a particular destination in the form of a route-dependent planning.
  • the navigation route data which route a driver is likely to drive.
  • the map data also discloses certain attributes of the route sections concerned, such as speed limits or the number of stops. The sections ahead are now evaluated at runtime to what extent load points on the internal combustion engine are to be expected, which allow a good charging efficiency.
  • a game street tends to be less suitable for charging the HV battery, since here by short and low power requirements of the driver usually the electrically driven driving is preferable.
  • Overland travel, in particular motorway travel is usually characterized by average speeds in a range between 100 km / h and 150 km / h. These speeds are also kept even. In this situation, the internal combustion engine can be operated by selecting a high gear ratio of the transmission in a very economical area, which also allows a load point shift by additionally charging the traction battery 4.
  • the calculation of the energy demand corresponds to a prediction of the operating strategy based on knowledge about the future.
  • values learned from the past can also be used.
  • a plug-in hybrid is interesting where a customer often uses a charging station. By storing the GPS position while loading on such a column, statistics can be generated so that when driving on typical routes to a frequently used charging post, it can be assumed that it will be reloaded. As a result, in these cases, it is possible to prioritize electrically driven driving versus loading. Thus, in this particular case, the fuel consumption over a period of time could be minimized again.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé et un dispositif permettant le réglage d'un entraînement hybride dans un véhicule. L'invention vise, en plus d'obtenir des économies de carburant dans une situation de fonctionnement respective et des procédures de charge à rendement optimal, à augmenter l'efficacité d'un procédé de ce type ainsi que d'un dispositif permettant le réglage d'un entraînement hybride. A cet effet, la priorisation de la charge est superposée à une stratégie de charge pour la commande d'un état de charge de la batterie de traction haute tension (4), en ce sens qu'un déplacement du point de charge sur le moteur à combustion interne est limité pour éviter autant que possible des états de fonctionnement défavorables du moteur à combustion interne.
EP14808503.8A 2013-12-09 2014-12-01 Procédé et dispositif permettant le réglage d'un entraînement hybride dans un véhicule Withdrawn EP3079932A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013020759.2A DE102013020759A1 (de) 2013-12-09 2013-12-09 Verfahren und eine Vorrichtung zur Regelung eines Hybridantriebs in einem Fahrzeug
PCT/EP2014/003204 WO2015086123A1 (fr) 2013-12-09 2014-12-01 Procédé et dispositif permettant le réglage d'un entraînement hybride dans un véhicule

Publications (1)

Publication Number Publication Date
EP3079932A1 true EP3079932A1 (fr) 2016-10-19

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP14808503.8A Withdrawn EP3079932A1 (fr) 2013-12-09 2014-12-01 Procédé et dispositif permettant le réglage d'un entraînement hybride dans un véhicule

Country Status (5)

Country Link
US (1) US20160297423A1 (fr)
EP (1) EP3079932A1 (fr)
CN (1) CN105813876B (fr)
DE (1) DE102013020759A1 (fr)
WO (1) WO2015086123A1 (fr)

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DE102018211134A1 (de) 2018-07-05 2020-01-09 Audi Ag Verfahren und Steuervorrichtung zum Betreiben eines Hybridelektrofahrzeugs
DE102019121415A1 (de) * 2019-08-08 2021-02-11 Bayerische Motoren Werke Aktiengesellschaft Hybridfahrzeug mit einem verbrennungsmotorischen Antrieb
DE102020127512A1 (de) * 2020-10-19 2022-04-21 Technische Universität Darmstadt, Körperschaft des öffentlichen Rechts Verfahren zum Betreiben eines Fahrzeugs mit einem Hybridantriebsstrangsystem

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CN105813876A (zh) 2016-07-27
WO2015086123A1 (fr) 2015-06-18
CN105813876B (zh) 2019-11-12
US20160297423A1 (en) 2016-10-13

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