WO2008119589A1 - Method for the operation of a hybrid drive of a vehicle - Google Patents

Method for the operation of a hybrid drive of a vehicle Download PDF

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Publication number
WO2008119589A1
WO2008119589A1 PCT/EP2008/051730 EP2008051730W WO2008119589A1 WO 2008119589 A1 WO2008119589 A1 WO 2008119589A1 EP 2008051730 W EP2008051730 W EP 2008051730W WO 2008119589 A1 WO2008119589 A1 WO 2008119589A1
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WO
WIPO (PCT)
Prior art keywords
combustion engine
internal combustion
exhaust gas
regeneration
vehicle
Prior art date
Application number
PCT/EP2008/051730
Other languages
German (de)
French (fr)
Inventor
Michael Krueger
Dirk Naber
Markus Hernier
Andreas Greis
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 WO2008119589A1 publication Critical patent/WO2008119589A1/en

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Classifications

    • 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
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • 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
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • 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
    • B60L2240/441—Speed
    • 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
    • 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
    • B60L2240/445—Temperature
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/12—Emission reduction of exhaust
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/47—Engine emissions
    • B60Y2300/476—Regeneration of particle filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D2041/026—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus using an external load, e.g. by increasing generator load or by changing the gear ratio
    • 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
    • Y02T10/64—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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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 relates to a method for operating a hybrid drive of a vehicle, in particular a hybrid drive of a motor vehicle, with at least one electric machine and an internal combustion engine as drive machines, wherein in an exhaust line of the internal combustion engine at least one Abgastherapiesvorrich- device is arranged, which during a regeneration period for the regeneration of their Function requires a raised to a regeneration temperature exhaust gas temperature of the engine.
  • a method for regenerating the exhaust gas purification device such as a diesel particulate filter (DPF) in a combustion engine designed as a diesel engine, is known.
  • DPF diesel particulate filter
  • a load above a critical load state leads to a reduction or to a loss of the exhaust gas cleaning effect, here the filter effect.
  • a required exhaust gas temperature for burning the soot particles in the diesel particulate filter and thus for regeneration of the diesel particulate filter is constantly achieved. At lower load, for example in city traffic, this regeneration temperature is not reached.
  • pressure sensors determine a load condition by measuring a differential pressure in front of and behind the diesel particulate filter. If a critical load limit is exceeded, a control unit of the internal combustion engine initiates a post-injection of fuel into the internal combustion engine.
  • the nacheingespritzte fuel burns, for example, in a diesel particulate filter in the exhaust line upstream oxidation catalyst.
  • the exhaust gas temperature rises in the diesel particulate filter to a value above the regeneration temperature, so that the soot particles burn.
  • Such a method can be used without restriction in a hybrid drive of a motor vehicle.
  • post-injection of fuel increases fuel consumption and increases the risk of increased oil dilution in the internal combustion engine.
  • the internal combustion engine drives the electric machine operating as a generator as a function of a vehicle control device coordinating the drive machines in such a way that the exhaust gas temperature in the exhaust gas purification device increases at least to the regeneration temperature during the regeneration period, wherein the energy generated by the generator an energy storage is stored.
  • the coordination of the drive machines takes place in accordance with a regeneration management implemented in the vehicle control device, which tracks at least one regeneration strategy. It is further provided that the vehicle control device coordinates the drive machines by means of control devices associated with the drive machines.
  • control devices In the context of this application, devices for controlling and / or regulating an assigned vehicle component, in particular an associated drive machine of the hybrid drive, for the sake of simplicity, are referred to merely as control devices. This also applies to the vehicle control device superordinate to the other control devices, which coordinates at least the drive machines, but in particular all the components, of the hybrid drive.
  • the control device assigned to the internal combustion engine determines a loading state of the exhaust gas purification device.
  • the control device associated with the internal combustion engine is an internal combustion engine control device (engine control unit). If the internal combustion engine is designed as a diesel engine, the internal combustion engine control device is an electronic diesel control (EDC: electronic diesel control).
  • EDC electronic diesel control
  • a charge management is implemented in the internal combustion engine control
  • the regeneration management for regeneration of the exhaust gas purification device is implemented by the electric machine operating as a generator by means of the combustion engine in the vehicle control device superordinate to the control devices.
  • additional regeneration measures which relate only to a single one of the drive machines, can be implemented in particular in the control device assigned to this drive machine.
  • the overall coordination of the regeneration by means of the drive of the electrical machine operating as a generator by the internal combustion engine and the additional regeneration functions takes place in the vehicle control device.
  • the loading state determines the load of the internal combustion engine when the electric machine is driven to increase the exhaust gas temperature. From the loading state of the exhaust gas purification device results in a regeneration strategy, which is coordinated by the vehicle control device.
  • the exhaust gas purification device is a particulate filter and / or a storage catalytic converter.
  • the particle filter comes in partial load operation to an increasing occupancy of the filter with particles. Due to this increasing occupancy, the filter loses its cleaning effect.
  • a storage catalytic converter there is an increasing occupancy of a storage material of the storage catalytic converter during partial load operation, which reduces the cleaning effect. In both cases, the occupancy can be removed by increasing the exhaust gas temperature beyond a regeneration temperature associated with the respective exhaust gas purification device.
  • the vehicle control device coordinates the control devices of at least one clutch and / or at least one transmission of the hybrid drive.
  • the vehicle control device controls the components of the hybrid drive to perform the regeneration strategy.
  • the vehicle control device coordinates the control device of a brake system of the vehicle.
  • the particulate filter is a diesel particulate filter and / or the storage catalytic converter is a NOx storage catalytic converter in the exhaust gas line of the internal combustion engine designed as a diesel engine.
  • the diesel filter can be designed as a ceramic particle filter or as a particle filter made of sintered material.
  • the regeneration of the particulate filter takes place by burning off the collected soot in the filter.
  • the NOx storage catalyst is operated by means of the injection and withdrawal cycle. Since the NOx storage catalyst (NSC: NOx storage catalyst) can not store NO, the NO contents are preferably oxidized to NO 2 in an upstream or integrated oxidation catalyst (Diesel Oxidation Catalyst (DOC)).
  • DOC Diesel Oxidation Catalyst
  • the NOx storage catalytic converter must be regenerated (withdrawal).
  • the exhaust gas must have as much reducing agent that nitrate binding dissolved abruptly and the released NO 2 is reduced directly to the storage catalyst to N 2.
  • Figure 1 is a schematic representation of a hybrid drive with an internal combustion engine and an electric machine and
  • Figure 2 is a diagram of a workspace of the engine designed as a diesel engine.
  • FIG. 1 shows a hybrid drive 1 with an internal combustion engine 3 designed as a diesel engine 2 and an electric machine 5 designed as an electric motor 4.
  • the internal combustion engine 3 and the electric machine 5 are arranged in series on an axis 6.
  • the along the axis 6 extending output train 7 of the engine 3 is separably connected by a controllable first clutch 8 with a drive or output line 9 of the electric machine 5.
  • the output line 9 of the electric machine 5 is separably connected on one of the controllable clutch 8 opposite side by a second controllable clutch 10 with a transmission drive train 11 of a trained example of a dual clutch transmission 12 transmission 13 of the hybrid drive 1.
  • the electric machine 5 is fed by a designed as a traction battery 17 energy storage 18 (electrical memory) and can deliver a moment to the transmission drive train 11 or - acting as a generator 19 - the engine 3 request a moment.
  • the internal combustion engine 3 drives the electrical machine 5 acting as a generator 19.
  • the resulting electrical energy is stored in the energy storage 18.
  • the individual components of the hybrid drive 1 are controlled by respective associated control devices 20.
  • the control device 20 of the internal combustion engine 3 is an internal combustion engine control device 21 (EDC)
  • the control device 20 of the electric machine 5 is a motor control unit 22 (MCU)
  • the control device 20 of the clutches 8, 10 is a clutch control device 23 (CCU) unit
  • the control Device 20 of transmission 13 is a transmission control unit 24 (TCU: transmission control unit)
  • control device 20 of a brake system is a brake control device 25 (BCU: break control unit).
  • the control devices 20 are controlled via a linear network (CAN: Controller Area Network) of the hybrid drive 1 by a control device 20 superordinate and controlling the controlling vehicle control unit 26 (VCU: vehicle control unit) coordinated.
  • VCU vehicle control unit
  • the vehicle control device 26 also manages a battery management system (BMS).
  • BMS battery management system
  • the vehicle control device 26 communicates with further components of the vehicle, such as the electronic stability program 30 (ESP: electronic stability program) and other components 31, via a linear network (CAN) 29 of the vehicle which is also present in vehicles with conventional drive.
  • a protocol converter network 32 with a protocol converter (gate way) 33 is arranged between the network 27 and the network 29.
  • the internal combustion engine 3 has an outlet line 34, in which an exhaust gas purification device 37, designed as a particle filter 35, in particular a diesel particle filter 36, is arranged, to which an oxidation catalytic converter 38 is connected upstream.
  • the exhaust gas temperature within the exhaust gas purification device 37 must be increased at least to a regeneration temperature T R for a regeneration period of time to regenerate its function.
  • This is inventively achieved in that the internal combustion engine 3 as the generator 19 working electric machine 5 in response to the drive machines 3, 5 by means of their control devices 20 coordinating vehicle control device 25 drives such that the exhaust gas temperature is increased in the exhaust gas cleaning device, the The energy generated in the generator 19 is stored in the energy store 18.
  • the regeneration function used here, or the corresponding regeneration management is implemented in the vehicle control device 25.
  • the loading function or the load management is implemented in the engine control device 21 (EDC). Additional regeneration measures can be used in addition to the method according to the invention.
  • the regeneration management of these additional regeneration functions may also be implemented in one of the subordinate control devices 20.
  • FIG. 2 shows a diagram in which the torque M of the internal combustion engine is plotted against the rotational speed n of the internal combustion engine 3.
  • additional temperature limits Ti, T 2 , T 3 , T 4 , T 5 are plotted, the temperatures with continuous indices being higher (Ti ⁇ T 2 ⁇ T 3 ⁇ T 4 ⁇ T 5 ).
  • T R regeneration temperature
  • the additional load due to the load point shift from the operating point 41 to the operating point 42 is emitted by the internal combustion engine 3 exclusively to the electric machine 5 operating as a generator 19, without a load being applied to the drive wheels 16. Due to the additional power of the internal combustion engine 3, the exhaust-gas temperature is maintained at a level above the regeneration temperature T R during the regeneration period and regeneration of the exhaust-gas purification device 37 is ensured, ideally without additional measures. In addition, with the aid of the electric machine 5 as the electric motor 4, a highly dynamic engine operation can be compensated and thus the efficiency of the exhaust aftertreatment system with the exhaust gas purification device 37 can be optimized.

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Abstract

The invention relates to a method for the operation of a hybrid drive of a vehicle, particularly the hybrid drive of a motor vehicle, comprising at least one electric machine and an internal combustion engine as drive machines, wherein at least one exhaust gas purification device is disposed in an exhaust gas tract of the internal combustion engine, said purification device requiring an exhaust gas temperature of the internal combustion engine that is elevated to a regeneration temperature for the regeneration of the function thereof during a regeneration period. The invention proposes that the internal combustion engine (3) drives the electric machine (5) operating as a generator (19) as a function of a vehicle steering device (26) coordinating the drive machines (3, 5) such that the exhaust gas temperature in the exhaust gas purification device (37) is elevated during the regeneration period at least to the regeneration temperature (TR), wherein the energy produced by the generator (19) is stored in an energy accumulator (18).

Description

Beschreibung description
Titeltitle
Verfahren zum Betreiben eines Hybridantriebes eines FahrzeugsMethod for operating a hybrid drive of a vehicle
Die Erfindung betrifft ein Verfahren zum Betreiben eines Hybridantriebes eines Fahrzeugs, insbesondere eines Hybridantriebes eines Kraftfahrzeugs, mit mindestens einer elektrischen Maschine und einem Verbrennungsmotor als Antriebsmaschinen, wobei in einem Abgasstrang des Verbrennungsmotors mindestens eine Abgasreinigungsvorrich- tung angeordnet ist, die während einer Regenerationszeitdauer zur Regeneration ihrer Funktion eine bis auf eine Regenerationstemperatur erhöhte Abgastemperatur des Verbrennungsmotors benötigt.The invention relates to a method for operating a hybrid drive of a vehicle, in particular a hybrid drive of a motor vehicle, with at least one electric machine and an internal combustion engine as drive machines, wherein in an exhaust line of the internal combustion engine at least one Abgasreinigungsvorrich- device is arranged, which during a regeneration period for the regeneration of their Function requires a raised to a regeneration temperature exhaust gas temperature of the engine.
Stand der TechnikState of the art
Ein Verfahren zur Regeneration der Abgasreinigungsvorrichtung, wie zum Beispiel eines Dieselpartikelfilters (DPF) bei einem als Dieselmotor ausgebildeten Verbrennungsmotors, ist bekannt. Bei einem Betrieb eines derartigen Dieselpartikelfilters kommt es zu einer zunehmenden Beladung des Filters mit Rußpartikeln. Eine Beladung oberhalb eines kritischen Beladungszustandes führt zu einer Minderung beziehungsweise zu einem Verlust der Abgasreinigungswirkung, hier der Filterwirkung. Bei einem Betrieb des Verbrennungsmotors in seinem Volllastbereich wird eine erforderliche Abgastemperatur zum Verbrennen der Rußpartikel im Dieselpartikelfilter und somit zur Regeneration des Dieselpartikelfilters ständig erreicht. Bei geringerer Belastung, zum Beispiel im Stadtver- kehr wird diese Regenerationstemperatur nicht erreicht. In diesem Fall ermitteln Drucksensoren einen Beladungszustand durch Messung eines Differenzdrucks vor und hinter dem Dieselpartikelfilter. Wird eine kritische Beladungsgrenze überschritten, leitet ein Steuergerät des Verbrennungsmotors eine Nacheinspritzung von Kraftstoff in den Verbrennungsmotor ein. Der nacheingespritzte Kraftstoff verbrennt beispielsweise in einem dem Dieselpartikelfilter im Abgasstrang vorgeschalteten Oxidationskatalysator. Die Abgastemperatur steigt im Dieselpartikelfilter auf einen Wert oberhalb der Regenerationstemperatur, sodass die Rußpartikel verbrennen. Ein derartiges Verfahren kann ohne Einschränkung auch bei einem Hybridantrieb eines Kraftfahrzeugs eingesetzt werden. Ein Nacheinspritzen von Kraftstoff steigert jedoch den Kraftstoffverbrauch und er- höht das Risiko einer verstärkten Ölverdünnung beim Verbrennungsmotor.A method for regenerating the exhaust gas purification device, such as a diesel particulate filter (DPF) in a combustion engine designed as a diesel engine, is known. In an operation of such a diesel particulate filter, there is an increasing loading of the filter with soot particles. A load above a critical load state leads to a reduction or to a loss of the exhaust gas cleaning effect, here the filter effect. During operation of the internal combustion engine in its full load range, a required exhaust gas temperature for burning the soot particles in the diesel particulate filter and thus for regeneration of the diesel particulate filter is constantly achieved. At lower load, for example in city traffic, this regeneration temperature is not reached. In this case, pressure sensors determine a load condition by measuring a differential pressure in front of and behind the diesel particulate filter. If a critical load limit is exceeded, a control unit of the internal combustion engine initiates a post-injection of fuel into the internal combustion engine. The nacheingespritzte fuel burns, for example, in a diesel particulate filter in the exhaust line upstream oxidation catalyst. The exhaust gas temperature rises in the diesel particulate filter to a value above the regeneration temperature, so that the soot particles burn. Such a method can be used without restriction in a hybrid drive of a motor vehicle. However, post-injection of fuel increases fuel consumption and increases the risk of increased oil dilution in the internal combustion engine.
Offenbarung der ErfindungDisclosure of the invention
Beim erfindungsgemäßen Verfahren ist vorgesehen, dass der Verbrennungsmotor die als Generator arbeitende elektrische Maschine in Abhängigkeit einer die Antriebsmaschinen koordinierenden Fahrzeugsteuerungseinrichtung derart antreibt, dass sich die Abgastemperatur in der Abgasreinigungsvorrichtung während der Regenerationszeitdauer mindestens bis auf die Regenerationstemperatur erhöht, wobei die von dem Generator erzeugte Energie in einem Energiespeicher gespeichert wird. Durch eine derar- tige, zusätzliche Moment- beziehungsweise Leistungsanforderung des Generators an den Verbrennungsmotor wird eine Lastpunktverschiebung des Verbrennungsmotors in den Volllastbereich erreicht. Durch diese Lastpunktverschiebung ergibt sich eine erhöhte Abgastemperatur, die oberhalb der Regenerationstemperatur der mindestens einen Abgasreinigungsvorrichtung ist. Durch diese Lastpunktverschiebung kann auf eine her- kömmliche Änderung des Arbeitspunktes, wie zum Beispiel eine Drosselung der Ansaugluft oder eine veränderte Einspritzstrategie, verzichtet werden. Die zusätzlich benötigte Energie wird - je nach Wirkungsgrad der Umwandlung in elektrische Energie - zu großen Teilen als elektrische Energie im Energiespeicher gespeichert. Ein Teil des zusätzlichen Kraftstoffverbrauchs wird somit lediglich in eine andere Energieform umge- wandelt, die dem Hybridantrieb des Fahrzeugs weiterhin zur Verfügung steht. Die zusätzliche Momentanforderung durch die als Generator arbeitende elektrische Maschine ist unabhängig von einer Lastabgabe des Hybridantriebs an einen Antriebsstrang des Fahrzeugs. Somit kann der Betriebs-/Lastpunkt des Verbrennungsmotors so in seinen Volllastbereich verlegt werden, dass diese, bezogen auf das angeforderte Moment be- ziehungsweise die angeforderte Leistung, bezüglich der Verbrennung optimal gewählt ist. Darüber hinaus kann mithilfe der elektrischen Maschine ein hochdynamischer Betrieb des Verbrennungsmotors kompensiert und so die Effizienz der Abgasreinigungsvorrichtung optimiert werden. Die Koordinierung der Antriebsmaschinen erfolgt gemäß einem in der Fahrzeugsteuerungseinrichtung implementierten Regenerationsmanage- ment, das mindestens eine Regenerationsstrategie verfolgt. Weiterhin ist vorgesehen, dass die Fahrzeugsteuerungseinrichtung die Antriebsmaschinen mittels den Antriebsmaschinen zugeordneten Steuerungseinrichtungen koordiniert. Im Zusammenhang mit dieser Anmeldung werden Einrichtungen zur Steuerung und/oder Regelung einer zugeordneten Fahrzeugkomponente, insbesondere einer zugeordneten Antriebsmaschine des Hybridantriebes, der Einfachheit halber lediglich als Steuerungseinrichtungen bezeichnet. Dies gilt auch für die den übrigen Steuerungseinrichtungen übergeordnete Fahrzeugsteuerungseinrichtung, die zumindest die Antriebsmaschinen, insbesondere jedoch alle Komponenten, des Hybridantriebes koordiniert.In the method according to the invention, it is provided that the internal combustion engine drives the electric machine operating as a generator as a function of a vehicle control device coordinating the drive machines in such a way that the exhaust gas temperature in the exhaust gas purification device increases at least to the regeneration temperature during the regeneration period, wherein the energy generated by the generator an energy storage is stored. By such an additional, additional torque or power requirement of the generator to the internal combustion engine, a load point shift of the internal combustion engine is achieved in the full load range. This load point shift results in an increased exhaust gas temperature which is above the regeneration temperature of the at least one exhaust gas purification device. As a result of this load point shift, it is possible to dispense with a conventional change in the operating point, such as a throttling of the intake air or a modified injection strategy. The additional energy required is - depending on the efficiency of the conversion into electrical energy - stored in large part as electrical energy in the energy storage. Part of the additional fuel consumption is thus converted only into another form of energy that is still available to the hybrid drive of the vehicle. The additional torque demand by the electrical machine operating as a generator is independent of a load output of the hybrid drive to a drive train of the vehicle. Thus, the operating / load point of the internal combustion engine can be moved to its full load range, that this, based on the requested torque or the requested performance, is optimally selected with respect to the combustion. In addition, using the electric machine, a highly dynamic operation of the internal combustion engine can be compensated and thus the efficiency of the exhaust gas purification device can be optimized. The coordination of the drive machines takes place in accordance with a regeneration management implemented in the vehicle control device, which tracks at least one regeneration strategy. It is further provided that the vehicle control device coordinates the drive machines by means of control devices associated with the drive machines. In the context of this application, devices for controlling and / or regulating an assigned vehicle component, in particular an associated drive machine of the hybrid drive, for the sake of simplicity, are referred to merely as control devices. This also applies to the vehicle control device superordinate to the other control devices, which coordinates at least the drive machines, but in particular all the components, of the hybrid drive.
Nach einer Weiterbildung der Erfindung ist vorgesehen, dass die dem Verbrennungsmotor zugeordnete Steuerungseinrichtung einen Beladungszustand der Abgasreinigungsvorrichtung ermittelt. Die dem Verbrennungsmotor zugeordnete Steuerungseinrichtung ist eine Verbrennungsmotorsteuerungseinrichtung (Motorsteuergerät). Ist der Verbren- nungsmotor als Dieselmotor ausgebildet, ist die Verbrennungsmotorsteuerungseinrichtung eine elektronische Dieselregelung (EDC: electronic diesel control). Ein Beladungsmanagement ist dabei in der Verbrennungsmotorsteuerung implementiert, wohingegen das Regenerationsmanagement zur Regeneration der Abgasreinigungsvorrichtung durch der als Generator arbeitenden elektrischen Maschine mittels des Verbrennungs- motors in der den Steuerungseinrichtungen übergeordneten Fahrzeugsteuerungseinrichtung implementiert ist. Lediglich weitere, zusätzliche Regenerationsmaßnahmen, die lediglich eine einzelne der Antriebsmaschinen betreffen, können insbesondere in der dieser Antriebsmaschine zugeordneten Steuerungseinrichtung implementiert sein. Die Gesamtkoordination der Regeneration mittels des Antriebs der als Generator arbeiten- den elektrischen Maschine durch den Verbrennungsmotor und der zusätzlichen Regenerationsfunktionen erfolgt in der Fahrzeugsteuerungseinrichtung.According to a development of the invention, it is provided that the control device assigned to the internal combustion engine determines a loading state of the exhaust gas purification device. The control device associated with the internal combustion engine is an internal combustion engine control device (engine control unit). If the internal combustion engine is designed as a diesel engine, the internal combustion engine control device is an electronic diesel control (EDC: electronic diesel control). In this case, a charge management is implemented in the internal combustion engine control, whereas the regeneration management for regeneration of the exhaust gas purification device is implemented by the electric machine operating as a generator by means of the combustion engine in the vehicle control device superordinate to the control devices. Only further, additional regeneration measures, which relate only to a single one of the drive machines, can be implemented in particular in the control device assigned to this drive machine. The overall coordination of the regeneration by means of the drive of the electrical machine operating as a generator by the internal combustion engine and the additional regeneration functions takes place in the vehicle control device.
Nach einer Weiterbildung der Erfindung ist vorgesehen, dass der Beladungszustand die Belastung des Verbrennungsmotors beim Antrieb der elektrischen Maschine zur Erhö- hung der Abgastemperatur bestimmt. Aus dem Beladungszustand der Abgasreinigungsvorrichtung ergibt sich eine Regenerationsstrategie, die durch die Fahrzeugsteuerungseinrichtung koordiniert wird.According to a development of the invention, it is provided that the loading state determines the load of the internal combustion engine when the electric machine is driven to increase the exhaust gas temperature. From the loading state of the exhaust gas purification device results in a regeneration strategy, which is coordinated by the vehicle control device.
Insbesondere ist vorgesehen, dass die Abgasreinigungsvorrichtung ein Partikelfilter und/oder ein Speicherkatalysator ist. Bei dem Partikelfilter kommt es im Teillastbetrieb zu einer zunehmenden Belegung des Filters mit Partikeln. Durch diese zunehmende Belegung verliert der Filter an Reinigungswirkung. Bei einem Speicherkatalysator kommt es im Teillastbetrieb zu einer zunehmenden Belegung eines Speichermaterials des Speicherkatalysators, die die reinigende Wirkung vermindert. In beiden Fällen kann die Belegung durch Erhöhung der Abgastemperatur über eine der jeweiligen Abgasreinigungsvorrichtung zugeordnete Regenerationstemperatur hinaus entfernt werden.In particular, it is provided that the exhaust gas purification device is a particulate filter and / or a storage catalytic converter. The particle filter comes in partial load operation to an increasing occupancy of the filter with particles. Due to this increasing occupancy, the filter loses its cleaning effect. In a storage catalytic converter, there is an increasing occupancy of a storage material of the storage catalytic converter during partial load operation, which reduces the cleaning effect. In both cases, the occupancy can be removed by increasing the exhaust gas temperature beyond a regeneration temperature associated with the respective exhaust gas purification device.
Nach einer Weiterbildung der Erfindung ist vorgesehen, dass die Fahrzeugsteuerungseinrichtung die Steuerungseinrichtungen mindestens einer Kupplung und/oder mindes- tens eines Getriebes des Hybridantriebs koordiniert. Somit steuert/regelt die Fahrzeugsteuerungseinrichtung die Komponenten des Hybridantriebs zur Durchführung der Regenerationsstrategie.According to a development of the invention, it is provided that the vehicle control device coordinates the control devices of at least one clutch and / or at least one transmission of the hybrid drive. Thus, the vehicle control device controls the components of the hybrid drive to perform the regeneration strategy.
Mit Vorteil ist vorgesehen, dass die Fahrzeugsteuerungseinrichtung die Steuerungsein- richtung eines Bremssystems des Fahrzeugs koordiniert.It is advantageously provided that the vehicle control device coordinates the control device of a brake system of the vehicle.
Schließlich ist mit Vorteil vorgesehen, dass der Partikelfilter ein Dieselpartikelfilter und/oder der Speicherkatalysator ein NOx-Speicherkatalysator im Abgasstrang des als Dieselmotor ausgebildeten Verbrennungsmotors ist. Der Dieselfilter kann als kerami- scher Partikelfilter oder als Partikelfilter aus Sintermaterial ausgebildet sein. Die Regeneration des Partikelfilters erfolgt durch abbrennen des gesammelten Rußes im Filter. Der NOx-Speicherkatalysator wird mittels Einspeicherungs- und Ausspeicherungszyklus betrieben. Da der NOx-Speicherkatalysator (NSC: NOx storage catalyst) NO nicht speichern kann, werden die NO-Anteile vorzugsweise in einem vorgeschalteten oder integ- rierten Oxidationskatalysator (Diesel-Oxidationskatalysator (DOC)) zu NO2 oxidiert. Am Ende einer Einspeicherphase muss der NOx-Speicherkatalysator regeneriert werden (Ausspeicherung). Dazu muss das Abgas soviel Reduktionsmittel aufweisen, dass die Nitratbindung schlagartig gelöst und das frei werdende NO2 direkt an dem Speicherkatalysator zu N2 reduziert wird.Finally, it is advantageously provided that the particulate filter is a diesel particulate filter and / or the storage catalytic converter is a NOx storage catalytic converter in the exhaust gas line of the internal combustion engine designed as a diesel engine. The diesel filter can be designed as a ceramic particle filter or as a particle filter made of sintered material. The regeneration of the particulate filter takes place by burning off the collected soot in the filter. The NOx storage catalyst is operated by means of the injection and withdrawal cycle. Since the NOx storage catalyst (NSC: NOx storage catalyst) can not store NO, the NO contents are preferably oxidized to NO 2 in an upstream or integrated oxidation catalyst (Diesel Oxidation Catalyst (DOC)). At the end of a storage phase, the NOx storage catalytic converter must be regenerated (withdrawal). For this purpose, the exhaust gas must have as much reducing agent that nitrate binding dissolved abruptly and the released NO 2 is reduced directly to the storage catalyst to N 2.
Kurze Beschreibung der ZeichnungenBrief description of the drawings
Im Folgenden wird die Erfindung anhand eines in den Zeichnungen dargestellten Ausführungsbeispiels näher erläutert. Es zeigen: Figur 1 eine schematische Darstellung eines Hybridantriebs mit einem Verbrennungsmotor und einer elektrischen Maschine undIn the following the invention will be explained in more detail with reference to an embodiment shown in the drawings. Show it: Figure 1 is a schematic representation of a hybrid drive with an internal combustion engine and an electric machine and
Figur 2 ein Diagramm eines Arbeitsbereichs des als Dieselmotor ausgebildeten Verbrennungsmotors.Figure 2 is a diagram of a workspace of the engine designed as a diesel engine.
Ausführungsformen der ErfindungEmbodiments of the invention
Die Figur 1 zeigt einen Hybridantrieb 1 mit einem als Dieselmotor 2 ausgebildeten Verbrennungsmotor 3, sowie einer als Elektromotor 4 ausgebildeten elektrischen Maschine 5. Bei diesem Parallelhybridantrieb 1 sind der Verbrennungsmotor 3 und die e- lektrische Maschine 5 seriell hintereinander auf einer Achse 6 angeordnet. Der entlang der Achse 6 verlaufende Abtriebsstrang 7 des Verbrennungsmotors 3 ist durch eine steuerbare erste Kupplung 8 mit einem Antriebs- beziehungsweise Abtriebsstrang 9 der elektrischen Maschine 5 trennbar verbunden. Der Abtriebsstrang 9 der elektrischen Maschine 5 ist auf einer der steuerbaren Kupplung 8 gegenüberliegenden Seite durch eine zweite steuerbare Kupplung 10 mit einem Getriebeantriebsstrang 11 eines beispielsweise als Doppelkupplungsgetriebe 12 ausgebildeten Getriebes 13 des Hybridantriebs 1 trennbar verbunden. Ein dem Getriebeantriebsstrang 11 gegenüberliegender Getriebe- abtriebsstrang 14 greift über ein Differential 15 Antriebsräder 16 an, von denen in Figur 1 lediglich ein Antriebsrad 16 dargestellt ist. Die elektrische Maschine 5 wird von einem als Traktionsbatterie 17 ausgebildeten Energiespeicher 18 (elektrischer Speicher) gespeist und kann ein Moment an den Getriebeantriebsstrang 11 abgeben oder - als Generator 19 wirkend - dem Verbrennungsmotor 3 ein Moment abverlangen. Bei dieser Betriebsart treibt der Verbrennungsmotor 3 die als Generator 19 wirkende elektrische Maschine 5 an. Die dabei entstehende elektrische Energie wird im Energiespeicher 18 gespeichert.FIG. 1 shows a hybrid drive 1 with an internal combustion engine 3 designed as a diesel engine 2 and an electric machine 5 designed as an electric motor 4. In this parallel hybrid drive 1, the internal combustion engine 3 and the electric machine 5 are arranged in series on an axis 6. The along the axis 6 extending output train 7 of the engine 3 is separably connected by a controllable first clutch 8 with a drive or output line 9 of the electric machine 5. The output line 9 of the electric machine 5 is separably connected on one of the controllable clutch 8 opposite side by a second controllable clutch 10 with a transmission drive train 11 of a trained example of a dual clutch transmission 12 transmission 13 of the hybrid drive 1. A transmission output line 14 lying opposite the transmission drive train 11 engages drive wheels 16 via a differential 15, of which only one drive wheel 16 is shown in FIG. The electric machine 5 is fed by a designed as a traction battery 17 energy storage 18 (electrical memory) and can deliver a moment to the transmission drive train 11 or - acting as a generator 19 - the engine 3 request a moment. In this mode, the internal combustion engine 3 drives the electrical machine 5 acting as a generator 19. The resulting electrical energy is stored in the energy storage 18.
Die einzelnen Komponenten des Hybridantriebs 1 (Verbrennungsmotor 3, elektrische Maschine 5, steuerbare Kupplungen 8, 10 und Getriebe 13) werden von jeweils zugeordneten Steuerungseinrichtungen 20 angesteuert. Die Steuerungseinrichtung 20 des Verbrennungsmotors 3 ist eine Verbrennungsmotorsteuerungseinrichtung 21 (EDC), die Steuerungseinrichtung 20 der elektrischen Maschine 5 ist eine Motorsteuerungseinrichtung 22 (MCU: motor control unit), die Steuerungseinrichtung 20 der Kupplungen 8, 10 ist eine Kupplungssteuerungseinrichtung 23 (CCU: clutch control unit), die Steuerungs- einrichtung 20 des Getriebes 13 ist eine Getriebesteuerungseinrichtung 24 (TCU: transmission control unit) und die Steuerungseinrichtung 20 eines Bremssystems ist eine Bremssteuerungseinrichtung 25 (BCU: break control unit). Die Steuerungseinrichtungen 20 werden über ein lineares Netzwerk (CAN: Controller area network) des Hyb- ridantriebs 1 von einer den Steuerungseinrichtungen 20 übergeordneten und diese kontrollierenden Fahrzeugsteuerungseinrichtung 26 (VCU: vehicle control unit) koordiniert angesteuert. Neben dieser Kontrolle der ihr untergeordneten Steuerungseinrichtungen 20 managt die Fahrzeugsteuerungseinrichtung 26 auch ein Batteriemanagementsystem 28 (BMS: battery management System). Weiterhin kommuniziert die Fahrzeugsteue- rungseinrichtung 26 über ein auch bei Fahrzeugen mit herkömmlichen Antrieb vorhandenes linearen Netzwerk (CAN) 29 des Fahrzeugs mit weiteren Komponenten des Fahrzeugs, wie zum Beispiel dem elektronischen Stabilitätsprogramm 30 (ESP: elektronisches Stabilitäts- Programm) und weiteren Komponenten 31. Zur Kommunikation der an das lineare Netzwerk 27 des Hybridantriebs 1 angeschlossenen Komponenten mit den an das lineare Netzwerk 29 des Fahrzeugs angeschlossenen Komponenten ist zwischen dem Netzwerken 27 und dem Netzwerk 29 ein Protokollumsetzer- Netzwerk 32 mit einem Protokollumsetzer (gate way) 33 angeordnet. Der Verbrennungsmotor 3 weist einen Abgangsstrang 34 auf, in dem eine als Partikelfilter 35, insbesondere Dieselpartikelfilter 36, ausgebildete Abgasreinigungsvorrichtung 37 angeordnet ist, dem ein Oxida- tionskatalysator 38 vorgeschaltet ist.The individual components of the hybrid drive 1 (internal combustion engine 3, electric machine 5, controllable clutches 8, 10 and transmission 13) are controlled by respective associated control devices 20. The control device 20 of the internal combustion engine 3 is an internal combustion engine control device 21 (EDC), the control device 20 of the electric machine 5 is a motor control unit 22 (MCU), the control device 20 of the clutches 8, 10 is a clutch control device 23 (CCU) unit), the control Device 20 of transmission 13 is a transmission control unit 24 (TCU: transmission control unit) and control device 20 of a brake system is a brake control device 25 (BCU: break control unit). The control devices 20 are controlled via a linear network (CAN: Controller Area Network) of the hybrid drive 1 by a control device 20 superordinate and controlling the controlling vehicle control unit 26 (VCU: vehicle control unit) coordinated. In addition to this control of its subordinate control devices 20, the vehicle control device 26 also manages a battery management system (BMS). Furthermore, the vehicle control device 26 communicates with further components of the vehicle, such as the electronic stability program 30 (ESP: electronic stability program) and other components 31, via a linear network (CAN) 29 of the vehicle which is also present in vehicles with conventional drive. For communication of the components connected to the linear network 27 of the hybrid drive 1 with the components connected to the linear network 29 of the vehicle, a protocol converter network 32 with a protocol converter (gate way) 33 is arranged between the network 27 and the network 29. The internal combustion engine 3 has an outlet line 34, in which an exhaust gas purification device 37, designed as a particle filter 35, in particular a diesel particle filter 36, is arranged, to which an oxidation catalytic converter 38 is connected upstream.
Wird der Verbrennungsmotor 3 des Hybridantriebs 1 größtenteils im Teillastbetrieb betrieben, so muss die Abgastemperatur innerhalb der Abgasreinigungsvorrichtung 37 ab einer kritischen Beladungsgrenze während einer Regenerationszeitdauer zur Regenera- tion ihrer Funktion mindestens bis auf eine Regenerationstemperatur TR erhöht werden. Dies wird erfindungsgemäß dadurch erreicht, dass der Verbrennungsmotor 3 die als Generator 19 arbeitende elektrische Maschine 5 in Abhängigkeit der die Antriebsmaschinen 3, 5 mittels ihrer Steuerungseinrichtungen 20 koordinierenden Fahrzeugsteuerungseinrichtung 25 derart antreibt, dass die Abgastemperatur in der Abgasreinigungs- Vorrichtung erhöht wird, wobei die von dem Generator 19 erzeugte Energie in dem E- nergiespeicher 18 gespeichert wird. Die dabei verwendete Regenerationsfunktion, beziehungsweise das entsprechende Regenerationsmanagement, ist in der Fahrzeugsteuerungseinrichtung 25 implementiert. Durch die Implementierung in der den Steuerungseinrichtungen 20 übergeordneten Fahrzeugsteuerungseinrichtung 25 kann der Verbrennungsmotor 3 und elektrische Maschine 5 optimal aufeinander abgestimmt werden. Die Beladungsfunktion beziehungsweise das Beladungsmanagement ist in der Verbrennungsmotorsteuerungseinrichtung 21 (EDC) implementiert. Zusätzliche Regenerationsmaßnahmen können ergänzend zum erfindungsgemäßen Verfahren angewandt werden. Das Regenerationsmanagement dieser zusätzlichen Regenerationsfunktionen kann auch in einer der untergeordneten Steuerungseinrichtungen 20 implementiert sein.If the internal combustion engine 3 of the hybrid drive 1 is largely operated in partial load operation, then the exhaust gas temperature within the exhaust gas purification device 37 must be increased at least to a regeneration temperature T R for a regeneration period of time to regenerate its function. This is inventively achieved in that the internal combustion engine 3 as the generator 19 working electric machine 5 in response to the drive machines 3, 5 by means of their control devices 20 coordinating vehicle control device 25 drives such that the exhaust gas temperature is increased in the exhaust gas cleaning device, the The energy generated in the generator 19 is stored in the energy store 18. The regeneration function used here, or the corresponding regeneration management, is implemented in the vehicle control device 25. By implementing in the control device 20 superordinate vehicle control device 25, the engine 3 and electric machine 5 can be optimally matched become. The loading function or the load management is implemented in the engine control device 21 (EDC). Additional regeneration measures can be used in addition to the method according to the invention. The regeneration management of these additional regeneration functions may also be implemented in one of the subordinate control devices 20.
Die Figur 2 zeigt ein Diagramm, bei dem das Drehmoment M des Verbrennungsmotors über der Drehzahl n des Verbrennungsmotors 3 aufgetragen ist. Neben einer den Arbeitsbereich 39 begrenzenden Obergrenze 40 sind zusätzliche Temperaturgrenzen Ti, T2, T3, T4, T5 eingezeichnet, wobei die Temperaturen mit fortlaufenden Indizes höher sind (Ti < T2 < T3 < T4 < T5). Diese Grenzen entsprechen Isothermen. Zur Regeneration der Funktion einer Abgasreinigungsvorrichtung 37 wird der Lastpunkt des Verbrennungsmotors 3 von einem Arbeitspunkt 41 bis zum Arbeitspunkt 42 in einem Bereich der Volllast verschoben, der oberhalb einer Regenerationstemperatur TR liegt, die hier als Beispiel gleich T4 ist. Die zusätzliche Last durch die Lastpunktverschiebung vom Arbeitspunkt 41 zum Arbeitspunkt 42 gibt der Verbrennungsmotor 3 ausschließlich an die als Generator 19 arbeitende elektrische Maschine 5 ab, ohne dass eine Lastabgabe an die Antriebsräder 16 erfolgt. Durch die zusätzliche Leistung des Verbrennungsmotors 3 wird die Abgastemperatur während der Regenerationszeitdauer auf einem Niveau oberhalb der Regenerationstemperatur TR gehalten und eine Regeneration der Abgasreinigungsvorrichtung 37, im Idealfall ohne Zusatzmaßnahmen, sichergestellt. Darüber hinaus kann mithilfe der elektrischen Maschine 5 als Elektromotor 4 ein hochdynamischer Verbrennungsmotorbetrieb kompensiert und so die Effizienz des Abgasnachbehandlungssystems mit der Abgasreinigungsvorrichtung 37 optimiert werden. FIG. 2 shows a diagram in which the torque M of the internal combustion engine is plotted against the rotational speed n of the internal combustion engine 3. In addition to an upper limit 40 delimiting the working region 39, additional temperature limits Ti, T 2 , T 3 , T 4 , T 5 are plotted, the temperatures with continuous indices being higher (Ti <T 2 <T 3 <T 4 <T 5 ). These boundaries correspond to isotherms. For regeneration of the function of an exhaust gas purification device 37, the load point of the internal combustion engine 3 is shifted from an operating point 41 to the operating point 42 in a region of full load which is above a regeneration temperature T R , which is equal to T 4 here as an example. The additional load due to the load point shift from the operating point 41 to the operating point 42 is emitted by the internal combustion engine 3 exclusively to the electric machine 5 operating as a generator 19, without a load being applied to the drive wheels 16. Due to the additional power of the internal combustion engine 3, the exhaust-gas temperature is maintained at a level above the regeneration temperature T R during the regeneration period and regeneration of the exhaust-gas purification device 37 is ensured, ideally without additional measures. In addition, with the aid of the electric machine 5 as the electric motor 4, a highly dynamic engine operation can be compensated and thus the efficiency of the exhaust aftertreatment system with the exhaust gas purification device 37 can be optimized.

Claims

Ansprüche claims
1. Verfahren zum Betreiben eines Hybridantriebes eines Fahrzeugs, insbesondere eines Hybridantriebes eines Kraftfahrzeugs, mit mindestens einer elektrischen Maschine und einem Verbrennungsmotor als Antriebsmaschinen, wobei in einem Ab- gasstrang des Verbrennungsmotors mindestens eine Abgasreinigungsvorrichtung angeordnet ist, die während einer Regenerationszeitdauer zur Regeneration ihrer Funktion eine bis auf eine Regenerationstemperatur erhöhte Abgastemperatur des Verbrennungsmotors benötigt, dadurch gekennzeichnet, dass der Verbrennungsmotor (3) die als Generator (19) arbeitende elektrische Maschine (5) in Ab- hängigkeit einer die Antriebsmaschinen (3,5) koordinierenden Fahrzeugsteuerungseinrichtung (26) derart antreibt, dass sich die Abgastemperatur in der Abgasreinigungsvorrichtung (37) während der Regenerationszeitdauer mindestens bis auf die Regenerationstemperatur (TR) erhöht, wobei die von dem Generator (19) erzeugte Energie in einem Energiespeicher (18) gespeichert wird.1. A method for operating a hybrid drive of a vehicle, in particular a hybrid drive of a motor vehicle, with at least one electric machine and an internal combustion engine as drive machines, wherein in an exhaust gas of the internal combustion engine at least one exhaust gas purification device is arranged, which during a regeneration period for the regeneration of their function up to a regeneration temperature increased exhaust gas temperature of the internal combustion engine required, characterized in that the internal combustion engine (3) as the generator (19) operating electric machine (5) in dependence of the drive machines (3,5) coordinating vehicle control device (26) so drives in that the exhaust-gas temperature in the exhaust-gas purification device (37) increases at least to the regeneration temperature (T R ) during the regeneration period, the energy generated by the generator (19) being stored in an energy store (18) approx.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die Fahrzeugsteuerungseinrichtung (26) die Antriebsmaschinen (3,5) mittels den Antriebsmaschinen (3,5) zugeordneten Steuerungseinrichtungen (21,22) koordiniert.2. The method according to claim 1, characterized in that the vehicle control device (26) coordinates the drive machines (3,5) by means of the drive machines (3,5) associated with control means (21,22).
3. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die dem Verbrennungsmotor (3) zugeordnete Steuerungseinrichtung (21) einen Beladungszustand der Abgasreinigungsvorrichtung (37) ermittelt.3. The method according to any one of the preceding claims, characterized in that the internal combustion engine (3) associated with the control device (21) determines a loading state of the exhaust gas purification device (37).
4. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Beladungszustand die Belastung des Verbrennungsmotors (3) beim Antrieb der elektrischen Maschine (5) zur Erhöhung der Abgastemperatur bestimmt.4. The method according to any one of the preceding claims, characterized in that the loading state determines the load of the internal combustion engine (3) when driving the electric machine (5) to increase the exhaust gas temperature.
5. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Abgasreinigungsvorrichtung (37) ein Partikelfilter (35) und/oder ein Spei- cherkatalysator ist. 5. The method according to any one of the preceding claims, characterized in that the exhaust gas purification device (37) is a particulate filter (35) and / or a storage catalytic converter.
6. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Fahrzeugsteuerungseinrichtung (26) die Steuerungseinrichtungen (23,6. The method according to any one of the preceding claims, characterized in that the vehicle control device (26), the control means (23,
24) mindestens einer Kupplung (8,10) und/oder mindestens eines Getriebes (13) des Hybridantriebs (1) koordiniert.24) coordinated at least one clutch (8,10) and / or at least one transmission (13) of the hybrid drive (1).
7. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Fahrzeugsteuerungseinrichtung (26) die Steuerungseinrichtungen (25) eines Bremssystems des Fahrzeugs koordiniert.7. The method according to any one of the preceding claims, characterized in that the vehicle control device (26) coordinates the control means (25) of a braking system of the vehicle.
8. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Partikelfilter (35) ein Dieselpartikelfilter (36) und/oder der Speicherkatalysator ein NOx-Speicherkatalysator im Abgasstrang (34) des als Dieselmotor (2) ausgebildeten Verbrennungsmotors (1) ist. 8. The method according to any one of the preceding claims, characterized in that the particulate filter (35) is a diesel particulate filter (36) and / or the storage catalyst is a NOx storage catalyst in the exhaust line (34) of the diesel engine (2) formed as an internal combustion engine (1).
PCT/EP2008/051730 2007-04-02 2008-02-13 Method for the operation of a hybrid drive of a vehicle WO2008119589A1 (en)

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