WO2008116744A1 - Verfahren und vorrichtung zum betreiben einer antriebseinheit - Google Patents
Verfahren und vorrichtung zum betreiben einer antriebseinheit Download PDFInfo
- Publication number
- WO2008116744A1 WO2008116744A1 PCT/EP2008/052877 EP2008052877W WO2008116744A1 WO 2008116744 A1 WO2008116744 A1 WO 2008116744A1 EP 2008052877 W EP2008052877 W EP 2008052877W WO 2008116744 A1 WO2008116744 A1 WO 2008116744A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- electric machine
- energy
- value
- predetermined time
- predetermined
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims abstract description 31
- 238000002485 combustion reaction Methods 0.000 claims abstract description 35
- 238000004146 energy storage Methods 0.000 claims description 21
- 230000001419 dependent effect Effects 0.000 claims description 2
- 238000006243 chemical reaction Methods 0.000 abstract description 26
- 238000007599 discharging Methods 0.000 description 7
- 238000011156 evaluation Methods 0.000 description 6
- 238000001514 detection method Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
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
- 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
- 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
-
- 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
-
- 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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
-
- 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
-
- 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
- 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
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/443—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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/085—Power
-
- 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
-
- 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
- B60W2710/10—Change speed gearings
- B60W2710/105—Output 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
-
- 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
- Y02T10/72—Electric energy management in electromobility
Definitions
- the invention is based on a method and a device for operating a drive unit according to the preamble of the independent claims.
- the method according to the invention and the device according to the invention for operating a drive unit having the features of the independent claims have the advantage that the contribution of the at least one electrode is provided to implement the setpoint for the output size for a maximum of a predetermined time.
- an undesirably strong discharging of the energy store can be prevented by the contribution of the at least one electric machine for the conversion of the desired value for the output variable of the drive unit. Otherwise, the energy storage could be over-discharged, which would damage the energy storage and the functioning of the drive unit would be limited.
- the contribution of the at least one electric machine for converting the setpoint for the output variable is withdrawn either at the end of the time for which the desired value is preset or after the predetermined time, depending on which of the two times runs sooner. In this way, it is ensured by a simple selection of minimum values that the contribution of the at least one electric machine to the conversion of the nominal value for the output quantity does not exceed the predetermined time for
- the easiest way to do this and the least possible effort is to set the given time as a fixed value.
- This fixed value can be suitably applied, for example, on a test bench to an undesirably strong discharging the
- the predetermined time is predetermined depending on an energy taken from an energy store. To this way, the amount of energy of the energy store available for the contribution of the at least one electric machine to the implementation of the desired value for the output variable can be better utilized.
- Electric machine for implementing the target value for the output amount of available energy amount of the energy storage can be realized when the predetermined time is selected so that no more than a predetermined amount of energy is taken from the energy storage during the given time.
- the predetermined amount of energy can be applied, for example, on a test bench in such a way that the energy amount of the energy store available for the contribution of the at least one electric machine to the conversion of the setpoint for the output variable can be fully utilized without undesirably high discharging of the energy store Purchase must be taken.
- the proportion of the predetermined amount of energy used for the conversion of a subsequently specified value is not used for the conversion of the nominal value for the output variable further setpoint is used for the output variable.
- the available amount of energy of the energy storage can be distributed to several mutually different processes for implementing a target value for the output by the contribution of at least one electric machine.
- Energy amount of the energy storage can be fully utilized even if it is not completely needed for the implementation of said setpoint.
- a further advantage results if the energy quantity which can be removed from the energy store per unit of time is limited to a predetermined value. In this way, the number of per unit time feasible Limit operations for implementing a target value for the output variable with the help of the contribution of the at least one electric machine.
- an energy store is charged to a predetermined value, preferably a predetermined voltage.
- the predetermined time is specified depending on an applied angular momentum of the drive unit. In this way, the predetermined time can be determined less expensive than depending on the energy removed from the energy storage.
- the predetermined time is chosen so that no more than a predetermined angular momentum is applied during the predetermined time. In this way, when the predetermined time is reached, the same motion effect is always achieved in the form of always the same acceleration of a vehicle driven by the drive train.
- FIG. 1 shows a schematic view of a drive unit
- Figure 2 is a functional diagram for explaining the inventive
- 3 shows a flow chart for an exemplary sequence of the method according to the invention
- FIG. 4 shows a diagram to illustrate the determination of a predetermined time, which is available at the maximum for the conversion of a setpoint value for an output variable of the drive unit with the aid of a contribution of at least one electric machine.
- 1 denotes a drive unit with an internal combustion engine 5 and an electric machine 10, which are coupled to one another via a mechanical coupling 40 and, for example, enable a so-called hybrid drive.
- an energy store 15 is charged, for example in the form of a battery, in certain operating states by the internal combustion engine 5 and, on the other hand, supplies the electric machine 10 with electrical energy.
- the drive unit 1 drives, for example, a vehicle.
- a control of the drive unit is carried out by a motor controller 20.
- the motor controller 20 is supplied by a speed sensor 45, a speed of a driven by the internal combustion engine and / or by the electric machine 10 crankshaft of the drive unit 1 and marked in Figure 1 with n.
- a torque detection unit 50 acquires, with the aid of suitable sensors or by modeling from operating variables of the electric machine 10 in a manner known to those skilled in the art, the torque M. generated by the electric machine 10 and output via the clutch 40.
- An accelerator pedal module 55 is detected with the aid of suitable sensors and in the person skilled in the art known manner the degree of actuation or accelerator pedal angle ß of an accelerator pedal.
- the determined rotational speed n, the determined torque M and the determined accelerator pedal angle ⁇ are fed to the controller 20 in the form of continuous-time signals.
- the motor controller 20 are also optionally supplied with additional input variables 60.
- the motor controller 20 determines a setpoint torque MSOLLV. to be implemented by the internal combustion engine 5 and a target torque MSOLLE, which is to be implemented by the electric machine 10. Based on the functional diagram of Figure 2 is explained below, as the target torque Msoi_i_vfor the engine 5 and the target torque MSOLLE for the electric machine 10 are determined by the engine controller 20.
- the engine control 20 includes an evaluation unit 65, which is supplied by the accelerator pedal module 55 of the accelerator pedal angle ß.
- the evaluation unit 65 is supplied with the further input variables 60. These may be torque requests of other control systems, such as traction control, vehicle dynamics control, vehicle speed control, idle control, anti-jerk control, etc. In the case of idle control and Antiruckelregelung the corresponding
- Torque requirements for example, generated within the motor controller 20 in the art known manner.
- the evaluation unit 65 determines a corresponding driver's desired torque in the manner known to those skilled in the art.
- the evaluation unit 65 determines from the driver's desired torque and the torque requests according to the further input variables 60 in a manner known to those skilled in the art, for example by suitable coordination, a resulting desired torque M S OLL to be converted and forwards it to a conversion unit 25.
- the further input variables 60 are also supplied to the motor controller 20 and there to the evaluation unit 65 as continuous signals in each case.
- the conversion unit 25 determines in a manner known to those skilled in the art depending on the accelerator pedal angle ß and the rotational speed n as well as possibly in dependence on other operating variables of the internal combustion engine 5, not shown in Figure 2 in a manner known to those skilled in the engine torque currently adjustable by the engine 5. If this is greater than or equal to the resulting target torque M S OLL. then is specified by the conversion unit 25 as a target torque for the internal combustion engine 5 MSOLLV the resultant nominal torque M OLL S and the target torque for the electric machine MSOLLE the value zero. Is the currently adjustable by the engine 5 torque smaller M S OLL. Then, for the target torque MSOLLV for the internal combustion engine 5, the currently maximum torque of the
- the resulting target torque M S OLL minus the maximum torque currently set by the engine 5 preset is then in a manner known to those skilled in the art by means of suitable control variables of the Internal combustion engine 5, such as the air supply, the ignition angle and / or the injection quantity from the internal combustion engine 5 implemented, whereas the electric machine 10 also in the manner known for example from DE 10 2004 044 507 Al way the target torque M SO LLE converts.
- the preselected variable MSOLLE for the torque of the electric machine 10 is supplied via a first controlled switch 85 and a second controlled switch 90.
- the engine controller 20 includes a determination unit 70, which according to a first embodiment of Figure 2 from the speed sensor 45, the speed n of
- the determination unit 70 determines the amount of energy removed from the energy store 15. For this purpose, the determination unit 70 is also supplied with the output signal of the first controlled switch 85. Depending on the switch position of the first controlled switch 85, the output of the first controlled switch 85 is acted upon either by the desired value MSOLLE of the conversion unit 25 or by the value zero from a zero-value memory 95. As soon as a signal different from zero is present at the output of the first controlled switch 85, the determination unit 70 calculates the energy amount W taken from the energy store 15 as follows:
- t is the time that has elapsed since the detection of a non-zero output signal of the first controlled switch 85.
- the amount of energy W is determined as a time-continuous signal depending on the elapsed time t, the torque M and the rotational speed n and forwarded by the determination unit 70 to a first limiting unit 30.
- the first boundary unit 30 is also preset by a default memory 75
- Amount of energy supplied W M AX This can be applied, for example, on a test stand in such a way that it corresponds to the amount of energy which may be taken from the energy store 15 charged to a predetermined voltage or landing value in order to reliably prevent an undesirably strong discharging of the energy store 15.
- the first Limit unit 30 compares the determined energy amount W currently taken from energy store 15 with the predetermined amount of energy W M AX. If first limiting unit 30 determines that W ⁇ W M AX, it causes first controlled switch 85 to connect its output to that output the conversion unit 25, to which the signal MSOLLE. So the setpoint of
- Torque of the electric machine 10 is applied. Otherwise, the first limiting unit 30 causes the first controlled switch 85 to connect its output to the output of the zero-value memory 95. In this way, the undesirably high discharging of the energy store 15 is reliably prevented and, on the other hand, it is ensured that the maximum possible amount of energy
- the output signal of the determination unit 70 in the form of the determined energy quantity W removed from the energy store 15 is again supplied as an input to the determination unit 70.
- the output of the first limiting unit 30 is also fed to the determining unit 70. It is provided, for example, that the output signal of the first limiting unit 30 is reset as long as W ⁇ W M AX and otherwise the output signal of the first limiting unit 30 is set.
- the formula for determining the amount of energy removed from the energy store 15 is to be specified as follows:
- W W z + M * 2 * ⁇ * n * t (2).
- W z is set to zero.
- the output of the first controlled switch 85 is also supplied to a timer 80 which is started as soon as a value greater than 0 is detected starting from the value zero at the output of the first controlled switch 85.
- the timer 80 measures the current time T since the last occurrence of the value zero at the output of the first controlled switch 85. This time T is continuously determined by the timer 80 and a second limiting unit 35 of the motor controller 20 forwarded.
- the second limiting unit 35 is also supplied with the temporally continuous output signal of the determination unit 70 and thus with the currently determined energy quantity W, taken from the energy store 15.
- the second limiting unit 35 forms the quotient W / T and compares it with a predetermined threshold value S.
- the second limiting unit 35 drives the second controlled switch 90 at the output of the first controlled switch 85 so that the output of the first controlled switch 85 is forwarded to the electric machine 10 for conversion.
- the second limiting unit 35 controls the second controlled switch 90 in such a way that the value zero is supplied from the zero-value memory 95 of the electric machine 10 as a setpoint torque to be converted, so that the electric machine 10 will not contribute any torque in this case.
- the second switch 90 is optionally provided together with the timer 80 and the second limiting unit 35, so that in the case of omission of the second switch 90, the output of the first controlled switch 85 is fed directly to the electric machine 10 for implementation.
- the predetermining unit 75 specifies a suitably applied maximum permissible angular momentum H M AX, which is compared in the first limiting unit 30 with the value H of the determination unit 70.
- H M AX a suitably applied maximum permissible angular momentum
- the first controlled switch 85 is controlled by the first limiting unit 30 in such a way that the output of the first controlled switch 85 is connected to the setpoint output MSOLLE of the conversion unit 25 and if otherwise, ie for H> H M AX, the output of the zero-value memory 95 is connected to the output of the first controlled switch 85. In this way, each time H M AX is reached by H, the same motion effect is achieved in the form of the same acceleration on the vehicle.
- the supply of the rotational speed n to the determination unit 70 is not required.
- the determination unit 70 detects only the time t since the occurrence of a value other than zero at the output of the first controlled switch 85 and this
- the predetermined maximum value TMAX is suitably applied for the time on a test bench in such a way that no undesired strong discharge of the energy accumulator 15 occurs as far as possible for each process in which the resulting desired torque M S OLL is to be converted by a torque contribution of the electric machine 10 greater than zero ,
- the default value H M AX is applied, for example, on a test bench in such a way that, as far as possible, no undesirably high discharge for any process in which a resulting desired torque M S OLL is to be supported by a positive moment contribution of the electric machine 10 the energy storage 15 occurs.
- the specification W M AX for the amount of energy that can be taken from the energy store 15 or by the specification H MA ⁇ for the angular momentum applied by the electric machine 10 for each process in which the resulting target value MSOLL is to be implemented for the torque with the help of the electric machine 10, indirectly defines a predetermined time that runs when the predetermined value W M AX by the value W or by reaching the value HMAX by the value H, with a maximum for this respective predetermined time the contribution of the electric machine 10 is provided to implement the resulting setpoint MSOLL.
- this predetermined time is specified directly as a fixed value.
- T M AX can be in the single-digit second range.
- T M AX can be 5 seconds.
- the second controlled circuit 90, the timer 80 and the second limiting unit 35 are not required.
- the contribution of the electric machine 10 to the conversion of the resulting setpoint M S OLL for the torque is withdrawn either at the end of the time for which the resulting setpoint M S OLL is specified, or after the predetermined time, depending on which of the both times expires earlier.
- the predetermined time is determined as described above either directly via T M AX or indirectly via W M AX or H M AX. So runs the time for which the resulting setpoint M S OLL is given earlier, then the contribution of the electric machine 10 with the setting of the setpoint to zero
- the described control of the first controlled switch 85 will result in reaching the predetermined time T M AX or when the predetermined value W M is reached AX for the amount of energy removed or H M AX for the applied angular momentum, the contribution of the electric machine 10 to the implementation of the resulting setpoint M S OLL withdrawn.
- the energy storage 15 is the internal combustion engine 5 to a predetermined after the predetermined time
- the current charge or the current voltage of the energy accumulator 15 is compared with the predetermined charge or with the predetermined voltage and the described circuit of the first controlled switch 85 and optionally the second controlled switch 90 to allow the contribution of the electric machine 10 for the implementation of the resulting setpoint torque M S o L i_veranlasst as soon as the current charge of the energy storage 15 reaches the predetermined charge, or as soon as the current voltage of the energy storage 15 reaches the predetermined voltage.
- the predetermined charge or the predetermined voltage of the energy accumulator 15 can be suitably applied, for example, on a test bench and is chosen so that an energy withdrawal from the energy storage 15 in the amount of W MAX or the application of an angular momentum of the electric machine 10 in the amount of H MA ⁇ or an energy removal from the energy storage 15 for the predetermined time T MAX does not lead to an undesirably high discharge of the energy storage 15.
- FIG. 3 shows a flowchart for an exemplary sequence of the method according to the invention.
- the conversion unit 25 sets the desired torque M SOLLV for the internal combustion engine 5 to the maximum value set by the internal combustion engine 5. bare torque and the target torque MSOLLE for the electric machine 10 to the resulting target torque M S OLL minus the maximum torque adjustable by the engine 5. Subsequently, a branch is made to a program point 115.
- program point 115 determines the determination unit 70 in the manner described above, the value W for the energy storage 15 until the current time removed amount of energy W. Then, a program point 120 is branched.
- the first limiting unit 30 checks whether W> W M AX. If this is the case, a branch is made to a program point 125. Otherwise, a branch is made to a program item 130.
- the energy store 15 is charged by the internal combustion engine 5 as soon as and to the extent that it allows the resulting setpoint torque M S OLL to be converted until a predetermined voltage or a predetermined charge is reached. Afterwards the program is left.
- the second limiting unit 35 checks whether W / T is greater than the predetermined threshold value S. If this is the case, a branch is made to a program point 135, otherwise the program branches back to program point 115 and a new, current value for the amount of energy W removed is determined.
- At program point 135 causes the second limiting unit 35 for a predetermined time the second controlled switch 90 for connecting the value 0 from the zero value memory 95 with the electric machine 10 and thus to interrupt the contribution of the electric machine 10 for the implementation of the resulting setpoint M S OLL- Subsequently is branched back to program point 100 to determine a new resulting setpoint M S OLL ZU.
- the specified time for switching the second controlled switch 90 to Bonding of the value O from the zero-value memory 95 with the electric machine 10 can be applied, for example, on a test stand in such a way that it is ensured that a desired maximum amount of energy per unit of time can not be removed from the energy store 15.
- the angular momentum H applied by the electric machine 10 can also be determined and compared with H M AX or simply the time T determined and compared with the predetermined time T M AX.
- program items 130 and 135 are not required, so that the no-branching of program item 120 leads directly to program item 100.
- the program points 130 and 135 can also be dispensed with in the determination of the amount of energy W removed and its comparison with W M AX, and branched back directly to program point 110 in the case of the no-branching from program point 120.
- the timer 80, the second limiting unit 35 and the second controlled switch 90 are not required.
- FIG. 4 shows the determination of the energy quantity W taken from the energy store 15 or the angular momentum H applied by the electric machine 10 on the basis of a time diagram.
- FIG. 4 shows the course of the torque M applied by the electric motor 10 or of the power P applied by the electric motor 10 over the time t. From a first time ti to a subsequent second time X 2 , the electric machine 10 is intended to make a contribution to the implementation of the resulting setpoint value M S OLL. Thus, between the first time ti and the second time X 2 the
- Energy storage removed amount of energy W by integrating the course of the applied power of the electric machine 10 P over the time t between the first time ti and the second time X 2 are determined.
- the amount of energy removed from the energy store 15 between the first time ti and the second time X 2 then results as an area below the energy level Course of the power P over the time t between the first time ti and the second time X 2 and is shown hatched in Figure 4 and designated by the reference numeral 97. If the course of the torque M applied by the electric machine 10 over the time t is considered over the time t, instead of the course of the power P, the area 97 hatched in FIG.
- t1 is the time at which the torque request in the form of the resulting setpoint value M S OLL and thus the torque request MSOLLE for the electric machine 10 occurs for the first time.
- the described support of the electric machine 10 via the conversion of the resulting setpoint Mso ⁇ _ ⁇ _ is also referred to as "boost" and can, for example, for the compensation of the so-called turbo lag in the case of the operation of the internal combustion engine 5 with a turbocharger or to increase the
- the charging strategy which is present in a customary way, is the charging strategy in which the energy store 15 is operated of the internal combustion engine 5 is to be charged to a predetermined voltage or a predetermined charge, deviated and instead taken energy from the energy storage 15.
- the W z then formed can be reduced to the same extent as the energy store until the next "boost". Process was charged.
- a characteristic curve can be applied which assigns a value for W z to each current voltage of the energy store 15 or to each current charge of the energy store 15, so that with the aid of this characteristic curve for the respective current value of the voltage or the charge of the energy store 15
- a "boost" process updates the respective assigned value W z for the amount of energy consumed in the determination unit 70. When the predetermined voltage or charge of the energy store 15 is reached, W z becomes zero.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP08717624A EP2139737A1 (de) | 2007-03-27 | 2008-03-11 | Verfahren und vorrichtung zum betreiben einer antriebseinheit |
US12/593,609 US20100173744A1 (en) | 2007-03-27 | 2008-03-11 | Method and device for operating a drive unit |
JP2010500177A JP2010521374A (ja) | 2007-03-27 | 2008-03-11 | 駆動ユニットの運転方法および装置 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102007014500.6 | 2007-03-27 | ||
DE102007014500A DE102007014500A1 (de) | 2007-03-27 | 2007-03-27 | Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2008116744A1 true WO2008116744A1 (de) | 2008-10-02 |
Family
ID=39521644
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2008/052877 WO2008116744A1 (de) | 2007-03-27 | 2008-03-11 | Verfahren und vorrichtung zum betreiben einer antriebseinheit |
Country Status (7)
Country | Link |
---|---|
US (1) | US20100173744A1 (de) |
EP (1) | EP2139737A1 (de) |
JP (1) | JP2010521374A (de) |
KR (1) | KR20100014607A (de) |
CN (1) | CN101652283A (de) |
DE (1) | DE102007014500A1 (de) |
WO (1) | WO2008116744A1 (de) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102012103474B4 (de) * | 2012-04-20 | 2023-07-06 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Verfahren und Vorrichtung zum Steuern einer Antriebseinrichtung eines Kraftfahrzeuges |
DE102013225677A1 (de) * | 2013-12-12 | 2015-06-18 | Volkswagen Ag | Hybrides Antriebskonzept mit Boostbetrieb |
DE102019203591A1 (de) * | 2019-03-15 | 2020-09-17 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Anordnung mit Brennkraftmaschine und elektrischer Maschine |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6373206B1 (en) * | 1999-03-31 | 2002-04-16 | Suzuki Motor Corporation | Motor drive control apparatus |
US20030052650A1 (en) * | 2001-09-18 | 2003-03-20 | Nissan Motor Co., Ltd. | Hybrid electric vehicle with enhanced battery control |
EP1375241A1 (de) * | 2002-06-19 | 2004-01-02 | Honda Giken Kogyo Kabushiki Kaisha | Hybridfahrzeugssteuerungsystem |
DE102004055128A1 (de) * | 2004-11-16 | 2006-06-01 | Volkswagen Ag | Verfahren zur Steuerung eines Betriebs eines Hybridkraftfahrzeugs sowie Hybridfahrzeug |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3946385B2 (ja) * | 1999-07-30 | 2007-07-18 | 本田技研工業株式会社 | ハイブリッド車両の制御装置 |
JP2005269871A (ja) * | 2004-03-22 | 2005-09-29 | Daihatsu Motor Co Ltd | ハイブリッド車両 |
DE102004044507A1 (de) | 2004-09-15 | 2006-03-30 | Robert Bosch Gmbh | Verfahren zum Betreiben eines Fahrzeug-Antriebs und Vorrichtung zur Durchführung des Verfahrens |
-
2007
- 2007-03-27 DE DE102007014500A patent/DE102007014500A1/de not_active Withdrawn
-
2008
- 2008-03-11 JP JP2010500177A patent/JP2010521374A/ja active Pending
- 2008-03-11 US US12/593,609 patent/US20100173744A1/en not_active Abandoned
- 2008-03-11 CN CN200880009950A patent/CN101652283A/zh active Pending
- 2008-03-11 WO PCT/EP2008/052877 patent/WO2008116744A1/de active Application Filing
- 2008-03-11 KR KR1020097020132A patent/KR20100014607A/ko not_active Application Discontinuation
- 2008-03-11 EP EP08717624A patent/EP2139737A1/de not_active Withdrawn
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6373206B1 (en) * | 1999-03-31 | 2002-04-16 | Suzuki Motor Corporation | Motor drive control apparatus |
US20030052650A1 (en) * | 2001-09-18 | 2003-03-20 | Nissan Motor Co., Ltd. | Hybrid electric vehicle with enhanced battery control |
EP1375241A1 (de) * | 2002-06-19 | 2004-01-02 | Honda Giken Kogyo Kabushiki Kaisha | Hybridfahrzeugssteuerungsystem |
DE102004055128A1 (de) * | 2004-11-16 | 2006-06-01 | Volkswagen Ag | Verfahren zur Steuerung eines Betriebs eines Hybridkraftfahrzeugs sowie Hybridfahrzeug |
Also Published As
Publication number | Publication date |
---|---|
CN101652283A (zh) | 2010-02-17 |
DE102007014500A1 (de) | 2008-10-16 |
KR20100014607A (ko) | 2010-02-10 |
US20100173744A1 (en) | 2010-07-08 |
EP2139737A1 (de) | 2010-01-06 |
JP2010521374A (ja) | 2010-06-24 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
DE102006001201B4 (de) | Verfahren zur Steuerung eines Batterieladungsvorgangs | |
EP1325542B1 (de) | Verfahren zur regelung der generatorspannung in einem kraftfahrzeug | |
EP2443011B1 (de) | Verfahren und vorrichtung zur bestimmung des beginns einer startphase eines verbrennungsmotors in einem hybridfahrzeug | |
DE69922853T2 (de) | Kontrollsystem für Hybridfahrzeug | |
EP1755912B1 (de) | Verfahren zum betreiben eines hybridkraftfahrzeugs | |
DE102011081817A1 (de) | Verfahren zum Betreiben eines Kraftfahrzeugs sowie Kraftfahrzeug | |
EP2276100A2 (de) | Solargestützte Batterieladevorrichtung | |
EP3095658B1 (de) | Verfahren und steuervorrichtung zur rekuperation von energie in einem hybridfahrzeug | |
DE112016003789T5 (de) | Vorrichtung zum Schätzen der Restkapazität einer Lithiumionenbatterie | |
DE102011122205A1 (de) | Verfahren und Vorrichtung zur Rekuperation bei Hybrid- oder Elektrofahrzeugen | |
DE102005046342A1 (de) | Verfahren zur Regelung einer Ausgangsspannung eines Generators | |
DE102009057174A1 (de) | Verfahren und Vorrichtung zur Steuerung von Hybrid-Funktionen in einem Kraftfahrzeug | |
EP2157313A2 (de) | Vorrichtung und Verfahren zur Starterunterstützung in einem Kraftfahrzeug | |
DE10324948A1 (de) | Kraftfahrzeug-Antriebsvorrichtung | |
DE102008001691A1 (de) | Verfahren und Vorrichtung zum Steuern einer Antriebseinheit eines Fahrzeugs mit einer Brennkraftmaschine | |
EP2603410B1 (de) | Verfahren zum betreiben eines bordnetzes, steuerung und computerprogrammprodukt | |
WO2008116744A1 (de) | Verfahren und vorrichtung zum betreiben einer antriebseinheit | |
EP2810815A1 (de) | Energiespeichersystem und Verfahren zur Spannungsanpassung eines Energiespeichers | |
EP2864149B1 (de) | Verfahren und anordnung zum starten eines kraftfahrzeugs | |
DE102006013677A1 (de) | Verfahren zum Betreiben einer Antriebseinheit eines Hybridfahrzeugs | |
EP2709885B1 (de) | Verfahren und vorrichtung zum laden einer batterie für ein fahrzeug | |
DE102010021031A1 (de) | Vorrichtung zum Energiemanagement in einem Elektrofahrzeug | |
DE102014203852B4 (de) | Starten eines als Range-Extender dienenden Verbrennungsmotors in einem Elektrofahrzeug | |
WO2012156127A1 (de) | Verfahren zum betreiben eines antriebsstrangs eines hybridfahrzeugs | |
DE102004023505B4 (de) | Verfahren zum Energiemanagement in einem elektrischen System eines Hybridfahrzeuges und ein elektrisches System |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 200880009950.3 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 08717624 Country of ref document: EP Kind code of ref document: A1 |
|
REEP | Request for entry into the european phase |
Ref document number: 2008717624 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2008717624 Country of ref document: EP |
|
ENP | Entry into the national phase |
Ref document number: 2010500177 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1020097020132 Country of ref document: KR |
|
WWE | Wipo information: entry into national phase |
Ref document number: 12593609 Country of ref document: US |