WO2008015049A1 - Dispositif de commande d'un groupe propulseur hybride - Google Patents

Dispositif de commande d'un groupe propulseur hybride Download PDF

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Publication number
WO2008015049A1
WO2008015049A1 PCT/EP2007/055713 EP2007055713W WO2008015049A1 WO 2008015049 A1 WO2008015049 A1 WO 2008015049A1 EP 2007055713 W EP2007055713 W EP 2007055713W WO 2008015049 A1 WO2008015049 A1 WO 2008015049A1
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WO
WIPO (PCT)
Prior art keywords
hybrid drive
charge
power
hybrid
minimization
Prior art date
Application number
PCT/EP2007/055713
Other languages
German (de)
English (en)
Inventor
Jochen Fassnacht
Kay Hindorf
Original Assignee
Robert Bosch Gmbh
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Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2008015049A1 publication Critical patent/WO2008015049A1/fr

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    • 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
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2710/086—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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the invention relates to a device for controlling a hybrid drive using an optimized charging strategy.
  • Such devices can be used in particular in hybrid vehicles with CVT (Continuous Variable Transmission) or ECVT (Electric CVT).
  • CVT Continuous Variable Transmission
  • ECVT Electro CVT
  • Hybrid drives usually have at least one internal combustion engine and at least one electric machine.
  • the at least one electric machine can be individually switched on and off during operation.
  • an additional energy store is provided, which is usually one or more batteries and / or accumulators. From the energy storage, the electric machine is supplied with electrical energy. Conversely, electrical energy can be recovered from the electric machine and, for example in a so-called brake energy recuperation, be stored again in the energy store.
  • DE 103 46 313 Al shows a method for controlling the state of charge of a hybrid drive.
  • the hybrid drive comprises an internal combustion engine and at least one electric machine which can be coupled or coupled to the drive of the vehicle. According to this method, a state of charge of the energy storage device is regulated as a function of the travel speed of the vehicle.
  • a device for controlling a hybrid drive is therefore proposed, which largely avoids the known disadvantages of the hybrid drive controls known from the prior art.
  • the proposed control allows a driving operation with optimization of one or more minimization variables, such as the energy costs and / or a pollutant emission (for example a nitrogen oxide and / or carbon dioxide and / or carbon monoxide emission) or a combination of these minimization variables.
  • minimization variables such as the energy costs and / or a pollutant emission (for example a nitrogen oxide and / or carbon dioxide and / or carbon monoxide emission) or a combination of these minimization variables.
  • the two degrees of freedom namely charging and discharging of the at least one energy storage and operating point of the hybrid drive, set optimized.
  • the hybrid drive comprises at least one internal combustion engine and at least one electric machine.
  • this electric machine can be designed differently.
  • this at least one electric machine comprises at least one electric motor function and at least one generator function for charging at least one energy store.
  • a basic idea of the invention is that the control takes into account how the electrical energy is generated and distributed. This degree of freedom, which energy from which source (ie internal combustion engine or battery) is provided, is of course only in the hybrid driving mode, ie with the internal combustion engine, available. Because only in this hybrid driving mode of the electrical energy storage and the internal combustion engine can be used alternatively.
  • the electrical energy storage eg one or more batteries and / or accumulators
  • the device according to the invention is designed in such a way that first of all combustion engine target speeds, combustion engine outputs and the relevant minimization variable are determined for different predetermined electrical powers of the electric machine, for different predefined vehicle speeds and for different predefined output powers of the hybrid drive. This can be done, for example, by storing these variables as characteristic curves in one or more tables, in particular in one or more electronic tables, for example look-up tables. Alternatively, but less preferred due to the higher resource requirements, a calculation of these quantities can also be made directly from the given parameters.
  • a charge controller taking into account a required onboard power of the vehicle (for example, a required for a rear window heating, radio, lighting, etc.) of the vehicle and by means of a known relationship between the minimization size and the charging of the at least one energy storage, an operating point of the hybrid drive selected and controlled the charging of the at least one energy storage.
  • a required onboard power of the vehicle for example, a required for a rear window heating, radio, lighting, etc.
  • the proposed device offers, inter alia, the advantage that an optimum operating point of the overall system can be set without requiring an online calculation using high computing power and complex optimizations as well as high memory requirements.
  • the proposed device allows optimization of energy consumption, or, alternatively or additionally, a reduction of pollutants.
  • the proposed device can also be used comparatively easily in already existing systems without requiring major modifications of the hardware.
  • Figure IA shows a parallel hybrid driveline with downstream CVT transmission
  • Figure IB is a power split hybrid powertrain
  • Figure 2 shows a detail of an embodiment of a device for controlling a hybrid drive
  • FIG. 3 shows an example of the setting of charge states of an energy store of the hybrid drive
  • FIG 4 shows an embodiment of a device for controlling a hybrid drive according to FIG IB.
  • FIGS. 1A and 1B Various embodiments of drive trains of hybrid drives are shown in FIGS. 1A and 1B. While FIG. 1A shows a parallel hybrid 110 with a downstream CVT transmission 114, a power-branching hybrid 112 is shown in FIG.
  • the parallel hybrid 110 in FIG. 1A has an internal combustion engine 116 (abbreviated to VM), which is supplied with fuel from a fuel tank 118.
  • VM internal combustion engine
  • the amount of fuel supplied per unit time by the fuel tank 118 is designated P tan k in FIG. 1A (as well as in FIG. 1B).
  • the parallel hybrid 110 according to FIG. 1A in the exemplary embodiment illustrated has an electric machine 120 and an electrical energy store 122, it being assumed in the following that this is a traction battery of a motor vehicle.
  • this is a traction battery of a motor vehicle.
  • the terms "battery” and “electrical energy storage” are used synonymously below.
  • An output 124 of the internal combustion engine 116 is connected to the electric machine 120 in the parallel hybrid 110 according to IA via a first clutch 126.
  • the output power of the internal combustion engine 116 is designated by P VM .
  • the electric machine 120 is in turn connected via a second clutch 128 and a transmission input shaft 130 to the CVT transmission 114. Via the transmission input shaft 130, a power output is transmitted to the CVT transmission 114, which is designated P AG in FIG. 1A.
  • the electric machine simultaneously performs two functions: an electric motor function, which is designated symbolically in FIG. 1A by reference numeral 132, and a generator function, which is denoted by 134. While the electric motor function 132 acts on the transmission input shaft 130 as described above, the generator function 134 provides electrical power (eg, in recuperation operation or when the electric machine 120 is driven by the engine 116), which in FIG EMACI is designated. This total electric power of the electric machine 120 is referred to below as P e i, regardless of the configuration of the electric machine 120.
  • This electrical power P e i is made available to the electrical system 136 of the motor vehicle, which is designated symbolically in FIG. 1A and in FIG. 1B by 136.
  • This electrical system 136 is connected, on the one hand, to the battery 122, to which an electrical power Pbatt is transmitted, or to which the power Pbatt is taken.
  • the electrical system 136 is connected to the electrical consumers, which are symbolically designated by reference numeral 138 in FIGS. 1A and 1B.
  • the electrical consumers take the electric system 136 a power, which is designated in Figure IA with P VR and supply, for example, a rear window heater or other consumers of a motor vehicle.
  • ⁇ V M denotes the efficiency of the internal combustion engine 116
  • EMA the efficiency of the electric machine 120
  • ⁇ cvr the efficiency of the CVT 114
  • ⁇ Ba tt the efficiency of the battery 122.
  • the output of the entire gear train, the output side of the CVT 114 output power is designated in Figure IA with P AB ,
  • a fuel tank 118, an internal combustion engine 116 and a battery 122 are likewise provided again.
  • two electrical machines 132, 134 are installed in contrast to the parallel hybrid 110 according to FIG. 1A.
  • the electric machine 120 here comprises two components 132, 134, of which the component 134 mainly in the generator mode and the component 132 as Engine, especially during hybrid driving is operated. Both units 134, 132 are connected to the electrical system 136 of the motor vehicle.
  • the internal combustion engine 116 is not connected directly to the electric machine 120 via its output 124, but to a planetary gear 140.
  • the electric motor function 132 is also connected to this planetary gear 140 on the drive side, and On the output side, in turn, analogous to FIG. 1A, the power P AB is available.
  • the generator function 134 (labeled Gen in FIG. 1B) is connected to the planetary gear 140.
  • the efficiencies of the individual components are again denoted by ⁇ , where T
  • the entire electric power P e i taken from or transferred to the electrical system 136 is composed of that from the generator function 134 to the electrical system 136 transferred power P Ge i and the electric motor function 132 taken from the electrical system 136 power PEMei:
  • the problem of the drive trains shown in FIGS. 1A and 1B is now to develop a charging strategy of the battery 122 which always produces a sufficient state of charge (hereinafter referred to as SOC (state of charge)) of the battery 122 and, on the other hand, one or more Minimization sizes optimized.
  • SOC state of charge
  • a charging strategy is pursued which minimizes energy costs. Since the drive train shown in FIG. 1B in the form of a power-splitting hybrid 112 has become established in practice in many commercial hybrid drives in the illustrated or a similar form, the operating strategy will be explained below with reference to this power-splitting hybrid 112.
  • a core idea of the operating strategy according to the invention is to select the total electrical power P e i of the electric machine 120 (ie in FIG. 1B the total power of the units 132, 134 shown in formula (1)) as a basis.
  • a charging power Pbatt of the battery is determined based on known energy costs, state of charge SOC of the battery 122 and the required electrical see electrical system performance.
  • the various permissible electrical marginal powers of the transmission can be determined from the currently required electrical load power P VR and the permissible battery charge and discharge power limits, P Ba tt, max and Rßatt, mm.
  • a required torque T AB is calculated from an acceleration signal ( designated ACCp e d in FIG. 2) and a vehicle speed V VEH .
  • the algorithm required for this torque calculation (labeled 212 in FIG. 2) is known to those skilled in the art and is integrated with commercial engine control devices.
  • a basic component of the apparatus 210 of FIG. 2 is an electronic table 214 (eg, a lookup table).
  • this table 214 (which is a multi-dimensional table)
  • respective engine target speeds NvMTarget and thus gear ratios of the transmission (n V M / n a b)
  • energy costs C of the internal combustion engine 116 and combustion engine powers P VM entered as a function of a vehicle speed V ⁇ e h
  • required output power P AB and electrical power P e i of the transmission registered.
  • These variables can be calculated beforehand at different operating points via the known efficiencies of the individual components and entered in table 214 (eg, at the factory or during an inspection, or even at specific time intervals by the motor control).
  • the operating strategy shown in Figure 2 is configured such that the currently required output power P AB (which can be calculated by means of the required output torque T AB and the vehicle speed V ⁇ eh by a simple multiplication 216), the vehicle speed V ⁇ e h and total electrical power be passed to the table 214. While the output power P AB and the vehicle speed Vv eh are actual values, a number (ie, one vector, different interpolation points) of total electrical power is transmitted with respect to the total electric power P e i. These electrical power values ( denoted P el in FIG.
  • the apparatus 210 is configured such that for the transferred input quantities 220 from the table 214, the energy costs C [V Ve h, PAB, Pei], the engine target speed NvMTar g et [Vveh, PAB, Pei] and the engine output PvM [V V eh, PAB, Pei] are read out and transferred as working variables 222 to a charge controller 224. Since the component P e ii ... P e ix of the input variables 220 is a vector, the working variables 222 are also vectors, since, for example, not a single value of the energy costs C is transferred, but for each reference point P e i of the vector P e ii ... P e ix one energy cost value each C.
  • the charge controller 224 is configured to determine the optimum charging power (ie, an optimum value P e i) for charging the battery 122 at a charging power P Ba tt.
  • the operating point is defined by a charging power, an electrical power consumption, a rotational speed of the internal combustion engine, a torque of the internal combustion engine and a transmission ratio. These parameters are used to determine the operating points of the other units.
  • the charge controller looks for the specified C [V V M, PAB, PEL], n V M, target [V V M, PAB, PEL] and PVM [VVM, PAB, PEL] the optimum operating point and outputs a power of the internal combustion engine 116 and a target rotational speed of the Internal combustion engine 116 to the system, and acts - to give an example - on the gear or the prevailing gear ratio or the control of the engine 116 a.
  • the algorithm running in the charge controller is configured such that it takes into account the instantaneous on-board power P VR , the state of charge SOC of the battery 122 and the current battery energy price C E Batt of the battery 122.
  • P VR instantaneous on-board power
  • SOC state of charge SOC of the battery 122
  • C E Batt current battery energy price
  • the consideration of the price of the electrical energy of the battery 122, C ⁇ Batt can be done in the charge controller or in a separate module (hardware and / or software module). Different approaches can be chosen here.
  • An approach chosen here designates the mean battery energy price CEBatt based on the production costs. Each time the battery 122 is charged, the newly generated energy is weighted at the appropriate price, which may be preset, for example, or updated regularly. In a recuperation in which, for example, when braking kinetic energy is converted into electrical energy, this energy costs nothing.
  • the mean battery electric price can then be calculated as follows:
  • CEBatt, ait the average energy price of the energy stored in the battery 122 before charging
  • CEBatt the average energy price of the energy stored in the battery 122 after the charging process
  • Eßatt, ait the amount of energy in the battery 122 before charging
  • Eßat ⁇ the amount of energy during charging
  • CEBatt, L the mean price of energy stored in the battery 122 during the current charging process.
  • the charge controller 224 On the basis of the price for the electrical energy stored in the battery 122 and the price for the engine energy and on the basis of the necessary drivetrain power P AB , the state of charge SOC and the electrical system requirements P VR , the charge controller 224 must then select a corresponding operating point.
  • the choice of operating point based on cost is such that the cost of the energy to be generated by the internal combustion engine 116 is summed with the cost of the energy of the battery 122 at that particular operating point, whereupon the algorithm running in the charge controller 224 subtracts the minimum of this summed cost whole range of possible work points. This operating point is then selected as the most favorable operating point.
  • the varying magnitude is thus the instantaneous power of the internal combustion engine PvMSoii or the power P Ba tt output by the battery 122.
  • These variables to be varied represent the operating point, which is set by the charge controller 224, and which is indicated symbolically in Figure 2 by the reference numeral 228.
  • the target speed NvMTarget is also part of this operating point.
  • This choice of operating point 228 is made such that certain charge state limits (SOC limits) of the battery 122 are met.
  • SOC limits charge state limits
  • One way to more evenly adjust the state of charge is to use a two-level range limit. This is shown symbolically in FIG. While the axis 310 indicates the charge states (increasing in the direction of the arrow), the region 312 represents the maximum range. Above the upper limit point 314, further charging of the battery 122 is "forbidden", whereas below the lower limit point 316 further discharging of the battery 122 " forbidden is.
  • a target range 318 included in the maximum range 312 is determined.
  • the charge controller 324 is programmed such that the maximum range 312 is not left at any moment, the normal operation is such that the state of charge moves within the target range 318.
  • the operating point is selected on the basis of optimized costs. Only in the recuperation mode or during strong acceleration (“boost”) can this target range 318 be left, but only up to the limit points 314 or 316.
  • Another way to set a state of charge within preset limits is to "dump" a cost curve (ie, plotting the cost over the possible operating points with battery power or engine power as parameters) about the point of neutral charge based on a SOC deviation from the setpoint or Target range. The stronger the deviation, the more the characteristic curve is tilted in the corresponding direction, so that the energy price is weighted with the desired charging.
  • the charge controller 224 selects the minimum favorable in relation to the state of charge state deviation from the desired value or setpoint range as the operating state.
  • the concepts described above are always based on hybrid driving, ie driving with the internal combustion engine 116 switched on.
  • the charge controller 224 after calculating or comparing the various options for setting the operating point, also come to the conclusion that it would be better to leave hybrid driving and drive purely electrically. This will be set accordingly.
  • the integration of the device 210 or the extension of this device 210 for the control of an entire hybrid drive is illustrated in FIG. 4 by way of example for the power-split hybrid line 112 illustrated in FIG.
  • the information generated by the charge controller 224 about the optimum power of the internal combustion engine 116 to be adjusted is designated P VMSOÜ in FIG.
  • This information is passed on to the internal combustion engine control, which is indicated symbolically in FIG. 4 by the reference numeral 410.
  • This may be, for example, a transmission to a conventional engine control unit (English Engine Control Unit, ECU).
  • step 412 from the target speed NvMTarget calculated by the charge controller 224 and the current speed of the electric motor function 132, the target speed N GSOU is calculated on the basis of linear, formula-related relationships of the speeds.
  • This setpoint speed N GSOU is then compared in comparison step 414 with the current speed N GM and used as input to a PI controller.
  • This PI controller generates a setpoint torque T GSOII , with which a generator control 418 is acted upon.
  • the output torque of the planetary gear 140 is calculated in accordance with the generator 134 in step 420 and compared in a further comparison step 422 with the output torque T AB in the output of the power-splitting hybrid 112.
  • the required torque of the electric motor function 132 can be calculated from this comparison 422 in step 424.
  • This electric motor torque T EMSOÜ is in turn passed to an electric motor control, which is shown symbolically in FIG. 4 with reference numeral 426. In this way, the required output power P AB can be applied cost-optimized.

Abstract

L'invention concerne un dispositif (210) de commande d'un groupe (110; 112) propulseur hybride d'un véhicule en optimisant une grandeur de réduction. Le groupe (110; 112) propulseur hybride comprend au moins un moteur (116) à combustion interne et au moins une machine (120) électrique dotée d'au moins une fonction (132) de moteur électrique et d'au moins une fonction (134) de générateur pour charger au moins un accumulateur (122) d'énergie. Le dispositif (210) est conçu pour déterminer les vitesses de rotation ciblées du moteur à combustion interne, les puissances du moteur à combustion interne et la grandeur de réduction pour différentes puissances électriques prédéfinies de la machine (120) électrique, pour différentes vitesses prédéfinies du véhicule et pour différentes puissances d'entraînement prédéfinies du groupe (110; 112) propulseur hybride. Un point (228) de fonctionnement du groupe (110; 112) propulseur hybride est alors choisi et le processus de charge du ou des accumulateurs (122) d'énergie est commandé au moyen d'un régulateur (224) de charge en tenant compte d'une puissance requise du réseau de bord du véhicule et d'une relation connue entre la grandeur de réduction et le processus de charge du ou des accumulateurs (122) d'énergie.
PCT/EP2007/055713 2006-08-04 2007-06-11 Dispositif de commande d'un groupe propulseur hybride WO2008015049A1 (fr)

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CN111433092A (zh) * 2017-12-13 2020-07-17 罗伯特·博世有限公司 用于运行具有至少两个驱动单元的车辆的方法
DE102008060954B4 (de) 2008-12-06 2023-03-09 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Regelung bzw. Steuerung des Ladezustands eines elektrischen Energiespeichers eines Hybridfahrzeugs

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DE102012001381A1 (de) 2012-01-24 2012-08-02 Daimler Ag Verfahren zum Steuern eines elektrischen Generators für die Aufladung einer Batterie eines Fahrzeugs
DE102012208461A1 (de) * 2012-05-21 2013-11-21 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
FR3039116B1 (fr) * 2015-07-24 2017-07-21 Ifp Energies Now Procede et systeme de commande d'un systeme de propulsion hybride optimisant la consommation de carburant et les emissions polluantes
DE102022000227A1 (de) * 2022-01-22 2023-07-27 Deutz Aktiengesellschaft Verfahren zum Betrieb eines Hybrid-Antriebsstrangs

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DE102008060954B4 (de) 2008-12-06 2023-03-09 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Regelung bzw. Steuerung des Ladezustands eines elektrischen Energiespeichers eines Hybridfahrzeugs
CN110612239A (zh) * 2017-05-11 2019-12-24 标致雪铁龙汽车股份有限公司 用于控制分配车辆的储能装置的功率的设备和方法
CN111433092A (zh) * 2017-12-13 2020-07-17 罗伯特·博世有限公司 用于运行具有至少两个驱动单元的车辆的方法
CN111433092B (zh) * 2017-12-13 2024-02-02 罗伯特·博世有限公司 用于运行具有至少两个驱动单元的车辆的方法

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