WO2013023726A1 - Procédé de gestion de l'énergie pour un véhicule automobile ainsi que système de propulsion hybride d'un véhicule automobile - Google Patents

Procédé de gestion de l'énergie pour un véhicule automobile ainsi que système de propulsion hybride d'un véhicule automobile Download PDF

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Publication number
WO2013023726A1
WO2013023726A1 PCT/EP2012/002926 EP2012002926W WO2013023726A1 WO 2013023726 A1 WO2013023726 A1 WO 2013023726A1 EP 2012002926 W EP2012002926 W EP 2012002926W WO 2013023726 A1 WO2013023726 A1 WO 2013023726A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
drive system
hybrid drive
charge
state
Prior art date
Application number
PCT/EP2012/002926
Other languages
German (de)
English (en)
Inventor
Markus Ruf
Michael Auerbach
Original Assignee
Audi Ag
Universität Stuttgart
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 Audi Ag, Universität Stuttgart filed Critical Audi Ag
Publication of WO2013023726A1 publication Critical patent/WO2013023726A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • 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
    • 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
    • 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
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0026—Lookup tables or parameter maps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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

Definitions

  • the invention relates to an energy management method for a motor vehicle with a hybrid drive system, comprising at least one internal combustion engine and at least one electric machine, which generate a drive torque of the hybrid drive system, at least temporarily together.
  • the invention further relates to a hybrid drive system of a motor vehicle.
  • the hybrid propulsion system may be, for example, a parallel hybrid propulsion system or a power split hybrid propulsion system.
  • the hybrid drive system comprises at least two drive machines, of which at least one is present as an internal combustion engine and at least one further as an electric machine.
  • the internal combustion engine and the electric machine are in each case at least temporarily operatively connected to an output shaft of the hybrid drive system, wherein the output shaft is assigned to a drive train of the motor vehicle or is operatively connected thereto.
  • the hybrid drive system in particular via a transmission and / or a clutch, that is operatively connected to at least one drive wheel of the motor vehicle.
  • the operative connection is in such a way that the internal combustion engine and the electric machine generate the drive torque, which is present on the output shaft of the hybrid drive system, at least temporarily together.
  • the drive torque represents a total drive torque of the hybrid drive system, which corresponds either to a torque generated by the internal combustion engine, a torque generated by the electric motor or one of the two jointly generated torque.
  • DE 10 2008 064 538 A1 describes a method for operating a hybrid vehicle with a hybrid drive, which comprises an electric machine and an internal combustion engine with intake and exhaust valves, wherein intake and / or exhaust valves have a variable valve control for representing at least two different drive modes of the internal combustion engine have.
  • a useful range of the internal combustion engine assigned to the first, more fuel-efficient operating mode is to be expanded by the hybrid drive.
  • any exhaust emissions of the hybrid drive system in particular nitrogen oxide and / or soot emissions, which occur in particular when the internal combustion engine is present as a diesel internal combustion engine, are not considered.
  • DE 42 17 668 C1, DE 41 33 013 C2, DE 10 2007 038 585 A1 and DE 10 2008 035 451 A1 are also known from the prior art.
  • a torque-speed map of the hybrid drive system of at least two intersecting in at least one intersection torque curves is divided into characteristic areas and a control and / or rules of the internal combustion engine and the electric machine takes place in dependence on the map area in which the Operating point of the hybrid drive system is located.
  • the torque / rpm characteristic map preferably extends over the entire speed range and / or the entire torque range that can be displayed by means of the hybrid drive system, ie from a minimum speed n m j n to a maximum speed n max and / or a minimum torque M min up to a maximum torque M max .
  • the torque and the speed plotted in the map usually relate to the output shaft of the hybrid drive system.
  • the torque corresponds to the drive torque, the speed of a drive speed to the output shaft of the hybrid drive system.
  • torque and speed can also be assigned only to the internal combustion engine or only the electric machine.
  • the torque-speed map are at least two torque characteristics before, which intersect in the at least one intersection.
  • the point of intersection corresponds to an operating point, so it is defined by a torque and a speed.
  • the torque characteristics are preferably invariable, that is invariable. However, it can also be provided that the torque characteristics are determined as a function of at least one operating variable of the hybrid drive system. Because himself cutting the torque characteristics at the intersection, the torque-speed map is divided into map areas. If there are exactly two moment characteristic curves which intersect in exactly one single point of intersection, then there are four characteristic diagram ranges, which can also be referred to as quadrants to this extent. It is now provided that the control of the internal combustion engine and the electric machine - that is, the entire hybrid drive system - in response to the map area is in which the operating point of the hybrid drive system is located.
  • the control or regulation takes place both directly on the basis of the operating point and on the basis of the corresponding map area.
  • both the operating point and an operating parameter are supplied, which describes the map area.
  • the operating point is defined by a speed and a torque.
  • the operating point, on the basis of which the map area is determined, may be, for example, a default operating point, a desired operating point or an actual operating point.
  • the default operating point is determined as a function of a driver request or the specification of a driver assistance device, while the desired operating point is derived from, for example, the default operating point.
  • the actual operating point corresponds to the actual actual operating point of the hybrid drive system. Default operating point, desired operating point and actual operating point may, but need not match.
  • an operating parameter is determined which depends exclusively on the quadrant, but not directly on the operating point.
  • the operating parameter contains, for example, an identification of the quadrant or describes it. While the operating point can be selected within the entire speed range or the entire torque range, the operating parameter only describes that characteristic field region in which the operating point falls.
  • the operating parameter is a function of the operating point and may be expressed as f (M, n), where M is the torque and n is the speed of the operating point.
  • a development of the invention provides that a first of the torque characteristics describes a first limiting torque over the rotational speed, wherein the first limiting torque is present at a limit efficiency of the hybrid system, and / or that a second one of the torque characteristics describes a second limiting torque over the rotational speed, wherein the second Limit torque at a maximum allowable exhaust emission of the hybrid drive system, in particular NO x - and soot emission, is present.
  • the torque-speed map of the hybrid drive system the torque is plotted against the speed.
  • the index i denotes the respective torque characteristic.
  • the first torque characteristic should be present at the limit efficiency.
  • the limit efficiency is preferably a pulse operating limit efficiency.
  • the first torque characteristic therefore describes the limit beyond which pulse operation of the drive system is no longer worthwhile from an energy point of view. Up to the torque characteristic, that is for M (n) ⁇ M ⁇ n), operation in pulsed mode is meaningful.
  • the intervals in which the change takes place between the internal combustion engine and the electric machine in pulse mode depend on a state of charge of an energy store. If the state of charge is sufficiently high, that is, for example, greater than a nominal state of charge, the drive torque is generated exclusively by means of the electric machine. If the state of charge drops below the nominal state of charge or under a minimum charge state, then the drive torque is generated exclusively by means of the internal combustion engine, and preferably additionally, in particular by means of the electric machine, the energy store is charged.
  • the limit efficiency is usually the efficiency that is achieved at a certain speed maximum when driving simultaneously with both the internal combustion engine and the electric machine.
  • the achievable efficiency of the hybrid drive system is above the first torque curve thus greater than the specific limit efficiency, below, however, smaller.
  • the second limit torque is present at a maximum permissible or desired exhaust emission of the hybrid drive system, in particular caused by the internal combustion engine. Above the second limiting torque, these exhaust emissions are exceeded, so that a longer operation should be avoided.
  • there is usually a high power requirement in this area so that the internal combustion engine can not be switched off easily or a substantial load point reduction can be performed.
  • a further development of the invention provides that a first of the characteristic map ranges upward through both moment characteristic curves, a second of the characteristic field regions to the left of the point of intersection downwards through the first of the moment characteristic curves and upwards through the second one of the torque characteristics, a third one of the characteristic field regions to the right of the point of intersection is bounded above by the first of the torque characteristics and down by the second of the torque characteristics, and a fourth of the map ranges is bounded below by both torque characteristics.
  • the torque characteristics are thus arranged at least approximately X-shaped in the torque-speed map.
  • the first map area is thus encompassed by the two torque characteristics and the axes of the torque / speed map or the speed range and the torque range.
  • the fourth map area which is bounded below by the torque characteristics and up or to the side of the axes of the torque-speed map or the speed range and the torque range.
  • the second map area is to the left of the intersection point, ie at n ⁇ n s between the torque characteristics and is otherwise also limited by the axes or the speed range and the torque range.
  • the quantity n s describes the speed at which the point of intersection of the torque characteristics is present.
  • the third map area is present between the torque characteristics. It is otherwise also limited by the axes or the speed range and the torque range.
  • a development of the invention provides that in the first of the map areas and in a state of charge of an energy storage of the hybrid drive system, which is greater than a certain nominal state of charge, the internal combustion engine is deactivated or operated in an idle mode and a drive train of the motor vehicle is only torque-applied by means of the electric machine.
  • the operating point of the hybrid drive system in the first map range so it is also checked whether the state of charge of the energy storage is greater than the nominal state of charge.
  • the nominal charging state can be determined, for example, on the basis of at least one operating parameter of the hybrid drive system or of the motor vehicle, for example on the basis of a setpoint torque, a setpoint speed or a speed of the motor vehicle.
  • the drive torque is to be generated only by means of the electric machine, that is to say the drive train is only subjected to torque by means of the electric machine.
  • the internal combustion engine is deactivated or operated in the idling mode.
  • a development of the invention provides that in the first of the map areas and in a state of charge of the energy storage of the hybrid drive system, which is smaller than the certain nominal state, a load point boost is performed for charging the energy storage, wherein the load point increase of the first and / or the second Torque characteristic is limited.
  • the (target) operating points of the internal combustion engine and the electric machine are selected such that their torques add to that of the desired operating point of the hybrid drive system. Their speeds match.
  • the operating point of the internal combustion engine is selected such that the torque of the internal combustion engine corresponds to that of the default operating point, that is, the internal combustion engine provides the drive torque.
  • the increase in the load point is now to be understood as meaning a shift in the (setpoint) operating point of the internal combustion engine in the direction of a larger torque with a simultaneous shift of the (setpoint) operating point of the electric machine in the direction of a smaller torque.
  • the internal combustion engine supplies a torque which is greater than the torque of the default operating point.
  • a torque is provided which is sufficient to provide the desired drive torque and at the same time to charge the energy store by means of the electric machine, for which purpose it is used as a generator.
  • a development of the invention provides that in the second of the map areas always a load point increase is performed when the state of charge is less than the nominal state of charge, the load point increase is limited by the second torque curve.
  • a maximum state of charge of the energy store may also be provided at this point, that is to say a charge state which may have this maximum.
  • the load point increase is preferably always carried out - starting from the operating point - when the state of charge is less than the nominal state of charge.
  • the load point increase is limited by the second torque characteristic, so the operating point of the internal combustion engine can not exceed the second torque characteristic.
  • a development of the invention provides that in the third of the characteristic map areas and only in a state of charge of the energy store of the hybrid drive system, which is smaller than a minimum charge state, a load point increase for charging the energy storage is performed.
  • the minimum charge state is that charge state of the energy store which should have this minimum. If the state of charge is less than the minimum charge state, a load point increase is performed.
  • the load point boost may be limited by the first torque characteristic.
  • the load point increase is preferably only carried out until the minimum charge state is reached by the state of charge.
  • the load point increase should only be carried out if the state of charge is less than the minimum charge state. At no other time is a load point increase permitted.
  • a development of the invention provides that in the third of the map areas and a state of charge, which is greater than the nominal state of charge or the minimum charge state, the internal combustion engine is deactivated or operated in an idle mode and the drive train of the motor vehicle is only torque-applied by means of the electric machine. As far as possible, an electric driving operation is therefore carried out in the third characteristic area.
  • the internal combustion engine is deactivated or operated in the idle mode and generates the drive torque exclusively by means of the electric machine. This is provided until the state of charge of the energy store falls below the nominal charge state or the minimum charge state. Subsequently, a pure combustion engine driving recorded operation, so that the driving torque is generated only by means of the internal combustion engine.
  • the state of charge of the energy store drops further and becomes smaller than the nominal state of charge or the minimum state of charge.
  • the energy storage device should only be charged if the minimum charge state is undershot, and this only until the charge state corresponds to the minimum charge state.
  • a development of the invention provides that in the fourth of the characteristic map regions and in a state of charge which is greater than the minimum charge state and / or the nominal charge state, a load point reduction is performed.
  • the load point reduction should be performed in the fourth map area.
  • Under the load point reduction is - starting from the desired operating point of the hybrid drive system - to understand a reduction in the torque supplied by the internal combustion engine and a simultaneous increase in the torque supplied by the electric machine. In sum, thus the same drive torque is generated, but there is a different distribution between the engine and electric machine.
  • the engine provides a torque that is less than the torque of the desired operating point of the hybrid drive system.
  • the difference to this is compensated by means of the electric machine by using energy from the energy storage.
  • the load point reduction can be carried out if the state of charge is greater than the minimum charge state or the nominal charge state. If the state of charge is less than the minimum charge state or the nominal charge state, on the other hand, no load point reduction can be carried out. Rather, the internal combustion engine is operated to generate the driving torque. Preferably, under no circumstances is a load point boost provided in the fourth map area because the operating point is already above the torque characteristics.
  • the invention further relates to a hybrid propulsion system of a motor vehicle having an energy management method, wherein the hybrid propulsion system comprises at least one internal combustion engine and at least one electric machine which at least temporarily generate a propulsion torque of the hybrid propulsion system.
  • an engine control unit of the hybrid drive system should be designed to provide a torque Ment-speed map of the hybrid drive system of at least two intersecting in at least one intersection point torque characteristics in map areas and to perform a control and / or regulating the internal combustion engine and the electric machine in dependence on the map area in which the operating point of the hybrid drive system is located.
  • the control unit serves insofar as to perform the energy management process.
  • the energy management method or the hybrid drive system can be developed according to the above statements.
  • Figure is a diagram in which a drive torque of a hybrid drive system is plotted over a drive speed.
  • the figure shows a diagram in which a drive torque M is plotted against a drive speed n.
  • the drive torque M denotes the torque which is generated by a hybrid drive system comprising at least one internal combustion engine and at least one electric machine, at least at times on a power train of the hybrid drive system.
  • the drive train is connected to a drive train of a motor vehicle, which is not shown here, operatively connected or operatively connected, for example via a transmission and / or a clutch.
  • the drive torque to the drive train of the motor vehicle can be provided.
  • the graph represents a torque-speed map of the hybrid drive system. In the torque-speed map, a first torque characteristic 1 and a second torque characteristic 2 are plotted. The two torque characteristics 1 and 2 intersect at an intersection 3 at a torque M s and a speed n s .
  • Another torque characteristic 4 indicates a maximum torque that can be generated by means of the electric machine.
  • the torque-speed map is divided into four map areas 5, 6, 7 and 8 by the torque maps 1 and 2.
  • the first map area 5 is up through the torque characteristics 1 and 2 and otherwise through the axes of Torque-speed map limited.
  • the second map area 6 is to the left of the intersection 3, that is, for n ⁇ n s . He is limited down through the torque curve 1 and up through the torque curve 2.
  • the map area 6 is so far between the torque characteristics 1 and 2.
  • the fourth map area 8 lies above the torque characteristics 1 and 2.
  • the first torque characteristic 1 describes a first limit torque over the rotational speed n, wherein the first limit torque is present at a limit efficiency of the hybrid drive system.
  • the first limit torque denotes a moment up to which a pulse operation of the hybrid drive system makes sense. If an operating point of the hybrid drive system over the first torque characteristic 1, preferably no pulse operation is performed, but the drive torque of the hybrid drive system by means of internal combustion engine and electric machine together or by means of only one of the two machines.
  • the second torque characteristic 2 describes a second limit torque over the speed. The second limit torque is present at a maximum permissible or desired exhaust emission of the hybrid drive system.
  • both the internal combustion engine and the electric machine are controlled and / or regulated as a function of the characteristic map region in which the operating point of the hybrid drive system is located.
  • the operating point describes the drive torque and the drive speed to be provided by the hybrid drive system. If the operating range lies in the first characteristic field region 5 and if a charge state of an energy store of the hybrid drive system is greater than a specific desired charge state, the internal combustion engine is deactivated or operated in an idling mode and the drive train is only torque-applied by means of the electric machine. If, on the other hand, the state of charge is lower than the specific nominal state of charge, then a load point increase for charging the energy store is carried out. However, the load point increase is limited by the first and the second torque characteristic.
  • the operating point of the internal combustion engine is shifted towards the load point increase at a constant drive speed in the direction of a larger torque, while the operating point of the electric machine is shifted in the direction of a smaller torque.
  • the load point increase should be limited by the torque characteristics 1 and 2. The increase of the operating point of the internal combustion engine is therefore permissible only insofar as either the first torque characteristic 1 or the second torque characteristic 2 is reached.
  • a load point increase should always be carried out if the state of charge of the energy store is less than the nominal state of charge.
  • the load point increase is limited by the second torque characteristic 2.
  • a load point increase for charging the energy storage is performed.
  • This load point increase can optionally be limited by the first torque characteristic 1.
  • the state of charge is greater than the nominal state of charge or the minimum charge state, then the internal combustion engine is deactivated or operated in an idling mode and the drive train of the motor vehicle is only subjected to torque by means of the electric machine.
  • the fourth map area 8 it is provided, if the state of charge is greater than the minimum charge state or the nominal charge state, to perform a load point reduction.
  • the load point reduction is terminated as soon as the state of charge falls below the minimum charge state or the nominal charge state. In the fourth map area, a load point increase is not provided.
  • an energy management method can be realized which, in addition to a reduction in fuel consumption, additionally influences the exhaust emissions, in particular a reduction.

Abstract

L'invention concerne un procédé de gestion de l'énergie pour un véhicule automobile doté d'un système de propulsion hybride comprenant au moins un moteur à combustion interne et au moins un moteur électrique qui produisent ensemble au moins temporairement un couple d'entraînement du système de propulsion hybride. Selon l'invention, un champ caractéristique couple-vitesse de rotation du système de propulsion hybride est divisé par au moins deux courbes caractéristiques de couple (1, 2) se coupant en au moins un point d'intersection en régions de champ caractéristique (5, 6, 7, 8) et une commande et/ou un réglage du moteur à combustion interne et du moteur électrique a lieu en fonction de la région de champ caractéristique (5, 6, 7, 8) dans laquelle le point de fonctionnement du système de propulsion hybride se trouve. La première courbe caractéristique (1) est basée sur un degré de rendement limite pour le mode pulsé et la deuxième courbe caractéristique (2) sur une valeur limite des gaz d'échappement. L'invention concerne également un système de propulsion hybride d'un véhicule automobile.
PCT/EP2012/002926 2011-08-18 2012-07-12 Procédé de gestion de l'énergie pour un véhicule automobile ainsi que système de propulsion hybride d'un véhicule automobile WO2013023726A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011111073.2A DE102011111073B4 (de) 2011-08-18 2011-08-18 Energiemanagementverfahren für ein Kraftfahrzeug sowie Hybridantriebssystem eines Kraftfahrzeugs
DE102011111073.2 2011-08-18

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WO2013023726A1 true WO2013023726A1 (fr) 2013-02-21

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WO (1) WO2013023726A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019115075A1 (de) * 2019-06-04 2020-12-10 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Hybridfahrzeugs, Steuerung, Antriebsanordnung und Hybridfahrzeug

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DE4217668C1 (de) 1992-05-28 1993-05-06 Daimler Benz Ag Verfahren zur Steuerung eines ein Fahrzeug antreibenden Hybridantriebes
DE4133013C2 (de) 1991-10-04 1995-11-30 Mannesmann Ag Nicht-spurgebundenes Fahrzeug mit elektrodynamischem Wandler
US6338391B1 (en) * 1999-03-01 2002-01-15 Paice Corporation Hybrid vehicles incorporating turbochargers
US20040060751A1 (en) * 1995-05-31 2004-04-01 The Regents Of The University Of California Method for controlling the operating characteristics of a hybrid electric vehicle
DE102006013295A1 (de) * 2006-03-23 2007-09-27 Robert Bosch Gmbh Verfahren zum Betreiben eines Hybridantriebs
DE102008035451A1 (de) 2008-07-30 2009-03-19 Daimler Ag Verfahren zur Optimierung eines Hybridbetriebs
DE102007043605A1 (de) * 2007-09-13 2009-03-19 Robert Bosch Gmbh Verfahren zur dynamischen Moment- und/oder Drehzahlkoordination von Antriebsaggregaten eines Hybridantriebs und entsprechende Vorrichtung
DE102007038585A1 (de) 2007-08-16 2009-03-19 Zf Friedrichshafen Ag Verfahren zur Lastpunktverschiebung im Hybridbetrieb bei einem parallelen Hybridfahrzeug
FR2934526A1 (fr) * 2008-07-30 2010-02-05 Renault Sas Systeme et procede de commande d'un groupe motopropulseur hybride
DE102008064538A1 (de) 2008-12-19 2010-06-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betreiben eines Hybridfahrzeuges

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4133013C2 (de) 1991-10-04 1995-11-30 Mannesmann Ag Nicht-spurgebundenes Fahrzeug mit elektrodynamischem Wandler
DE4217668C1 (de) 1992-05-28 1993-05-06 Daimler Benz Ag Verfahren zur Steuerung eines ein Fahrzeug antreibenden Hybridantriebes
US20040060751A1 (en) * 1995-05-31 2004-04-01 The Regents Of The University Of California Method for controlling the operating characteristics of a hybrid electric vehicle
US6338391B1 (en) * 1999-03-01 2002-01-15 Paice Corporation Hybrid vehicles incorporating turbochargers
DE102006013295A1 (de) * 2006-03-23 2007-09-27 Robert Bosch Gmbh Verfahren zum Betreiben eines Hybridantriebs
DE102007038585A1 (de) 2007-08-16 2009-03-19 Zf Friedrichshafen Ag Verfahren zur Lastpunktverschiebung im Hybridbetrieb bei einem parallelen Hybridfahrzeug
DE102007043605A1 (de) * 2007-09-13 2009-03-19 Robert Bosch Gmbh Verfahren zur dynamischen Moment- und/oder Drehzahlkoordination von Antriebsaggregaten eines Hybridantriebs und entsprechende Vorrichtung
DE102008035451A1 (de) 2008-07-30 2009-03-19 Daimler Ag Verfahren zur Optimierung eines Hybridbetriebs
FR2934526A1 (fr) * 2008-07-30 2010-02-05 Renault Sas Systeme et procede de commande d'un groupe motopropulseur hybride
DE102008064538A1 (de) 2008-12-19 2010-06-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betreiben eines Hybridfahrzeuges

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DE102011111073A1 (de) 2013-02-21

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