WO2011160995A1 - Procédé pour faire fonctionner un véhicule électrique - Google Patents

Procédé pour faire fonctionner un véhicule électrique Download PDF

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Publication number
WO2011160995A1
WO2011160995A1 PCT/EP2011/059997 EP2011059997W WO2011160995A1 WO 2011160995 A1 WO2011160995 A1 WO 2011160995A1 EP 2011059997 W EP2011059997 W EP 2011059997W WO 2011160995 A1 WO2011160995 A1 WO 2011160995A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
state
charge
energy store
Prior art date
Application number
PCT/EP2011/059997
Other languages
German (de)
English (en)
Inventor
Hubert Friedl
Günter Fraidl
Original Assignee
Avl List 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 Avl List Gmbh filed Critical Avl List Gmbh
Publication of WO2011160995A1 publication Critical patent/WO2011160995A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
    • 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
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • 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
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • 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
    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention relates to a method for operating an electric vehicle, which has at least one electric drive machine, at least one electrical energy storage and at least one power generating device formed by an internal combustion engine, wherein the internal combustion engine is activated in dependence of the state of charge of the electrical energy storage, wherein in the exhaust system of the internal combustion engine at least one Aftertreatment device is assigned. Furthermore, the invention relates to a device for carrying out the method.
  • Range Extender units which consist of an internal combustion engine and a generator unit, to extend the range of electric vehicles gene by no longer sufficient battery charge, the electrical energy for the electric motor drive by a, formed by an internal combustion engine, so-called range extender is generated.
  • the power of the range extender would have to be designed similarly to the electrical drive power.
  • this requires comparatively high weight, cost and dimensions of the range extender unit.
  • the range extender is generally only a fraction of the total operating time of an electric vehicle in active mode and the majority of the operating life of the electric vehicle is only an inactive additional weight, minimizing the size and weight of the range extender unit is a very important goal.
  • the range-extender power is not designed for the maximum power of the electric traction drive, but only to the much lower average required drive power or the power required to reach the maximum speed limit.
  • Any additional energy demand is covered by a stored energy reserve.
  • this energy reserve must be designed in such a way that a performance shortage can never occur in practical driving (for example, on long freeways, passages, etc.). The more accurately this peak demand can be predicted, the smaller and thus more cost-effective and cost-effective, both the range extender unit and the energy storage of the electric vehicle can be designed.
  • the switch-on strategy is primarily determined by the state of charge of the electrical energy store (SOC ... State of charge).
  • SOC State of charge
  • the range extender is switched on and off between two predefined thresholds. In refined variants, this threshold is adapted depending on additional variables (for example, the previous energy / power requirement, battery temperature, etc.).
  • the route After actively entering the destination, the route is calculated and the energy demand for the route is calculated using the expected speed and altitude profile.
  • the switch-on of the range extender can be set so that on the one hand, even at low power of the range extender on long gradients no power shortage occurs, on the other hand, the operating life of the range extender and thus the consumption of fossil fuels is minimized.
  • the actual benefit of such control is limited.
  • a method for operating an electric vehicle in which a power generating device is activated from a defined state of charge of the electrical energy storage.
  • the power generating device is designed for a mean power requirement of the electric drive machine at a defined continuous speed of the electric vehicle in the plane, the power generating device is activated before reaching a lower technical operating limit of the state of charge of the electric energy storage at a defined Einschaltladeschreib, which is such that in relation to the lower technical operating limit, an energy reserve remains in the electrical energy storage in order to cover peak output.
  • the Einschaltladeschreib can be set flexibly depending on a destination and / or a planned route.
  • a method for charging control in a hybrid vehicle wherein a nominal state of charge is defined as the mean value of the charging area.
  • the energy flow is controlled so that the nominal state of charge is maintained.
  • the state of charge is lowered from a desired value and raised again by generating electrical energy with the internal combustion engine.
  • WO 2008/128416 A1 discloses an energy management for hybrid vehicles with a load prediction system, with which a future load level is calculated based on input parameters and by means of a self-learning system to determine an optimal future output power, a battery state of charge and an optimal vehicle speed based on the load request. On the basis of this optimal future power estimation, the internal combustion engine, the generator and the electrical energy store of the hybrid vehicle are coordinated.
  • JP 2008-201165 A describes a control unit for a hybrid vehicle, wherein the switch-on of the engine depending on the state of charge of the energy storage is determined based on the recorded data of completed rides and due to the demonstrated driving characteristics of an identified driver.
  • JP 2008 290610 A describes a navigation device for a hybrid vehicle, which simulate all possible routes between input start and a destination input and determines the fuel consumption of the internal combustion engine at each route.
  • range extenders are only used for range expansion and are only activated when the temperature falls below a predefined state of charge of the electrical energy store. Thus, there may be a long time between turning off and activating the range extender. This means that range extenders must generally be started in the cold state, in which neither the internal combustion engine nor the exhaust aftertreatment devices in the exhaust system of the internal combustion engine have the required operating temperature. This results in the problem that without additional Measures must be expected when cold starting a range extender with relatively high exhaust emissions.
  • AI a method for driving a motor vehicle with an exhaust gas heater is known, at least one operating parameter of the exhaust system detects at least one influence value of the heater determines and the influence value is compared with a target parameter of the exhaust system, whereupon the heater is activated so that the operating parameter reaches the target parameter.
  • DE 10 2005 003 469 A1 describes an abnormality determination apparatus for an electrically heatable catalyst for a plug-in hybrid vehicle that includes a battery that is charged by connecting an external charging device to an external electric power supply.
  • An abnormality determination means performs a determination of an abnormality in the electrically heatable catalyst when the external charging device is connected to the external electric power supply.
  • the object of the invention is to avoid the disadvantages mentioned and to reduce emissions in an electric vehicle whose energy storage can be charged by an internal combustion engine.
  • this is achieved by heating at least one exhaust aftertreatment device to operating temperature before activating the internal combustion engine, wherein preferably the internal combustion engine - and thus also the heating device of the exhaust aftertreatment device - is activated as a function of the driving route.
  • all possible relevant travel routes are simulated within a defined viewing horizon, and for each of the simulated travel routes a prospective switch-on time of the internal combustion engine and / or the heating device of the exhaust gas aftertreatment device is determined so that when the viewing horizon is reached, a defined state of charge of the energy store is maintained.
  • the calculation of all possible relevant routes is updated at each potential route change. In this case, there is a permanent adjustment of the calculated and the actual energy demand.
  • the simulation of all possible relevant routes are advantageously based on speed profiles which are determined as a function of the road type, the road condition, the topography, the traffic situation, the outside temperatures, the weather conditions and / or the time of day. It is particularly advantageous if a prospective energy consumption profile is created for all possible driving routes and the operation of the internal combustion engine and / or the heating device of the exhaust gas aftertreatment device is planned on the basis of this energy consumption profile, wherein the current and the prospective energy consumption at each travel route is preferably used when the energy consumption profile is generated is taken into account. Furthermore, the previous energy consumption can be used on the traveled section of the route to determine the vehicle load from the known topography.
  • the driver-specific energy consumption, as well as all other additional consumers such as air conditioning requirements based on outside temperature, light, windscreen wipers, windscreen and seat heating etc. are used for the most accurate prediction of energy requirements.
  • the simulation of the travel routes is based on a defined driver profile, wherein preferably the driver profile is derived from the driving operation of past journeys.
  • the total vehicle range can be used as the observation horizon.
  • the viewing horizon is estimated on the basis of the length, duration and destination of past journeys. But it is also possible to manually specify or preset the event horizon.
  • the respective current location of the electric vehicle is assigned to a new reference point, and a new simulation of all possible routes on the basis of the new reference point takes place.
  • the viewing horizon can be the original viewing horizon. It is but also conceivable that the viewing horizon as the viewpoint is changed dynamically.
  • a new assignment of the viewpoint and a new simulation of all possible routes should be performed at least when each node or branch point of the road network.
  • the switch-on time of the internal combustion engine is determined prospectively as a function of the charge state of the electrical energy store and the travel route and, taking into account a heat-up function of the exhaust gas aftertreatment device, determines a switch-on time of the heater at a defined heat output and the heater is switched on at a time prior to starting the internal combustion engine, so that Activation time of the internal combustion engine, the exhaust aftertreatment device has a defined operating temperature.
  • Fig. 1 is an electric vehicle with an electrical energy storage for
  • Fig. 2 is a diagram of the method according to the invention.
  • Fig. 3 is a route.
  • Fig. 1 shows an electric vehicle 1 with an electric drive machine 2 for driving drive wheels 3, the electric drive machine 2 being fed by an electrical energy store 4.
  • a range extender formed by an internal combustion engine 5 is provided, which charges the electrical energy store 4.
  • the internal combustion engine 5 has an exhaust gas line 6 with at least one exhaust gas aftertreatment device 7 formed by a catalytic converter, wherein a heating device 8 is provided for heating the exhaust gas aftertreatment device 7.
  • a control unit 9 the operation of the internal combustion engine 5 and the heater 8 is controlled.
  • Fig. 2 shows the operating strategy for heating the exhaust aftertreatment device 7.
  • the drive is effected by the electric vehicle 2 via the electrical energy store 4, the internal combustion engine 5 being switched off.
  • the control unit 9 monitors in step 200 permanently the state of charge SOC of the electric energy storage 4 and checks whether the state of charge SOC requires a charge by means of the internal combustion engine 5. If this is the case, it is checked in step 300 whether the internal combustion engine 5 is switched on. In this case (Y), steps 400 and 500 are skipped. If the internal combustion engine 5 is deactivated, the heating device 8 is switched on in step 400 and all preparations for starting the internal combustion engine 5 are made. The starting of the internal combustion engine 5 takes place in step 500.
  • the heating power of the heating device 8 is adjusted to the operating state of the internal combustion engine 5 in step 600.
  • the heating power can also be adjusted as a function of the state of charge SOC of the energy store 4 of the ambient temperature, the whereabouts of the electric vehicle 1 or the like in order to charge the energy store 4 as little as possible.
  • the activating of the heating device 8 takes place prospectively, which means that the activation of the heating device 8 is set as a function of the anticipated specific point in time for switching on the internal combustion engine 5.
  • FIG. 3 An example of a prospective switching on of the internal combustion engine and subsequently the heating device 8 is shown in FIG. 3 shown.
  • the Fig. 3 schematically shows a road map with a travel route R actually driven by the electric vehicle, where P 0 is the starting point, Pi is a characteristic node and P z is the destination. If the system does not know the destination, a simulation will be performed for all possible routes. In this case, the instantaneous location of the electric vehicle 1 is used as the reference point for the simulation at the starting point P 0 . Starting from this reference point, all possible routes within the observation horizon H are taken into account. For each of the simulated travel routes, a switch-on instant of the power generation device is prospectively determined, so that a defined state of charge of the energy accumulator 4 is maintained when the operating horizon H is reached.
  • the line 10 indicates the technical limit of purely electric driving.
  • Field 20 indicates the area in which the simulation provides the activation of the range extender in order not to fall below a defined state of charge SOC within the observation horizon H at the destination.
  • the simulation of all possible routes is based on speed profiles, which are determined depending on the type of road, the road conditions, the topography, the traffic situation, the outside temperatures, the weather conditions and / or the time of day.
  • a prospective energy consumption profile is created and the operation of the internal combustion engine 5 is planned on the basis of this energy consumption profile, taking into account the current and the prospective energy consumption for each route when the energy consumption profile is generated.
  • the driver-specific energy consumption, as well as all other additional consumers such as air conditioning requirements based on outside temperature, light, windscreen wipers, windscreen and seat heating, heating device 8 for the exhaust aftertreatment device 7 etc. are used for the most accurate prediction of energy requirements.
  • the information about road conditions, traffic conditions, weather, etc. can be provided via Internet, traffic, telematics or the like.
  • the simulation of the routes can be based on a defined driver profile, wherein the driver profile can be derived automatically from the driving operation of past trips, manually entered or detected by a personal identification device.
  • the total vehicle range can be used.
  • the respective current location of the electric vehicle 1 can be assigned to a new reference point, and a new simulation of all possible routes on the basis of the new reference point.
  • the original viewing horizon H can be used further.
  • the viewing horizon is changed dynamically together with the viewing point.
  • the simulation of the travel routes takes place with the involvement of a vehicle navigation system and / or a navigation satellite system.
  • the method described makes it possible, without the driver having to enter information about the destination, to minimize the size of the energy store as well as of the internal combustion engine without resulting in reduced driving performance. Nevertheless, the use of the range extender remains to a minimum necessary extent and allows the maximization of the purely mains-powered battery operation.
  • a simplification of the method may be useful in order to keep the computational effort and the calculation time within reasonable limits. It is sufficient if only such possible relevant routes are calculated, which influence the operation of the range extender. For example, in particular travel routes with different topography, traffic situation or type of road (for example city highways) are taken into account.
  • the field 30 in Fig. 3 indicates the area in which the heater 8 is activated when the internal combustion engine 5 is turned on at the point P 2 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • General Engineering & Computer Science (AREA)
  • Sustainable Development (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Navigation (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un véhicule électrique (1) comportant au moins un moteur d'entraînement (2) électrique, au moins un accumulateur d'énergie électrique (4) et au moins un dispositif de production de courant formé par un moteur à combustion interne (5), ledit moteur à combustion interne étant activé en fonction de l'état de charge (SOC) de l'accumulateur d'énergie électrique (4). Au moins un dispositif de retraitement des gaz d'échappement (7) est associé au moteur à combustion interne (5) dans la ligne d'échappement (6). Les émissions peuvent être considérablement diminuées si le dispositif de retraitement des gaz d'échappement (7) est chauffé à la température de service avant l'activation du moteur à combustion interne (5).
PCT/EP2011/059997 2010-06-24 2011-06-16 Procédé pour faire fonctionner un véhicule électrique WO2011160995A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA1064/2010 2010-06-24
ATA1064/2010A AT508065B1 (de) 2010-06-24 2010-06-24 Verfahren zum betreiben eines elektrofahrzeuges

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Publication Number Publication Date
WO2011160995A1 true WO2011160995A1 (fr) 2011-12-29

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EP3480046A1 (fr) * 2017-11-01 2019-05-08 Hyundai Motor Company Véhicule électrique hybride et son procédé de commande de fonctionnement de moteur
US20210179068A1 (en) * 2019-12-16 2021-06-17 Hyundai Motor Company Hybrid Electric Vehicle and Engine Operation Control Method Therefor
CN113401103A (zh) * 2020-03-17 2021-09-17 丰田自动车株式会社 非瞬时性存储介质、车辆控制装置及数据结构的生成方法
WO2023001828A1 (fr) * 2021-07-22 2023-01-26 Vitesco Technologies GmbH Procédé de gestion de batterie et système de gestion de batterie pour une batterie de système électrique embarquée de véhicule automobile hybride

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DE102012001740A1 (de) * 2012-01-28 2013-08-01 Volkswagen Aktiengesellschaft Verfahren zum Betrieb einer Hybridantriebseinheit für ein Kraftfahrzeug sowie Hybridantriebseinheit
DE102012011996B4 (de) * 2012-06-16 2023-03-30 Volkswagen Aktiengesellschaft Verfahren und Vorrichtung zur Optimierung eines Betriebs eines Fahrzeugs und Fahrzeug selbst
DE102013003801A1 (de) * 2013-03-05 2014-09-11 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Fahrzeug mit elektrischem Antrieb
DE102013005252A1 (de) 2013-03-27 2014-10-02 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Hybrid-Antriebsstrang und Verfahren zum Steuern desselben
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