WO2007025841A1 - Procede pour commander une unite d'entrainement d'un vehicule - Google Patents

Procede pour commander une unite d'entrainement d'un vehicule Download PDF

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Publication number
WO2007025841A1
WO2007025841A1 PCT/EP2006/065075 EP2006065075W WO2007025841A1 WO 2007025841 A1 WO2007025841 A1 WO 2007025841A1 EP 2006065075 W EP2006065075 W EP 2006065075W WO 2007025841 A1 WO2007025841 A1 WO 2007025841A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
requested
moments
control unit
control device
Prior art date
Application number
PCT/EP2006/065075
Other languages
German (de)
English (en)
Inventor
Thorsten Juenemann
Bernd Doerr
Holger Niemann
Per Hagman
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2007025841A1 publication Critical patent/WO2007025841A1/fr

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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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • 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
    • 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
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—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
    • 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
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the invention relates to a method for controlling a vehicle drive unit, which comprises at least two individual motors, in particular a hybrid drive, which comprises at least one internal combustion engine and at least one electric motor.
  • control devices for a drive unit which control or regulate the drive unit, in particular with regard to a delivered drive torque
  • the drive unit is an internal combustion engine of a motor vehicle.
  • the motor vehicle usually comprises a driver request receiving device which can be actuated by the driver of the motor vehicle, in particular a foot-operated accelerator pedal which is provided for outputting an output signal representing a momentary actuation state of the driver-requested receiving device.
  • a control unit receives the output signal from the driver request recording device and assigns to the received output signal at least one desired output variable, in particular a desired drive torque of the drive unit.
  • the drive unit is controlled by the control unit in such a way that an actual output quantity output by the drive unit approaches the desired output variable.
  • control devices are known in various designs for conventional motor vehicle engines, especially gasoline engines and diesel engines, z. B. Bosch Engine Control Systems with Electronic Accelerator (EGAS).
  • continuous torque monitoring to detect malfunctions in the control unit. This serves in particular for the protection of passengers in the motor vehicle and external road users. It is to prevent unwanted acceleration of the vehicle.
  • the core of continuous torque monitoring is the comparison of an actual torque provided by the motor with a permissible torque. Normally, the actual torque is smaller than the permissible torque. If the actual torque exceeds the allowable torque, there is an error in the engine control unit before and leading to a safe vehicle condition error response is initiated.
  • the monitoring of the engine control units usually takes place according to a 3-level monitoring concept.
  • the engine control itself in particular the specification of the desired torque, takes place in the first plane designated as the functional plane.
  • the second level (monitoring level) is executed as the continuous torque monitoring.
  • a permissible torque is determined as a function of vehicle and engine functions and compared with an actual engine torque.
  • Level 2 is extensively secured (double storage of all variables, cyclic RAM and ROM check, program sequence check, command test).
  • Level 3 is used for computer backup.
  • DE 102 10 684 A1 relates to a method for monitoring a moment of a drive unit of a vehicle.
  • the torque to be monitored is compared with a permissible torque, the permissible torque is readjusted to the torque to be monitored and an error is detected if the torque to be monitored deviates more than a first predetermined value from the permissible torque, the error only in that case is detected, in which a position of a control element, in particular an accelerator pedal position, at least for a first predetermined time is within a predetermined tolerance range.
  • DE 197 39 565 A1 relates to a method for controlling the torque of a drive unit of a motor vehicle, in which the torque of the drive unit is set at least in accordance with the driver's request, the actual torque of the drive unit is determined and at least on the basis of the driver's request maximum permissible torque is determined. There is a torque reduction and / or limitation when the maximum permissible torque is exceeded by the actual torque. In this case, at least one operating state is determined, in which the torque of the drive unit is increased by additional load. During this at least one operating state, the maximum permissible torque is increased. In particular, the permissible torque is thereby increased during operation with a cold drive unit and / or load-consuming consumers during operation.
  • DE 197 48 355 A1 has a method for controlling the drive unit of a vehicle to the object, wherein the torque of the drive unit depending on a derived from the position of a driver operable control element driver command torque and depending on at least one target torque, which is predetermined by at least one external function that influences the torque instead of or in addition to the driver's specification.
  • a maximum permissible torque is specified and when exceeded This maximum permissible value is reduced by the corresponding actual value, a reduction of the torque.
  • the maximum permissible torque is at least formed depending on the position of the operating element and the maximum permissible torque is formed depending on the desired torque of the at least one external function, if this target torque is greater than the permissible torque dependent on the operating element position.
  • the external function can, for. B. increase the torque over the driver's request, such as a motor drag torque control or a vehicle speed control.
  • only one engine is included in a vehicle that includes an engine controller that receives a variety of torque request information from an external (eg, a brake controller or a spacer keeper (ACC)) via a signal bus.
  • the engine control unit checks the integrity of the received external-time-demand-signals and plausibilizes the torque request information based on available vehicle status signals.
  • the engine control unit determines, based on the external information and other signals (including the driver's request, which is set by the accelerator pedal, for example) the torque (target torque) to be requested by the engine and directly drives the engine without having to use another control unit communicate.
  • the torque required by the driver which is set, for example, by operating an accelerator pedal, must be divided among the existing torque source (at least two motors) for several existing engines. This happens depending on numerous environment variables u. a. with the aim of setting the most fuel-efficient operating point for all torque sources. Such a method is described for example in DE 102 02 531 Al. The divided moments must then be transmitted from the engine control unit, where appropriate, to further, the individual motors associated with control units.
  • the inventively proposed method for controlling a vehicle drive unit avoids the disadvantages of the known from the prior art method.
  • the method according to the invention makes it possible to detect and intercept a transmission of faulty torque-relevant output signals of a first control device to further control devices of hybrid vehicles and thus to increase the safety of the overall system.
  • the basic idea of the invention consists in carrying out a plausibility check of the moments to be requested, which are determined by a first control unit and whose transmission is provided to further control units. These moments to be plausibilized are the so-called externally requesting moments, since they are not requested directly in front of the first control unit but indirectly by external further control units in the respective motors.
  • the plausibility step (step B) carried out by the transmission (in step C) of the method according to the invention) advantageously prevents a transmission of non-plausible torque requests to the further control devices and thus increases the safety of the vehicle.
  • the drive unit of the vehicle has at least two individual motors.
  • the drive unit is controlled by using a first control unit (eg, a central engine control unit) and at least one further control unit (eg, an electric motor control unit) receiving messages from the first control unit.
  • the at least one further control device is in each case assigned to one of the at least two individual motors (eg an electric motor) and controls it.
  • the inventive determination of moments to be requested for each individual motor in step A) is carried out in accordance with a preferred embodiment of the present invention taking into account vehicle and / or engine functions that engage in the torque control or regulation of the vehicle drive unit.
  • Vehicle functions to be taken into account for example, when determining a permissible single torque value are a driver request function, a driver assistance function or external intervention functions.
  • the driver request function can, for. B. in the form of an accelerator pedal signal in the determination of the permissible single moment value.
  • Possible driver assistance functions to be taken into consideration are, for example, an electronic stability program (ESP - as a rule ABS + ASR), an anti-lock braking system (ABS), a drive slip control (ASR), a cruise control (FGR) or an adaptive cruise control (ACC) Cruise control).
  • ESP electronic stability program
  • ABS anti-lock braking system
  • ASR drive slip control
  • FGR cruise control
  • ACC adaptive cruise control
  • B. disturbing influences of electrical consumers such as an air conditioner, an electric sunroof or a servomotor.
  • Motoriuntationen which engage in the torque control or regulation of the vehicle drive unit, and which can be taken into account in the determination of the permissible single torque of the respective motor are, for.
  • As a speed limitation or torque loss especially due to friction or generator losses.
  • a start request can likewise be a signal to be taken into account in the determination of the torque to be requested, since, for example, B. an additional electric motor, where appropriate, only in the case of a start request to generate an additional moment.
  • B. an additional electric motor where appropriate, only in the case of a start request to generate an additional moment.
  • level 1 of the controller z. B. a hybrid drive with an electric and an internal combustion engine, the requested by the driver and vehicle torque on the Stell- divided paths of the combustion and electric motor. In level 1, it is then possible to increase the availability of a limit to the permissible torques for each travel path.
  • the moments so determined are, if they are provided for transmission to the at least one further control unit (externally requesting moments), according to the invention plausibility (step B) of the method according to the invention). If the plausibility of these moments to be requested yields a positive result, messages (eg CAN messages) containing the moments to be requested are transmitted from the first control device to the further control devices (step C)) and there to trigger the the engine associated with the further control unit. If the moments to be requested are not considered plausible in step B), they are not transmitted to the further control devices in order to avoid a faulty control of the associated motors.
  • messages eg CAN messages
  • the first control device includes a microcomputer having two different program areas (level 1 and level 2), wherein functions provided in the first level for torque control are calculated and in the second level monitoring measures are performed.
  • step A) of the method according to the invention determination of moments to be requested for each of the at least two individual motors by the first control device
  • step B) planning of moments to be requested that are provided for transmission to the at least one further control unit
  • C) transmission of the plausiblized messages
  • step 2 According to the state of the art, extensive measures are taken in level 2 of the motor control against a falsification of the intermediate results: cyclically all affected RAM cells are checked for writability and based on their bit-complement stored double shelves for corruption, ROM is cyclically examined for corruption and All commands used are executed in a cyclic command test if the result is fixed.
  • This high level of effort serves to safeguard against adulteration of intermediate results in level 2.
  • the moment to be requested and to be made plausible in step A) is taken over into level 2 and saved according to the standard of level 2 with a double deposit. From this point distortions of the moment can be detected.
  • the plausibility check in step B) comprises a comparison of one of the requests to be made in step A).
  • the calculated total torque with a total allowable torque the plausibility only has a positive result when the total allowable torque is greater than the total torque to be requested.
  • the permissible total torque is thereby preferably calculated taking into account at least one variable selected from a driver pedal signal, a torque requested by a driver assistance system, a torque generated by external interventions or a torque loss.
  • the plausibility check in step B) of the method according to the invention comprises checking whether the externally requesting moments are plausible with regard to at least one situation-specific information of the vehicle.
  • the at least one situation-specific information is selected from at least one information from the group signal for starting the vehicle and signal for requesting positive momentes of the at least one additional torque adjuster while driving.
  • several signals can be used: a) Boosting is e.g. only permitted if the speed is greater than a specified threshold and there is a level 1 boost requirement.
  • An initial start (key start) is e.g. only permitted if the start in the vehicle cycle has not yet been carried out and if a start request from level 1 is present.
  • a start / stop start (automatic restart) is e.g. only allowed if that
  • Vehicle is braked, the speed is less than a predetermined value and a start request from level 1 is present.
  • the present invention further relates to a control device for controlling a drive unit of a vehicle according to the method of the invention, wherein the drive unit has at least two individual motors.
  • the control device comprises a first control unit and at least one further control unit connected to the first control unit for receiving messages, wherein in each case one of the at least two motors can be controlled by the at least one further control unit.
  • the first control device comprises means for determining moments to be requested for each of the motors, means for plausibility of requests to be requested, and means for transmitting messages with plausible requests to be requested to the at least one further control unit.
  • FIG. 1 shows a flow chart for a preferred embodiment of the method according to the invention for controlling a vehicle drive unit with two motors.
  • FIG. 1 shows a preferred embodiment of the method according to the invention, which is provided for controlling two motors, in particular a combustion engine and an electric motor.
  • the processes shown in Figure 1 take place in a first control unit (central engine control unit).
  • the dividing line 1 divides the diagram into two levels 2, 3, the first level 2 (functional level) and the second level 3 (monitoring level).
  • determination 4 of the moments to be requested 5 6 (set torques) for the motors takes place.
  • the first control unit preferably determines in step A) of the method according to the invention a resultant torque to be requested, taking into account at least one variable selected from an accelerator pedal signal, a torque requested by a driver assistance system, a torque generated by external intervention, and a lost torque and divides this sum moment into requesting moments for each of the at least two individual motors.
  • the two specific moments to be requested 5, 6 are taken over into the second level 3 and secured according to the second level 3 standard. From both moments 5, 6 to be requested, a total torque 8 to be requested is formed in the second level 3, in the simplest case by addition 7. The total torque 8 to be requested is compared with a permissible total torque 9 in the second level 3 (comparator 10). Various external information 11, 12, 13 flow into the calculation of the permissible total torque 9. These include z. B. a permissible starting torque 12 and a permissible boost torque 13 (positive additional moment during driving). The allowable starting torque 12 is communicated to the first controller when the vehicle is started.
  • the permissible boost torque 13 is transmitted to the first control unit during the so-called boost, ie when additional torques are applied by an electric motor while driving.
  • Other external information 11 include the driver's request, the z. B. is determined via an accelerator pedal.
  • the second level 3 preferably has sensors that detect associated signals independently of and in addition to sensors of the first level 2.
  • the comparison of the total torque 8 to be requested with the permissible total torque 9 in the comparator 10 must show that the total torque 8 to be requested is smaller than the permissible total torque 9, so that the comparator 10 forwards a positive first plausibility result 14.
  • the plausibility check according to the invention in the second level 3 of the monitoring concept comprises checking whether the externally requesting moments are plausible with regard to situation-specific information 15, 16 of the vehicle.
  • This situation-specific information 15, 16 include z. For example, a signal for starting the vehicle or a signal for boosting the vehicle (requesting positive torque of an additional torque actuator while driving). If the requesting moment is plausible with regard to the situation-specific information 15 of the boost, a positive second plausibility result 17 is provided. If the requesting torque to be requested, which has been forwarded from the first level 2 to the second level 3, is plausible with regard to the situation-specific information 16 of the starting, a positive third plausibility check result 18 is provided.
  • the second and third plausibility check results 17, 18 are combined into a fourth plausibility check result 19, which is positive if at least one of the second or third plausibility check results 17, 18 is positive.
  • the entire plausibility check in the second level 3 is positive if both the first plausibility result 14 and (AND gate 20) the fourth plausibility check result 19 are positive. Only in this case, a control of the individual motors with the plausibility to be requested moments 5, 6.
  • messages 21 (in particular CAN messages) are written to the other control units of the engine from the first control unit 22.
  • the Controller Area Network connects Several equal components via a 2-wire bus together.
  • the physical conditions, among others for CAN, are defined in ISO 11898.
  • CAN messages are packaged in a defined form ("frame") .
  • the CAN protocol can recognize and signal errors itself, details are known to those skilled
  • the transmission of the messages 21 with the moments to be requested by the first control device preferably also takes place from the second level 3 of the monitoring concept 3 is particularly well-suited for sending torque-relevant and safety-critical requirements (eg CAN messages), since the second level 3 is a particularly secure area which already exists in the state of the art and whose task is to protect against, inter alia there s Fault pattern of falsification of intermediate results.
  • the first control device in which the method according to FIG. 1 expires is preferably an engine control unit that determines moments 23, 24 for an internal combustion engine and an electric motor to be requested in step A) of the method according to the invention.
  • the engine control unit (in step C) of the method according to the invention or an engine control unit preferably controls the internal combustion engine and a further electric motor control unit controls the electric motor, wherein in step B) those requested moments are plausibility, in step C) of the Engine control unit are transmitted in a positive result 25 of the plausibility of the electric motor and engine control units.
  • the electric motor torque 23 is tested for value and situation according to the following scheme:
  • Boosting Boosting

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

Abstract

L'invention concerne un procédé destiné à commander une unité d'entraînement d'un véhicule, ladite unité d'entraînement comprenant au moins deux moteurs individuels, lors de l'utilisation d'un premier appareil de commande et au moins un des appareils de commande recevant des messages (21) du premier appareil de commande. Ledit appareil de commande est associé au moins à un moteur et le commande. Le procédé de l'invention comprend les étapes suivantes : A) détermination des couples (5, 6, 23, 24) à extraire pour chacun des deux moteurs individuels grâce au premier appareil de commande ; B) les couples (5, 6, 23, 24) à extraire sont rendus plausibles, ces derniers étant utilisés pour être transférés vers l'appareil de commande supplémentaire (moments de demande extérieurs) ; et C) transmission des messages (21) grâce aux couples (5, 6, 23, 24) à extraire plausibles de l'étape B) du premier appareil de commande vers au moins un appareil de commande supplémentaire, lorsque la vraisemblance détermine un résultat positif (25), de manière à commander au moins un moteur à travers l'appareil de commande associé au moteur, au moyen des couples (5, 6, 23, 24) à extraire transmis avec les messages (21).
PCT/EP2006/065075 2005-08-29 2006-08-04 Procede pour commander une unite d'entrainement d'un vehicule WO2007025841A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005040786A DE102005040786A1 (de) 2005-08-29 2005-08-29 Verfahren zur Steuerung einer Fahrzeug-Antriebseinheit
DE102005040786.2 2005-08-29

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Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005062871A1 (de) * 2005-12-29 2007-07-05 Robert Bosch Gmbh Verfahren zur Überwachung negativer Momente bei Hybridfahrzeugen
DE102008008536A1 (de) † 2008-02-11 2009-08-13 Robert Bosch Gmbh Verfahren für die Steuerung einer elektrischen Maschine und Steuereinrichtung
DE102013204191A1 (de) * 2013-03-12 2014-09-18 Robert Bosch Gmbh Vorrichtung und Verfahren zum Betreiben eines Kraftfahrzeugs
FR3102964B1 (fr) * 2019-11-08 2022-07-01 Renault Sas Procédé de commande d’un groupe motopropulseur pour véhicule automobile comprenant au moins deux sources de puissance motrice.
DE102021133186A1 (de) * 2021-12-15 2023-06-15 Audi Aktiengesellschaft Antriebsvorrichtung für ein Fahrzeug

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19739565A1 (de) 1997-09-10 1999-03-11 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung des Drehmoments einer Antriebseinheit eines Kraftfahrzeugs
DE19748355A1 (de) 1997-11-03 1999-05-06 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
DE10155128A1 (de) * 2000-11-10 2002-06-27 Ford Motor Co Verfahren und Vorrichtung zur Drehmoment gestützten Steuerung eines Fahrzeugs mit Hybridantrieb
DE10202531A1 (de) 2002-01-24 2003-08-07 Bosch Gmbh Robert Verfahren zur Steuerung eines Hybridantriebes eines Fahrzeuges
DE10210684A1 (de) 2002-03-12 2003-10-16 Bosch Gmbh Robert Verfahren und Vorrichtung zur Überwachung eines Moments einer Antriebseinheit eines Fahrzeugs
DE10320017A1 (de) 2003-05-06 2004-12-02 Zf Sachs Ag Steuereinrichtung für die Antriebseinheit eines Kraftfahrzeugs

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19739565A1 (de) 1997-09-10 1999-03-11 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung des Drehmoments einer Antriebseinheit eines Kraftfahrzeugs
DE19748355A1 (de) 1997-11-03 1999-05-06 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
DE10155128A1 (de) * 2000-11-10 2002-06-27 Ford Motor Co Verfahren und Vorrichtung zur Drehmoment gestützten Steuerung eines Fahrzeugs mit Hybridantrieb
DE10202531A1 (de) 2002-01-24 2003-08-07 Bosch Gmbh Robert Verfahren zur Steuerung eines Hybridantriebes eines Fahrzeuges
DE10210684A1 (de) 2002-03-12 2003-10-16 Bosch Gmbh Robert Verfahren und Vorrichtung zur Überwachung eines Moments einer Antriebseinheit eines Fahrzeugs
DE10320017A1 (de) 2003-05-06 2004-12-02 Zf Sachs Ag Steuereinrichtung für die Antriebseinheit eines Kraftfahrzeugs

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