US20070266711A1 - Method for Operating a Vehicle Drive and Device for Carrying Out Said Method - Google Patents

Method for Operating a Vehicle Drive and Device for Carrying Out Said Method Download PDF

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Publication number
US20070266711A1
US20070266711A1 US11/662,562 US66256205A US2007266711A1 US 20070266711 A1 US20070266711 A1 US 20070266711A1 US 66256205 A US66256205 A US 66256205A US 2007266711 A1 US2007266711 A1 US 2007266711A1
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United States
Prior art keywords
torque
combustion engine
electric machine
optimized
target torque
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Abandoned
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US11/662,562
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English (en)
Inventor
Jens-Werner Falkenstein
Thomas Huber
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Robert Bosch GmbH
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Robert Bosch GmbH
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Assigned to ROBERT BOSCH GMBH reassignment ROBERT BOSCH GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: FALKENSTEIN, JENS-WERNER, HUBER, THOMAS
Publication of US20070266711A1 publication Critical patent/US20070266711A1/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 ; 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
    • 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
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B60W2710/0672—Torque change rate
    • 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
    • B60W2710/0677—Engine power
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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

Definitions

  • the invention is based on a method to operate a vehicle drive and a device to carry out this method according to the generic terms of claim 1 and claim 13 .
  • Hybrid vehicles are known to reduce emission and fuel consumption. It is their goal to operate the combustion engine in the range of more beneficial efficiency, to turn off the combustion engine in case of a standstill of the vehicle or in case of a low vehicle speed and to drive electrically impelled and to use braking energy by recuperation. With parallel hybrids an addition of the torques of the combustion engine and of one or several electric machines happens.
  • the electric machines are, for example, coupled as starter generator with the belt drive or with the crankshaft of the combustion engine.
  • the invention takes as starting point a method to operate a vehicle drive with at least one combustion engine and at least one electric machine, which is mechanically coupled with the at least one combustion engine, and with one energy accumulator actively coupled with the electric machine and/or the combustion engine.
  • At least one combustion engine and at least one electric machine produce a requested drive target torque essentially together, with a requested optimum target torque of the combustion engine being limited to an optimized minimum torque above a combustion engine-minimum torque and/or an optimized maximum torque below a combustion engine-maximum torque and/or a modification speed of the optimum target torque of the combustion engine being limited.
  • a requested optimum target torque of the combustion engine being limited to an optimized minimum torque above a combustion engine-minimum torque and/or an optimized maximum torque below a combustion engine-maximum torque and/or a modification speed of the optimum target torque of the combustion engine being limited.
  • inappropriate torques i.e. very low or very high torques and just as inappropriate high modification speeds of the optimum target torque, can be avoided in a positive or negative direction, which influences favorable the fuel consumption and the exhaust emission of the combustion engine.
  • the combustion engine and the one or several electric machines can be coordinated in regard to the torques in such a way, that the requested total drive target torque is generated at least approximately by the combustion engine and electric machine together with high dynamics.
  • an engine timing of a modern combustion engine can calculate a momentary actual torque on the basis of measured and estimated sizes.
  • the actual torque can be gained, for example, from the motor speed, intake-manifold pressure, ignition time and excess air coefficient.
  • a governing/control system of a modern electric machine can calculate a momentary actual torque of the electric machine based on its electric sizes. The suggested method can therefore fall back favorable and without a big effort on easy to identify sizes.
  • the at least one electric machine is controlled according to a difference of the unlimited combustion engine-target torque and an actual torque of the combustion engine.
  • limitations of the optimum combustion engine-target torque limitations for its modification speed and physically caused delays of the torque build-up of the combustion engine can be compensated totally or partly by the or those electric machines, contributing to high dynamics of the system.
  • a torque rate action by means of a firing angle shifting is not necessary.
  • Are allowed operation ranges of the electric machine or of the energy accumulator, like for example, torque range or charge state, left due to the corresponding triggering, the limitation for the optimum combustion engine-target torque and/or the limitation for its modification speed can be taken back.
  • an electric machine is used to operate the combustion engine in a consumption favorable and/or emission favorable torque range between the optimized minimum torque and the optimized maximum torque.
  • This range or the optimized minimum torque and the optimized maximum torque depend on the motor speed and further sizes and lies within the minimum and maximum combustion engine-torque limits of the combustion engine.
  • An inappropriate wide-open-throttle enrichment in the range between the optimized maximum torque and the maximum combustion engine-torque and/or an inappropriate firing angle rearrangement or transmission to a thrust cut-off in the range between the optimized minimum torque and the minimum combustion engine-torque, which is inappropriate for the exhaust emission, can be avoided by the corresponding triggering of the electric machine.
  • the optimized minimum torque and/or the optimized maximum torque and/or the modification speed of the optimum combustion engine-target torque are adjusted subject to the working conditions of the combustion engine.
  • the optimized minimum torque and/or the optimized maximum torque and/or the modification speed of the optimum target torque can be adjusted subject to the working conditions of the electric machine.
  • the optimized minimum torque and/or the optimized maximum torque and/or the modification speed of the optimum target torque can also be adjusted subject to the working conditions of the energy accumulator.
  • the optimized minimum torque and/or the optimized maximum torque and/or the modification speed of the optimum target torque can be adjusted subject to a timely process of target torques.
  • the target torque derives from a position of the accelerator pedal and/or the position of the brake pedal.
  • the maximum permitted modification speed of the optimum target torque can be derived from a modification speed of the position of the accelerator pedal and/or a position of the brake pedal.
  • the drive target torque is determined subject to an idle motion-regulator and/or an active vibration damping and/or a gear control, so that essential factors of influences can be considered in regard to the operating behavior of the vehicle.
  • an intervention of an operating strategy with a charge-target torque is advantageous to ensure a supply of an on-board supply and an energy accumulator, particularly a battery, and to improve a total efficiency of the drive line with a specific loading or unloading.
  • the energy accumulator can, for example, be loaded in case of low performance requirements, as a result of which the torque of the combustion engine raises and the combustion engine arrives at a working point with a favorable specific consumption.
  • the torque range and/or the torque dynamics of the combustion engine are increased in case of inadmissible working conditions and/or insufficient performance of the energy accumulator and/or of the electric machine. It is of advantage, if an intervention in the limits of the torque range and/or the torque dynamics of the combustion engine does not occur in cases of temporary dynamic processes, like a delayed torque build-up of the electric machine.
  • the invention takes as starting point a device to carry out a method to control the torque of a drive with at least one combustion engine and at least one electric machine in the vehicle, which is mechanically coupled with the at least one combustion engine, and with an energy accumulator, being actively coupled with the electric machine and/or the combustion engine.
  • a limitation unit is designed to limit a requested optimum target torque of the combustion engine to an optimized minimum torque above a combustion engine-minimum torque and/or an optimized maximum torque below a combustion engine-maximum torque and/or to limit a modification speed of the optimum target torque of the combustion engine.
  • a unit is designed to stop an intervention in the case of inadmissible working conditions and/or an inadmissible performance of the energy accumulator and/or the electric machine in the limits of the torque range and/or the torque dynamics of the combustion engine.
  • FIGURE illustrates schematically the method according to the invention.
  • a drive line exhibits a combustion engine 10 with a intake-manifold fuel injection (not shown), which is designed with a electronic accelerator pedal (not shown) and a catalyst (not shown).
  • a balance wheel of the combustion engine 10 is coupled with an electric machine 15 , which is formed as a crank axle starter generator.
  • the combustion engine 10 and the electric machine 15 generated torques are added up as a drive torque.
  • One target torque M Driver specified by the driver through the accelerator pedal, is low-pass filtered by means of a pre filter 22 to avoid a stimulus of power train vibrations through the driver or to reach a damping of Ferraria effect.
  • a idle motion-regulator (not shown) and optionally an active vibration damping and/or a gear control with an additional target torque M together .
  • the sum of that torques result in the total drive target torque M target , which presents a nominal value for the sum torque M actual of the combustion engine 10 and the electric machine 15 .
  • an intervention of a working strategy with a charge-target torque M Charge is designed, ensuring the supply of an on-board supply and a not shown electric energy accumulator and improving a total efficiency of the drive line by directly loading or unloading the energy accumulator.
  • the energy accumulator can be loaded in case of low performance requirements, for example in city traffic, as a result of which the torque of the combustion engine 10 increases and the combustion engine 10 reaches typically a working point with beneficial specific consumption.
  • the behavior of the combustion engine 10 with a torque triggering depends on the dynamics of the air path and is described approximately with a series connection of a lag element 12 and a PT1-delay element 13 first order.
  • a limiter unit 11 limits the by the combustion engine 10 requested optimum target torque M VM target opt to a combustion engine-maximum torque M VM max and a combustion engine-minimum torque M VM min in the case of a thrust cut-off.
  • the combustion engine-maximum torque M VM max depends on different operating parameters, like motor speed, charge pressure of a possible turbo charger and such things.
  • the behavior of the electric machine 15 with a torque triggering can also be described approximately by means of a PT1-delay element 17 first order. But due to its smaller time constant in comparison with the combustion engine 10 the electric machine 15 exhibits much higher dynamics in the case of a torque control.
  • a torque treatment unit 18 for the combustion engine 10 includes a gradient limiter unit 19 , providing for a limited rate of increase or modification speed of the optimum combustion engine-target torque M VM target opt .
  • a further limiter unit 20 limits to an optimum torque range between an optimized minimum torque M VM min opt and an optimized maximum torque M VM max opt . By that, this optimum torque range characterizes the most convenient working area of the combustion engine 10 , which depends on operating parameters like the motor speed, the charge pressure of a possible turbo charger of a turbocharged engine and such things.
  • the optimum torque range lies within the torque limitations M VM max and M VM min of the combustion engine 10 .
  • the optimized maximum torque M VM max opt is smaller than the combustion engine-maximum torque M VM max .
  • the optimized minimum torque M VM min opt is higher than the combustion engine-minimum torque M VM min . In the range in-between, an inappropriate rearrangement of the firing angle in direction late or a transmission to a thrust cut-off, inappropriate for the exhaust emission, would occur to the fuel consumption.
  • the not shown control device of the combustion engine 10 calculates the momentary combustion engine-actual torque M VM actual .
  • the difference torque M VM delta of the unlimited target torque M VM target and the actual torque M VM actual of the combustion engine 10 are added on to the electric machine 15 .
  • the electric machine 15 balances the delayed torque build-up or torque removal of the combustion engine 10 and provides for high dynamics of the drive system. A torque rate action by means of a firing angle shifting is not necessary.
  • the electric machine 15 is used to operate the combustion engine 10 in the optimum torque range between M VM min opt and M VM max opt . If, for example, the charge state or the performance of the energy accumulator do not allow that, the intervention of the electric machine 15 is taken back by modification of the torque limits M E min and M E max of the electric machine 15 . By that or with a limitation because of physical characteristics of the electric machine 15 a deviation M E delta develops between a target torque M E target and an actual torque M E actual of the electric machine 15 .
  • the deviation M E delta has an effect on the limiter unit 20 and/or the gradient limiter unit 19 . If the rate of the deviation M E delta increases, the limits for the optimum combustion engine-target torque M VM target opt are expanded and/or higher modification speeds of the optimum combustion engine-target torque M VM target opt are allowed. In that case, the combustion engine 10 can leave the optimum torque range.
  • An inserted filter unit or logic unit 21 prevents a corresponding intervention in the limiter unit 20 and/or the gradient limiter unit 19 in the torque treatment unit 18 at temporary, dynamic processes, for example due to a delay in the torque build-up of the electric machine 15 .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
US11/662,562 2004-09-15 2005-07-15 Method for Operating a Vehicle Drive and Device for Carrying Out Said Method Abandoned US20070266711A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102004044507.9 2004-09-15
DE102004044507A DE102004044507A1 (de) 2004-09-15 2004-09-15 Verfahren zum Betreiben eines Fahrzeug-Antriebs und Vorrichtung zur Durchführung des Verfahrens
PCT/EP2005/053405 WO2006029922A1 (de) 2004-09-15 2005-07-15 Verfahren zum betreiben eines fahrzeug-antriebs und vorrichtung zur durchführung des verfahrens

Publications (1)

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US20070266711A1 true US20070266711A1 (en) 2007-11-22

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US11/662,562 Abandoned US20070266711A1 (en) 2004-09-15 2005-07-15 Method for Operating a Vehicle Drive and Device for Carrying Out Said Method

Country Status (6)

Country Link
US (1) US20070266711A1 (zh)
EP (1) EP1791711B1 (zh)
JP (1) JP4374055B2 (zh)
CN (1) CN101014479B (zh)
DE (1) DE102004044507A1 (zh)
WO (1) WO2006029922A1 (zh)

Cited By (11)

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US20080249696A1 (en) * 2007-03-20 2008-10-09 Andreas Seel Method and device for operating a drive unit
US20090118939A1 (en) * 2007-11-04 2009-05-07 Gm Global Technology Operations, Inc. Method for controlling an engine of a hybrid powertrain in a fuel enrichment mode
US20090173557A1 (en) * 2006-04-10 2009-07-09 Klaus Joos Defined internal combustion engine operation in vehicles having a hybrid drive
US20110082629A1 (en) * 2009-01-26 2011-04-07 Toyota Jidosha Kabushiki Kaisha Vehicle control apparatus
US20110224856A1 (en) * 2008-10-01 2011-09-15 Jens-Werner Falkenstein Method for operating a vehicle having a hybrid drive system as well as a drive system and a vehicle
US8467926B2 (en) * 2011-11-03 2013-06-18 Ford Global Technologies, Llc Method and system for valve operation control
US8467927B2 (en) * 2011-11-03 2013-06-18 Ford Global Technologies, Llc Method and system for speed control of a hybrid vehicle
US8706335B2 (en) 2011-01-12 2014-04-22 Zf Friedrichshafen Ag Method for operating a hybrid drive unit and device for controlling a hybrid drive unit
US9840255B2 (en) 2015-01-26 2017-12-12 Zf Friedrichshafen Ag Method and control unit for a drivetrain
EP3527447A1 (en) * 2018-02-16 2019-08-21 Toyota Jidosha Kabushiki Kaisha Control device and control method for hybrid vehicle
US11338789B2 (en) 2016-05-19 2022-05-24 Bentley Motors Limited Method for controlling a drive system, and drive system

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DE102005018437A1 (de) 2005-04-21 2006-10-26 Robert Bosch Gmbh Verfahren zum Betreiben eines Fahrzeug-Antriebs und Vorrichtung zur Durchführung des Verfahrens
DE102006012788A1 (de) * 2006-03-21 2007-09-27 Fev Motorentechnik Gmbh Verfahren zur Drehmomentverteilung und Ansteuerung eines Hybridantriebs
US7206687B1 (en) * 2006-04-06 2007-04-17 General Motors Corporation Method for controlling a hybrid electric vehicle
DE102006031570A1 (de) * 2006-07-07 2008-01-10 Siemens Ag Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102007012303B4 (de) * 2007-03-14 2016-10-13 Robert Bosch Gmbh Verfahren zum Betreiben eines Hybridantriebs eines Fahrzeugs
DE102007014500A1 (de) 2007-03-27 2008-10-16 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit
US7967720B2 (en) 2007-06-13 2011-06-28 Ford Global Technologies, Llc Dynamic allocation of drive torque
DE102007027965B4 (de) * 2007-06-19 2020-03-26 Bayerische Motoren Werke Aktiengesellschaft Antriebseinheit für ein Hybridfahrzeug und Verfahren zur Steuerung einer Antriebseinheit eines Hybridfahrzeugs
DE102007043399B4 (de) * 2007-09-12 2016-05-12 Deutz Ag Hybrid-Antrieb mit einem Pflanzenölmotor für ein Fahrzeug
US7792628B2 (en) * 2007-09-27 2010-09-07 Ford Global Technologies, Llc Electrical assist for reducing emissions and torsion response delay in a hybrid electric vehicle
DE102007050113A1 (de) 2007-10-19 2009-04-23 Robert Bosch Gmbh Verfahren zum Betreiben einer Antriebsvorrichtung, insbesondere Hybridantriebsvorrichtung
DE102008042781B4 (de) * 2008-10-13 2019-03-14 Robert Bosch Gmbh Bestimmung einer Betriebsart einer Hybridantriebsvorrichtung eines Kraftfahrzeugs
JP2011073533A (ja) * 2009-09-30 2011-04-14 Hitachi Automotive Systems Ltd 車両の制御装置
DE102010011163A1 (de) * 2010-03-12 2011-09-15 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Steuerung eines Lade- und/oder Entladevorgangs eines Energiespeichers in einem Hybridfahrzeug
DE102010047016A1 (de) * 2010-09-30 2012-04-05 Voith Patent Gmbh Drehmomentsteuerung für Hybridantriebe
DE102011002890A1 (de) * 2011-01-20 2012-07-26 Zf Friedrichshafen Ag Verfahren zur Regelung der Lastpunktverschiebung eines Verbrennungsmotors und zumindest einer elektrischen Maschine mit unterschiedlichem Ansprechverhalten im hybriden Fahrzustand in einem Parallel-Hybrid-Antriebsstrang
DE102011078669A1 (de) * 2011-07-05 2013-01-10 Zf Friedrichshafen Ag Verfahren zum Ansteuern eines Hybridantriebes eines Fahrzeuges
AT14130U1 (de) * 2013-04-24 2015-05-15 Avl List Gmbh Verfahren zum Betreiben eines Parallelhybridfahrzeuges
JP2015077897A (ja) * 2013-10-17 2015-04-23 いすゞ自動車株式会社 ハイブリッド車両及びその制御方法
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CN101014479B (zh) 2011-01-26
CN101014479A (zh) 2007-08-08
DE102004044507A1 (de) 2006-03-30
JP4374055B2 (ja) 2009-12-02
EP1791711B1 (de) 2011-09-14
JP2008512301A (ja) 2008-04-24

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