US20040129470A1 - Device and method for adjusting the speed of a vehicle - Google Patents

Device and method for adjusting the speed of a vehicle Download PDF

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Publication number
US20040129470A1
US20040129470A1 US10/468,540 US46854004A US2004129470A1 US 20040129470 A1 US20040129470 A1 US 20040129470A1 US 46854004 A US46854004 A US 46854004A US 2004129470 A1 US2004129470 A1 US 2004129470A1
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United States
Prior art keywords
generator
electric motor
vehicle
speed
torque
Prior art date
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Abandoned
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US10/468,540
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English (en)
Inventor
Holger Huelser
Volkmar Foelsche
Frank Bickendorf
Rainer Kallenbach
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Robert Bosch GmbH
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Individual
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Assigned to ROBERT BOSCH GMBH reassignment ROBERT BOSCH GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HUELSER, HOLGER, FOELSCHE, VOLKMAR, KALLENBACH, RAINER, BICKENDORF, FRANK
Publication of US20040129470A1 publication Critical patent/US20040129470A1/en
Priority to US11/654,062 priority Critical patent/US7416037B2/en
Abandoned legal-status Critical Current

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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
    • 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
    • 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
    • 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 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 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
    • B60K6/485—Motor-assist 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
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism
    • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
    • 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
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism
    • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
    • B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the 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
    • B60W10/04—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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/907—Electricity storage, e.g. battery, capacitor
    • 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 present invention relates to a device for regulating the driving speed of a vehicle according to the preamble of Claim 1 and a method for regulating the driving speed of a vehicle according to the preamble of Claim 10 .
  • Devices and methods of the type indicated here are known. They are also known as ACC systems (adaptive cruise control), speed governors or cruise control, and they are used to regulate the speed of vehicles.
  • ACC systems adaptive cruise control
  • speed governors or cruise control
  • Vehicles which also have an electric motor/generator in the drive train in addition to an internal combustion engine.
  • an electric motor/generator in the drive train of a motor vehicle is also known as a starter generator, a crankshaft starter generator or an integrated starter generator.
  • German Patent 199 14 428 C1 describes a device of the type mentioned here, in which the braking torque of an electric motor/generator in the drive train is used in combination with an automatic cruise control and distance regulating system.
  • the electric motor/generator connected to the engine is always operated as a generator to decelerate the engine and thus supply a load torque to the drive train.
  • the device according to the present invention having the features defined in Claim 1 offers the advantage over the related art that the at least one electric motor/generator provided in the vehicle may be used in a variety of ways in combination with the device (cruise control) for regulating the driving speed of the vehicle, i.e., not only for deceleration but also for acceleration of the vehicle.
  • the electric motor/generator is to be operated either in generator operation or in engine operation, the particular mode of operation of the cruise control being set as a function of at least the instantaneous (actual) speed and a preselectable setpoint speed and at least one additional parameter, if necessary.
  • the device may be used in vehicles having an internal combustion engine and an electric motor/generator as well as in vehicles driven exclusively by at least one electric motor/generator.
  • the device includes a control unit for controlling the torque of the electric motor/generator and means for driving the electric motor/generator by which a desired torque (driving torque or braking torque) may be preselected.
  • a desired torque driving torque or braking torque
  • means are provided for determining the actual speed of the vehicle, as well as means being provided for preselecting the setpoint speed of the vehicle.
  • the actual speed may be determined in a wide variety of ways, e.g., by a sensor which detects the rotational speed of a wheel.
  • preselecting the setpoint speed e.g., an occupant of the vehicle, in particular the driver, may preselect a desired speed via an operating element.
  • the means for preselecting the setpoint speed may also include a device for setting the distance of the vehicle from an object, in particular a vehicle driving in front (cruise control and distance regulating system, e.g., an ACC system).
  • a setpoint speed is preselected for the control unit via a data connection, e.g., a satellite connection.
  • the present invention also relates to a drive system for a vehicle having at least one electric motor/generator and, if necessary, an engine having the features of Claim 9 .
  • the present invention also relates to a method having the features of Claim 10 , wherein at an actual speed higher than the setpoint speed, the vehicle is required to decelerate and for this purpose, the electric motor/generator is operated as a generator, and at an actual speed lower than the setpoint speed, the electric motor/generator is operated as an engine. If the vehicle also has an internal combustion engine in addition to the electric motor/generator, the torque required by a cruise control as a function of the actual speed and the setpoint speed of the vehicle is applied optionally by the electric motor/generator or by the internal combustion engine or by the electric motor/generator and the internal combustion engine, depending on the design of the drive system, and this torque is transmitted to at least one wheel of the vehicle.
  • strategies for optimally distributing the required torque optimally between the electric motor/generator and the internal combustion engine may be stored in the control unit of the cruise control. If the sum of the torques transmitted to the at least one wheel is greater than the road resistance acting on the vehicle, this results in acceleration of the vehicle, whereas when the sum of these torques is less than the road resistance, this results in a deceleration (braking) of the vehicle.
  • a braking device assigned to at least one wheel of the vehicle may also be operated. Therefore, the driving speed may be reduced even more than would be possible through the internal combustion engine and the electric motor/generator alone.
  • Figures each shows a basic diagram of a drive system 1 through 3 for a vehicle.
  • FIG. 4 shows two graphs in which the total demand for driving torque at a constant driving speed (graph I) is plotted as a function of the altitude profile of the road on which the vehicle is traveling (graph II).
  • a device 1 for automatic regulation of the driving speed of a vehicle e.g., passenger vehicles, trucks, buses or the like, are described in greater detail below with reference to the figures.
  • FIG. 1 shows a basic diagram of a first exemplary embodiment of device 1 for a vehicle 3 (not shown in detail), having a drive system 5 with a drive train 7 .
  • Drive train 7 is used to drive wheels 11 and 13 mounted on axle 9 .
  • Drive system 5 has an engine 15 , formed here by an internal combustion engine 16 , and an electric motor/generator 17 , the rotor of which (not shown) is in a rotationally fixed connection with crankshaft 19 of internal combustion engine 16 and also with an input part 21 of a clutch 23 , e.g., a friction clutch.
  • clutch 23 which may be operated electrically or mechanically, for example, allows crankshaft 19 of internal combustion engine 16 and the rotor of electric motor/generator 17 to rotate without sending a torque (driving or braking torque) to wheels 11 , 13 .
  • a torque converter may also be used.
  • a transmission 25 e.g., a standard transmission or an automatic transmission
  • a differential 27 are also provided in drive train 7 . It remains to be pointed out that clutch 23 , transmission 25 and differential 27 are optional devices that are not essential for implementing the method according to the present invention.
  • both internal combustion engine 16 and electric motor/generator 17 are in a suitable connection with wheels 11 , 13 for transmitting a torque via the rotor of the electric motor/generator, clutch 23 , transmission 25 and differential 27 , so that a driving torque or a braking torque is transmittable to the wheels.
  • internal combustion engine 16 and electric motor/generator 17 are preferably always used jointly to accelerate or decelerate vehicle 3 . It is readily possible for a preselectable torque to be applied to wheels 11 , 13 only via electric motor/generator 17 , e.g., when there is a failure in internal combustion engine 16 or when vehicle 3 (hybrid) is to be driven only by electric power. It is naturally also possible to use only internal combustion engine 16 to supply a torque to wheels 11 , 13 while electric motor/generator 17 is in an inactive mode.
  • Vehicle 3 also has a brake 29 for braking wheels 11 , 13 .
  • Brake 29 may be assigned to only one wheel of vehicle 3 , as indicated in FIG. 1, or to multiple wheels. The design and functioning of such a brake 29 are known, so they need not be described in greater detail here.
  • Device 1 includes a control unit 31 having at least one electronic control device 33 via which the torque of internal combustion engine 16 is controllable, as indicated by a control arrow 35 shown with broken lines. By varying the torque of internal combustion engine 16 , it is possible to vary the speed of vehicle 3 .
  • Electronic control device 33 includes means 37 for determining the prevailing instantaneous speed of vehicle 3 and means 39 for preselecting a setpoint speed of vehicle 3 .
  • Means 37 , 39 are known per se, so they need not be described in greater detail here.
  • control unit 31 may also have a plurality of control devices interconnected by data links.
  • Electric motor/generator 17 may be used either as a generator or as a motor in operation of vehicle 3 . In generator operation, electric motor/generator 17 may apply a torque to decelerate (brake) vehicle 3 , and in engine operation it may apply a torque to accelerate (drive) vehicle 3 . Electric motor/generator 17 also includes essentially known means for driving whereby a desired torque may be preselected. This is preferably accomplished via electronic control device 33 , which is indicated by a control arrow 41 , shown as a broken line.
  • Electric motor/generator 17 is connected by electric lines 43 and 45 to a current storage device 47 , e.g., a battery, and at least one consumer 49 , e.g., a heating or air conditioning system.
  • a current storage device 47 e.g., a battery
  • consumer 49 e.g., a heating or air conditioning system.
  • current storage device 47 supplies power for driving vehicle 3 ; in generator operation, current storage device 47 and consumer 49 receive the current generated.
  • the function of device 1 to adjust the speed preselected via means 39 , electronic control device 33 demands a torque from internal combustion engine 16 and/or electric motor/generator 17 . Therefore strategies for distributing the torque optimally between engine 16 and motor/generator 17 are preferably stored in electronic control device 33 . If the sum of the torques supplied by internal combustion engine 16 and electric motor/generator 17 to wheels 11 , 13 is greater than the road resistance acting on vehicle 3 , this results in acceleration of vehicle 3 . In the other case, i.e., when the sum of the torques transmitted to wheels 11 , 13 from internal combustion engine 16 and electric motor/generator 17 is lower than the road resistance, this results in a deceleration of vehicle 3 .
  • electronic control device 33 also increases the electric power consumption by at least one electric consumer 49 should current storage device 47 be unable to accept all of the cur-rent generated by electric motor/generator 17 , and the deceleration of vehicle 3 due to the braking torque of electric motor/generator 17 is not sufficient.
  • the driving of electric consumer 49 by electronic control device 33 is indicated with a control arrow 53 , shown with a broken line.
  • a particularly advantageous embodiment for regulating the driving speed which is described below may be used in a motor vehicle having a drive system which includes at least one electric motor/generator and at least one internal combustion engine, i.e., as described with reference to FIG. 1, for example.
  • the cruise control described above When the cruise control described above is activated, it attempts to keep the speed of the vehicle constant or essentially constant, resulting in considerable changes in the driving torque required when driving over hilly terrain. Therefore, according to the present invention, the driving torque is to be regulated largely with the help of the electric motor/generator and with the most constant possible use of the internal combustion engine.
  • the engine provides a basic driving torque, which is obtained from the vehicle dynamics equation. This basic driving torque is set at an operating point of the engine at which fuel consumption and/or emissions are as low as possible. Short-term fluctuations in the required total driving torque are compensated exclusively by the electric motor/generator.
  • the connection to a CVT transmission or automatic transmission and a coordinated drive train control provides another potential for optimization.
  • the engine may be operated at the lowest possible rotational speed and, in the case of gasoline engines, with as little throttling as possible.
  • engines internal combustion engines
  • engines are usually favorable in terms of fuel consumption here and may even be operated with low emissions, and furthermore, the torque of an electric motor and thus also the effect to be achieved is usually greatest at low rotational speeds.
  • Graph I shows torque M E supplied by the electric motor/generator, torque M B supplied by the internal combustion engine and the desired/necessary total driving torque M G composed of the individual torques as a function of the altitude profile of the road as shown in graph II.
  • torque M E supplied by the electric motor/generator
  • torque M B supplied by the internal combustion engine
  • desired/necessary total driving torque M G composed of the individual torques as a function of the altitude profile of the road as shown in graph II.
  • the torque of the internal combustion engine is regulated up or down via an integrator only after lengthy battery charging or discharging phases (t>T max ) and the percentage of the total driving torque contributed by the electric motor/generator approaches zero again accordingly.
  • the torque of the engine is constant during the period of time from t 0 to t 6 , and it increases only after time t 6 because at this point in time, the discharge phase of the battery is greater than T max and the torque of the electric motor/generator approaches zero again. If the additional torque of the electric motor/generator is not sufficient to maintain the desired target speed (setpoint speed) of the vehicle, either the torque of the engine or the gear ratio is adjusted.
  • FIG. 2 shows a basic diagram of the second exemplary embodiment of device 1 .
  • the same parts are labeled with the same reference numbers, so that reference is made in this regard to the description of FIG. 1. Therefore, only the differences are described in greater detail below.
  • Vehicle 3 has a drive system 5 ′ having first and second drive trains 7 and 7 ′, of which drive train 7 is allocated to wheels 11 , 13 of axle 9 (front or rear axle) and the other drive train 7 ′ is allocated to a wheel 11 ′ of a second axle 9 ′ (rear or front axle).
  • First drive train 7 includes engine 16 , clutch 23 , transmission 25 and differential 27 and is used to drive wheels 11 , 13 .
  • Second drive train 7 ′ includes electric motor/generator 17 , which is connected in a rotationally fixed manner by its drive part 21 to wheel 11 ′ of the other axle 9 ′ of vehicle 3 , so that the wheel receives a driving torque or a braking torque.
  • electric motor/generator 17 may additionally also drive at least one other wheel 13 ′ on axle 9 ′ via a differential 27 ′.
  • second drive train 7 ′ at least two electric motors/generators are provided, each being connected to one wheel 11 ′, 13 ′ in a manner capable of transmitting torque.
  • drive train 7 allocated to axle 9 has a design identical to that of drive train 7 described with respect to FIG. 1, while at least one additional drive train 7 ′ allocated to axle 9 ′ or only to wheel 11 ′ is designed as described above.
  • the method of regulating the driving speed of the exemplary embodiment described with reference to FIG. 2 corresponds essentially to the method described with reference to FIG. 1.
  • electronic control device 33 may demand of electric motor/generator 17 and engine 16 , independently of one another, a torque which depends on the actual speed and the setpoint speed of vehicle 3 . Therefore, it is readily possible for wheel 11 ′ or wheels 11 ′ and 13 ′ of second axle 9 ′ and wheels 11 and 13 of first axle 9 to receive different torques, which may be advantageous in certain driving situations.
  • the exemplary embodiment according to FIG. 2 differs from that described with reference to FIG. 1 in particular in that engine 16 and electric motor/generator 17 may be triggered independently of one another, and another axle or at least one wheel per vehicle axle may be driven independently of the other wheel. It should be pointed out that the drive system shown in FIG. 2 permits four-wheel drive.
  • FIG. 3 shows a basic diagram of a third exemplary embodiment of device 1 .
  • the vehicle has a drive system 5 ′′ having only one drive train 7 which includes at least one electric motor/generator 17 but no internal combustion engine.
  • Electric motor/generator 17 is connected here directly via drive part 21 and differential 27 to both wheels 11 , 13 of axle 9 in a rotationally fixed manner.
  • a plurality of electric motors/generators is provided, each driving one wheel of the vehicle, and these wheels may be on different axles.
  • drive system 5 ′′ shown in FIG. 3 instead of at least one battery as current storage device 47 , it is also possible to provide at least one fuel cell, preferably a plurality of fuel cells, as the source of the current.
  • the method implementable by the exemplary embodiment illustrated in FIG. 3 for regulating the driving speed of vehicle 3 is like the methods described on the basis of FIGS. 1 and 2.
  • electronic control device 33 if electronic control device 33 ascertains that the prevailing driving speed of vehicle 3 detected via means 37 is lower than the setpoint speed preselected via means 39 , then electronic control device 33 demands a positive torque from electric motor/generator 17 , resulting in acceleration of vehicle 3 . If, based on a comparison of the actual speed and the setpoint speed, electronic control device 33 demands deceleration of vehicle 3 , then a negative torque is required of electric motor/generator 17 via data connection 35 .
  • control device 33 also actuates brake 29 for at least one wheel 11 to decelerate vehicle 3 even more if the negative torque of electric motor/generator 17 alone is not sufficient.
  • electronic control device 33 it is also possible here for electronic control device 33 to increase electric power consumption by at least one electric consumer 49 if current storage device 47 is unable to consume all the current generated by electric generator 17 in generator operation and the deceleration ed through the braking torque of electric generator 17 is not sufficient.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Controls For Constant Speed Travelling (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
US10/468,540 2001-12-18 2002-12-10 Device and method for adjusting the speed of a vehicle Abandoned US20040129470A1 (en)

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DE10162017A DE10162017A1 (de) 2001-12-18 2001-12-18 Vorrichtung und Verfahren zur Regelung der Fahrgeschwindigkeit eines Fahrzeugs
DE10162017.9 2001-12-18
PCT/DE2002/004516 WO2003051663A1 (de) 2001-12-18 2002-12-10 Vorrichtung und verfahren zur regelung der fahrgeschwindigkeit eines fahrzeugs

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US9637125B2 (en) * 2012-12-10 2017-05-02 Jaguar Land Rover Limited Vehicle and method of control thereof
US20150329101A1 (en) * 2014-05-19 2015-11-19 Robert Bosch Gmbh Method for reducing drag torque fluctuations upon electric drive-off
US9821788B2 (en) * 2014-05-19 2017-11-21 Robert Bosch Gmbh Method for reducing drag torque fluctuations upon electric drive-off
CN113165634A (zh) * 2018-11-28 2021-07-23 标致雪铁龙汽车股份有限公司 用于自动化驾驶式车辆和非热力牵引机器的在混合阶段控制减速的方法和装置

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DE50207340D1 (de) 2006-08-03
DE10162017A1 (de) 2003-07-10
JP2005512498A (ja) 2005-04-28
EP1458586A1 (de) 2004-09-22
US20070114084A1 (en) 2007-05-24
EP1458586B1 (de) 2006-06-21
WO2003051663A1 (de) 2003-06-26
US7416037B2 (en) 2008-08-26

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