WO2015140244A1

WO2015140244A1 - Method for controlling a hybrid drive of a vehicle, vehicle-side device and central processing unit

Info

Publication number: WO2015140244A1
Application number: PCT/EP2015/055762
Authority: WO
Inventors: Klaus Mühlbauer
Original assignee: Continental Automotive Gmbh
Priority date: 2014-03-20
Filing date: 2015-03-19
Publication date: 2015-09-24
Also published as: DE102014205252B4; DE102014205252A1

Abstract

A method for controlling a hybrid drive of a vehicle (110) is described. The hybrid drive has at least two different drive components (120, 122). The method comprises the steps: sensing a destination and an associated minimum setpoint charge level of an energy accumulator (130; 132) which supplies one of the drive components (120, 122); acquiring traffic information and/or road state information and estimating a future total drive power to be provided by the drive components, on the basis of the traffic information or road state information, and controlling the drive components according to an operating strategy, which has been calculated in accordance with minimum energy consumption as an optimisation goal, with the minimum setpoint charge level as an optimisation peripheral condition and on the basis of the total drive power. The operating strategy is calculated in a fixed central processing unit (200). The operating strategy is transmitted as a setpoint operating strategy to the vehicle (110).

Description

description

Method for controlling a hybrid drive of a vehicle, vehicle-mounted device and central computer

It is known to drive hybrid vehicles, d. H. with several different drive types, for example by means of a combination of an electric drive with an internal combustion engine.

Different drive components, such as Electr ^¬ innovative and combustion-based drive components have different behavior on at different operating parameters, and this is reflected particularly in the energy consumption and efficiency. This has the operation ^¬ strategy, that is, the power division, fizient to the drive components ^¬ a strong influence on the Gesamtenergieef-.

For example, the document WO 2011/128410 AI describes to divide a driving performance to be performed on an electric and on an internal combustion engine, wherein for a route ahead road related or. traffic-related information is used.

It has been recognized that this approach, which is only related to a vehicle, can on the one hand be further optimized with regard to energy efficiency and, on the other hand, requires a high vehicle-side computing power.

It is therefore an object of the invention to show a possibility with which a hybrid drive can be controlled energy-efficiently in a simple manner.

This object is achieved by the method according to claim 1. Preferred embodiments are obtained with the features of Dependent claims and the features of the other Be ^¬ scription.

It was recognized that an operating strategy is better and calculated in a simpler manner by means of a central computer, the operating strategy of the vehicle concerned over ^¬ averages, so that the vehicle can implement this (unchanged or modi ^¬ fied). The provision of computer power in a central computer can thus be realized simpler, cheaper, more reliable, and with less redundancy than computing power in each individual vehicle whose operating strategy is to be calculated. Furthermore, traffic or road condition information can be more easily taken into account because the central computer needs to request it only once and this information can be used for multiple vehicles. In particular, this eliminates the need for vehicles to collect this data themselves. The central computer may be a more precise picture of the traffic situation or road situation make as a single vehicle, also can determine a more accurate and more reliable picture of the traffic and road ^¬ ßensituation due to the large amount of data of the central computer.

It also allows a stationary central computer, from which is the operating strategy of respective vehicles over ^¬ averages that in the optimization of an operating strategy data can be taken into account in determining the operational strategy of another vehicle. Thus, the optimization process of operating strategies of several vehicles can be carried out as one process, so that optimization processes of the operating strategy of several vehicles can be linked together in order to determine the operating strategies more robustly and precisely. In addition, allows the central computer that the operating strategy of a vehicle is transmitted to the operating strategy of another vehicle can be generated for other vehicles by simple imaging at ^¬ play by means of a picture, so that already computed operating strategies. It is therefore proposed a method for controlling a hybrid drive of a vehicle, wherein the hybrid drive min ^¬ least has two different drive components. As different drive components drive components are referred to, which can generate traction power for the vehicle when activated. As drive components in particular combustion engines, electric drives, pneu ^¬ matic drives, hydraulic drives or spring-driven ^¬ driven drives are possible, with mechanical drives with flywheel storage or pneumatic drives with pressure accumulator can be used. Usually two schiedliche under ^¬ drive components are summarized as a hybrid drive, each drive component at least one

Energy storage that feeds this. The energy store can also be set up to receive energy from the drive component, for example during recuperation processes of electric drives, in which an electrical machine stores electrical energy in a battery. As part of the method, a destination is detected, for example by entering a geographical location or a route or by retrieving a location or a route from a database in the data on the usual driving behavior with respect to the time (weekday, month, holiday, time of day , or the like) are stored. The destination can be an end to a planned

Specify route or may be an intermediate destination of a planned route. The destination can in particular be entered via a user interface, for example the user interface of a navigation device. Further, a desired level of an energy storage is detected, which supplies at least one of the drive components. The target level is the special ^¬ a minimum desired level in terms of a lower limit, but may be set as a target value, which can be reached as setpoint. The desired filling levels can be linked to the destination (in the sense of an end of a planned route or in the sense of an intermediate destination in a planned route) and can therefore also be referred to as an associated reference level, wherein the desired level or the minimum Target level for the destination, ie for the end of vo ^¬ outbound route applies. For example in an electrical energy store of the desired level as a SoC (state of charge, charge state) can be realized, which indicates either the remainder to be removed amount of energy as an absolute value or relative to the SoC as a relative indication indicates to the capacity of the energy ^¬ memory. The desired level may be a lower limit, for example 20% (or even 30%, 10% or 5%). The desired level may refer to a destination at the end of a route or to an intermediate destination. The desired level may also be increased (in particular if it relates to an intermediate destination) in accordance with a quantity of energy which is still expected to be required by the drive and / or ancillaries. In particular, the desired filling level is also increasingly raised as the amount of energy increases. The amount of energy probably still required by the drive and / or ancillaries is calculated in particular from the type of drive (purely electric, electrically assisted all-wheel drive, length of purely electrically covered driving distance). The nominal filling level may also be 70%, 80% or 100%, for example if no charging is planned or possible at the destination (interim destination or end of the route).

Furthermore, traffic and / or road condition information is collected. When traffic information in general data on the current traffic situation can be used, or Ver ^¬ traffic data on traffic management measures. Traffic information may be transmitted by a traffic service or may be provided by vehicles equipped with a corresponding communication interface (such as an interface set up for car-to-x communication). In this case, traffic information is also viewed as data representing braking or acceleration data of individual vehicles transmitted by it. Also, data on the operating state of an assistance system of a vehicle can be regarded as traffic information, since, for example, the intervention or activation of an anti-lock braking system of a vehicle indicates that in front of the vehicle in question Congestion lies or another traffic obstruction that requires an unexpected stunt. Specifically, a friction coefficient can ^¬ used in an anti-lock braking system or an electronic stability program, and relates to, for example, a preceding vehicle or a vehicle on the road ahead.

As traffic information and traffic management measures such as speed limits, Überholverbots- signs, intersections, traffic lights, construction signs or other signals are also contemplated, which reflect of vehicles to be followed Ver ^¬ transport measures, and the (moving on the road ahead) of a vehicle, in particular car ^¬ matically can be detected and transmitted by the vehicle. In particular, information representing the friction coefficient of the road, in particular information about dirt, snow or wetness on the roadway, is considered as road condition information. Furthermore, the road grade can be considered as road condition information that plays an important role especially in rekuperierenden Antriebskompo ^¬ components.

This information is used to estimate a future total drive power to be provided by the drive components. The total drive power here is for the

Estimated distance between the current position and the destination. It is of course of the vehicle speed ge ^¬ estimates in order thereof based on fuel consumption (vehicle-specific or ^¬ antriebsartspezifisch) to calculate the Gesamtantriebs- performance. The total drive power is composed in particular of the drive power of the drive components, whereby the consumption of additional units can be taken into account. The total drive power is preferably the required drive power of the drive components again over the distance to the destination (or a portion thereof). The total ^¬ drive power can in particular a speed over the distance to the destination (or a portion thereof) since the speed (or speed changes) are critical to overall drive power.

It is particularly contemplated that traffic or road condition information requiring four-wheel drive results in increased energy consumption for four-wheel drive (as compared to two-wheel drive). Here, the Ge ^¬ samtantriebsleistung can be calculated from an energy consumption of the respective drive component with a corresponding traffic condition or road conditions. The total ^{propulsion ¬} power here is a minimum total ^propulsion power, which results from the route ahead and expected (by the traffic or the road condition) expected driving behavior. The total drive power may be, in particular, the course of the drive power to be provided over the preceding distance (ie until reaching the destination) or already accumulated as an energy value representing the energy requirement for the whole of the preceding distance. The energy value or the total drive power can hereby be limited to the traction power to be provided or can take into account not only this traction power but also an additional energy consumption of vehicle-side consumers in addition to the hybrid drive (heating, air conditioning, headlights, lighting, ...). Also, the additional energy consumption can be readily determined from the traffic and road condition information, which may include in particular the temperature on the route ahead or at the destination.

The drive component is driven according to an operating strategy, which was calculated according to a minimum energy consumption as an optimization target. Here, the Be ^¬ sales strategy is also calculated with the (minimal) level set as an optimization constraint and based on the total power (in particular, based on the VELOCITY ^¬ keitsverlauf for the route ahead or for a portion thereof). The operating strategy requires the Actual energy consumption results (indirectly) from the traffic and / or road condition information or (directly) from the total propulsion power (or from the speed history). The operating strategy defines the variable proportions of at least two drive components that together have to provide the total drive power.

The power consumption required to produce the total drive power may be varied (by a variable operating strategy) with the overall drive power remaining substantially the same. The energy consumption is varied by optimizing the components of the drive components, and in particular the (time or distance-related) course of these components, which is reflected in the operating strategy, according to the "minimum energy consumption" optimization target. Preferably, the total drive power is not changed by or during the optimization so as not to change the drive in terms of maximum power, torque and responsiveness for the driver, so part of the optimization is that expected accelerations, torque requests and driver performance requirements are fully implemented as soon as they are actually requested. the handling is not impaired by the operating strategy quantity sums, wherein an acceleration by means of acceleration of an internal combustion engine by means of a machine elekt ^¬ step is preferably set equal. preferably, the Z Additional units operated with the power that specifies about a control without the method described here engages the control, so that the Abga ^¬ performance of the auxiliary units (as well as the power output of the drive) is not changed by the method described here. The operating strategy is calculated in a stationary central computer. This central computer receives traffic and / or road condition information. Sources of this information are transport services and / or vehicles, which traffic or Transfer road condition information to the central computer, wherein also a database may be provided, in which this information is stored, and which are transmitted to the central computer. In this case, the database can be integrated in the central computer or connected to it. The central computer also receives the destination and in particular the desired level of the energy storage of the vehicle whose hybrid drive is controlled. Furthermore, the central computer receives a location position of the vehicle whose hybrid drive is controlled. Alternatively or in combination with this, the central computer can also obtain a route from the vehicle whose hybrid drive is controlled.

For this purpose, the central computer comprises a communication module in order to communicate with the vehicle or the information sources or is connected to such a communication module. The communication module is designed for communication in accordance with a mobile radio or Internet protocol, wherein the central computer can be connected in particular via mobile services to the vehicles. The central computer may be connected to swell in particular an Internet connection with the information ^¬.

As a result, the central computer transmits the operating strategy, which is available as a target operating strategy, to the vehicle whose hybrid drive is being controlled. The target-Be ^¬ sales strategy can be implemented as it is transmitted from the central computer, so that the actual actual operating strategy of the vehicle, the target operating strategy corresponds. In addition, it is possible that the

Target operating strategy is transmitted to the vehicle, there about a driver or an operating mode control of the

Vehicle is transmitted, wherein the driver and / or the operating mode control modifies the desired operating strategy to the operating strategy modified as

Implement actual operating strategy. The desired operating strategy can be displayed via an indication to the driver, who may also have the ability to manually change the operating strategy for the route or for the distances of the route by means of an input interface, in order then to transmit the operating mode control, which the Driver implemented modified operating strategy or further modified. In the operating mode control, for example a so-called ECU (engine control unit) or a superordinate unit, minimum requirements or limits can be stored or calculated, which must not be violated. Therefore, if a strategy is transmitted, for example, as a target operating strategy of the centering ^¬ ralrechner, which would lead to a level of an energy store, which is below a predetermined limit (for example, 20% of Ge ^¬ samtkapazität, an emergency operation in any case to ge ^¬ währleisten ), so the operating strategy, which of the

Central computer is transmitted, adjusted before implementation so as not to violate the limit. In addition, the central computer can take into account the predetermined limits, or other operating parameter limits of the drive or of the additional units at the loading ^¬ bill, in particular, a ^¬ operation mode control may transmit corresponding limits to the central computer.

As an operating strategy, for example, a share indication (or its time or distance related course) understood, which indicates to which parts the Antriebskompo ^¬ nents to apply the total drive power or which drive component is activated and which drive component is disabled. The operating strategy is specified as a course for a route lying ahead to the destination, and varies over the route or over time. By Be ^¬ sales strategy different places or sections of the forward route or different times or intervals, in accordance with which the driving power is distributed to the on ^¬ drive components are assigned to certain portions of the preceding running time. Preferably, the hybrid drive comprises as drive component an internal combustion engine, which is supplied by a tank of the vehicle as energy storage. The hybrid drive further comprises an electric machine as a further drive component, which is supplied by an electrical energy storage as energy storage. The electrical machine can also be supplied by several electrical energy stores. The electrical energy stores may be electrochemical and / or electrostatic energy stores, such as lithium-based or lead-based accumulators and / or double-layer capacitors or the like. As energy storage also come mechanical memory such as pneumatic storage (compressed air storage) or flywheel storage into consideration. A buffering of energy in an energy storage as well as charging processes that take place on the route to the destination are taken into account in the optimization, in particular in the calculation of the total drive power or the energy requirement.

Furthermore, it can be provided that the central computer calculates operating strategies of a multiplicity of further vehicles. When calculating the operating strategy of the vehicle (the hybrid drive is controlled according to the method) are entranc ^¬ bedaten, intermediate results or target operating strategies or actually carried out operating strategies (ie

Actual strategies) of other vehicles. In particular, this relates to input data, intermediate results (such as the Ge ^¬ samtantriebsleistung or energy required) and operating strategies of vehicles which are not more than a predetermined distance from the vehicle stays whose Hyb- is controlled ridantrieb. The input data in this case correspond in particular to transport and / or road conditions Informa ^¬ functions or current operating data of a vehicle (ie, acceleration data, speed data, data on the activation of a driver assistance system, such as an antilock braking system, coefficients of friction of an anti-lock brake system, and others), and distance data of an adaptive cruise control system, Data from a lane keeping system or data from another driver assistance system. Here are in particular differences energy consumption or driving behavior. The driving behavior is characterized by acceleration ^¬ frequency acceleration starch, Durchschnittsgeschwindig ^¬ ness, frequency of operations and outdated in drive mode (for example economic, sporty or the like) of the subject vehicle. In this way, when optimizing an operating strategy of a vehicle, calculation data can be transferred to the optimization of the operating strategy of another vehicle, preferably in mutual manner, thereby supplying a plurality of vehicles with a respective optimization operating strategy of several operating strategies of several vehicles.

Furthermore, it can be provided that the operating strategy is calculated iteratively. As an iteration approximation, a distribution of the total operating power to the drive components is used. This division can be considered as an ongoing iteration operating strategy. The associated energy consumption for the division is determined, in particular on the basis of predetermined consumption values which are characteristic for the drive components or for the vehicle (possibly taking into account an additional energy consumption of the vehicle which occurs in addition to the energy consumption). The energy consumption (based on total drive power, operating strategy and consumption values) is determined to capture the distribution at which a global minimum of energy consumption occurs. In the course of the iteration, the division or the current operating ^{strategy is} changed in order to thereby capture the global minimum of the energy consumption.

Furthermore, it can be provided that the future temporal or local speed profile (along the route over the journey time) is estimated on the basis of the traffic or road condition information. This preferably takes place in the

Central computer instead. The total drive power to be provided is determined based on the future speed profile. The estimation preferably takes place in the iterative Calculation of the operating strategy instead, wherein the total drive power to be provided is determined based on the future additional course and based on the (iteratively variable) distribution of the total drive power or based on the iterative variable operating strategy in the context of iterative calculation.

Moreover, in addition to the speed course also a ent ^¬ speaking during the additional energy consumption ER can be calculated, including for example, the additional energy for a four-wheel mode for an air conditioner for an electric heater or for (electrical) defrosters. From the traffic or road condition information can be determined how long or on which section of the route or for which route length a four-wheel drive is expected to be required or which heat output for the interior or the vehicle. is requested for the slices. If, for example, a congestion or slow-moving traffic is detected in the preceding section of the route, the course of the speed is estimated at lower speeds. In the same way, a high additional energy consumption can be detected if vehicles in front often indicate activated anti-lock braking systems or friction coefficients lying below a predetermined limit (which can be determined by means of car-to-car communication or

Car-to-X communication is detected).

In addition, current weather information, which is low temperatures or particularly high temperatures, can lead to a high estimated additional energy consumption resulting from the use of the air conditioning or heating devices, while at temperatures on the route ahead, which are handled only with low air conditioning use lower additional energy consumption is estimated. In order to determine the total drive power, the energy requirement can be determined from the future speed profile and from predetermined consumption values. The consumption values are characteristic values of the drive components and can be stored in particular in the central computer or in a database, which are connected to the central computer.

The consumption values indicate an energy consumption for a drive component as a function of power and / or torque or depending on a rotational speed (or depending on other operating parameters such as temperature, valve lift, number of deactivated cylinders, fuel concentration in the combustion mixture of an internal combustion engine). The vehicle, whose hybrid drive is controlled, can send an identification feature to the central computer for taking into account or determining the associated consumption value so that it can call up the associated consumption values. The identification feature identifies the vehicle, the type of vehicle, or the drive components or. their type. Alternatively, the consumption data can be transmitted directly from the vehicle to the centering ^¬ ralrechner.

In addition, an additional energy consumption is preferably taken into account when determining the total drive output, which can also be predetermined and stored in the central computer, wherein the additional energy consumption may depend, for example, on external temperatures or friction coefficients of the driving surface, indicate whether an all-wheel drive is engaged, or Not. It should be taken into account the additional energy consumption, if thereby the level of an energy storage is affected, since the level of the energy storage is in turn taken into account in the optimization of the operating strategy, since the level is included as an optimization constraint.

The operating strategy is determined as a course over time, the location or over a distance. In particular, the Be ^¬ drive strategy is determined as a time course over the duration of driving ahead to reach the destination or until reaching the end of a section of the route to the destination. The operating strategy can also be present as a course over the route to the destination or over a section of this route. The operating strategy is thus one Function of the time or location and reflects the distribution of the total operating power to the drive components depending on time or place based on the route to the destination again. In addition, not only information from certain sources of information or from other vehicles may be considered in optimizing the operational strategy, but also operating strategies already performed or calculated. For this purpose, an operating strategy history is formed which relates to the same or largely identical routes and their respective operating strategy. Thus, target operating strategies (ie calculated operating strategies) and actual operating strategies (ie already actually performed operating strategies) of already traveled driving lanes are stored.

Saving may also provide for filtering, particularly filtering out operating strategies that are a-typical, such as because they deviate more from most operating strategies than other operating strategies. The already traveled routes are retrieved from the central computer and taken into account when calculating an operating strategy. Alternatively, the operation strategies of the already removed routes can be stored in the vehicle and are used for a current drive, in particular when the driving ^¬ distance respectively the destination of the current journey substantially with the route or the destination of the stored operating strategies. Operating strategies already traveled or worn routes are stored, in particular, if no special rarely occurring traffic event occurs on the route. Operating strategies, for example, are not stored if a traffic jam occurs less frequently than a limit frequency on the route.

However, if the traffic jam occurs more often than a limit frequency, the operating strategy is deposited, since due to the high frequency of congestion as typical of this traffic route can be stored. Preferably, the operating strategies are stored together with information regarding the day, ie, for example, working day or no working day or even in connection with holiday periods, weather conditions (rain, snow or the like) and / or seasons. When calculating a current operating strategy, those operating strategies are taken into account that also correspond to the stored operating strategies with regard to the latter categories. For operating strategy histories, the associated actual energy consumption is preferably also stored, which relates in particular to the generation of the traction power of the vehicle (and not to an additional energy consumption) or which includes both the traction power and additional energy consumption.

Furthermore, it can be provided that a desired operating strategy of at least one further vehicle is transmitted by means of a predetermined mapping to the desired operating ^{strategy of} the vehicle, whose hybrid drive is controlled in ^accordance with the ^method . The mapping may be provided in the central computer or in one of the vehicles. In this way calculated target operating strategies may already be mapped to be calculated Be ^¬ sales strategies, without these newly opti ^¬ mieren. However, it can be provided that the operating strategy resulting from the mapping is used as the starting point for an optimization process, for example for an iterative optimization process, as described here. When mapping different types of vehicles, energy consumption of the drive components of the vehicles, different durations or lengths or travel destinations of the forward route, different weatherability ^¬ conditions and different traffic conditions into account. In particular, different times are taken into account, since these are associated with different traffic volumes. For example, for the same route, an operating strategy of a more energy efficient vehicle can be transferred to the operating strategy of a less energy efficient vehicle by: For example, the proportion of energy that is generated by means of a combustion ^¬ machine is increased, for example, by a factor corresponding to the ratio of energy consumption of the vehicles. For example, the map may also map operating strategies that have been calculated for a high traffic volume to a (target operating strategy) for the same route with less traffic, in which case a smaller number of braking operations can be assumed, so that for the Operating strategy with less traffic, the proportion of drive power is provided, which is provided by an electric drive.

The mapping may in particular have approximations, and may further be characterized by mapping coefficients resulting from the comparison of operating strategies to be determined under different conditions (different traffic density, different consumption values, etc.).

In the following, a vehicle-side device is shown, which can be used to implement the method described here. The vehicle-side device is used to convert a target operating strategy of a hybrid drive with at least ^¬ least two different drive components. The device comprises a data interface configured to receive the desired operating strategy. The data interface is in particular a radio interface, as an interface, which is designed according to a wireless protocol or other wireless ^¬ protocol for data transmission. The data ^¬ interface may also be a transceiver for mobile communication, such as a GSM, GPRS, EDGE, HSDPA, - UMTS, or LTE transmitting / receiving device.

The apparatus further comprises a data interface connected to ^¬ user interface. The user interface is set up to display the desired operating strategy and to record changes in the operating strategy, in particular the actual operating strategy that is to be implemented or desired by the driver. The data interface can in particular a graphical presentation interface. The data ^¬ interface may further include input devices such as a computer mouse, a touchpad or the like. Furthermore, the data interface can be a touch-sensitive screen that serves both for display and for recording

Changes serves. In particular, the desired operating strategy is graphically represented so that the data interface comprises a graphic display. With the data interface, the driver can, after entering the destination, the optimized

Read target operating strategy and modify it if necessary, in which the changes are entered on the data interface.

The device further comprises a calculation unit connected downstream of the data interface. This is set up to determine an actual operating strategy. This corresponds to the target operating strategy, which has been modified according to the changes. The device unit is thus set up to record the changes to the operating strategy and is further configured to output the operating strategy changed in this way. A control interface of the device connected downstream of the calculation unit is set up to control the drive components in accordance with the actual operating strategy. The control interface is used, calculated by the calculation unit ^¬ planning to use to be implemented operating strategy for the control of the drive components. For this purpose, the control interface has an output which emits signals which are suitable for controlling the drive components, in particular in order to determine the proportions of the drive components in the overall output to be provided.

The calculation unit can in particular have a limiter which protects the drive components or their energy storage from abnormal conditions, for example in which the target operating strategy or the changed operating strategy is checked whether these are not to uner ^¬ desired operating conditions may result. This is used, in particular, to avoid overloading the energy stores or the drive components or to avoid low charge levels. States, wherein such a state of charge is located in a security area, should always be above the state of charge. The calculation unit thus also allows one

Plausibility of the desired operating strategy or the changed operating strategy and optionally modifies these, so that predetermined safety areas (for example, be ^¬ apt the state of charge, the power or the like) can be kept. While the data interface and the user interface are freely modifiable by the users and implemented, for example, as programs or applications that can be changed by the user according to his preference, the calculation unit, in particular a limiter provided therein, as well as the control interface are not externally accessible or accessible no. without overcoming a Sicherheitsme ^¬ mechanism to prevent undesirable operating conditions occur due to faulty SET ^¬ ments. The calculation unit and the control interface can in this case be provided in an ECU, ie in a motor control that can only be modified by skilled personnel, or in a higher-level operating mode control unit, while the inputs for the calculation unit such as an on-board computer, a navigation device or one

Smartphone or other mobile computing unit are generated, which are implemented as user-modifiable software. As a modifiable software, in particular applica tion ^¬ software is referred to which is installed by a user readily can be uninstalled or modified, or application software, the operating parameters (without security measure, apart from any necessary

Log-in data for activation of the devices concerned) are required.

Furthermore, as a complementary component to a central computer for determining a desired operating strategy of a hybrid drive (with at least two different Drive components). This central computer comprises a first receiving interface configured to detect a travel destination and a location (alternatively configured to detect a route) of one or more vehicles. The first receive interface is further adapted to detect a minimum desired level of energy ^¬ memory of one or more vehicles. To be set up instead of the property, for detecting a target minimum level ^¬, can already be present in the central computer, such as a minimum Sollfüllzustand predetermined size. Since such a given size is retrieved within the central computer, the retrieving entity may also be considered as a receiving interface. The central computer further comprises a second receiving ^¬ interface set up for detecting traffic or road condition information at the location, at the destination or at a location between the location or the destination (in particular on the route) of the one or more vehicles. This reception interface may be in particular ^¬ sondere an Internet-enabled receiving interface, can communicate about the weather and traffic services with the central computer. The central computer further comprises an estimation unit connected downstream of the reception interface. This is set up to estimate a future total operating power to be provided by drive components of the one or more vehicles on the basis of the traffic or road condition information.

The central computer further comprises an optimization unit connected downstream of the estimation unit. This is set up to calculate an optimized operating strategy according to minimum energy consumption as an optimization target with the minimum desired level as optimization boundary condition and based on the total drive power for the one or more vehicles. The optimization unit is to execute the here set up optimization processes. Likewise, the estimation unit described here is set up to estimate or calculate the overall performance to be performed, as described herein.

Finally, the central computer comprises a transmission interface downstream of the estimation unit. This is set up to transfer the operating strategy to the one or more vehicles. The transmission interface is in particular a radio interface, for example a mobile radio-based

Interface. Preferably, the transmission interface is constructed from ^¬ execute a security protocol, so as to communicate with the host vehicle via an encrypted connection. Likewise, the respective receiving cut parts can be provided to communicate via an encrypted Ver ^¬ binding with the vehicles.

Brief Description of the Drawings Figure 1 shows an embodiment of the invention described

Method and Figure 2 shows an exemplary overall system for describing embodiments of the vehicle-side device and the central computer. Detailed description of the drawings

Figure 1 shows a flowchart, wherein in a first step 10, a destination is defined, for example by detecting a user input, and a state destination is also detected. In addition, in step 10, a desired level of an energy store is detected upon reaching the destination. The desired level of the energy storage is in particular the state of charge of an electric battery, which supplies power to an electric drive as a drive component of the hybrid drive. The desired level may refer to the end of a planned route. It is also possible to specify a plurality of desired fill levels, whereby different desired fill levels different destinations along the route (including the end of the route).

In a subsequent step 20 traffic and / or road condition information is detected, in particular by

Transmission to the vehicle. In this case can (central) Since ^¬ tenbanken, transport services, weather services are used as sources of information ^¬ as well as peripheral data of the vehicle such as temperature, friction coefficient of a stabilizing or anti-lock braking system or the like. Peripheral data is especially data one driver assistance system such as, inter alia

Lane departure warning or proximity control, data of a range monitor, in particular a navigation device or a fleet management system, stored as historical data information about driving parameters of the own vehicle and data of a central computer or a traffic or weather service. Peripheral data especially from Kame ^¬ ravorrichtungen, radar detection units LIDAR systems u. a. determined. Peripheral data may also relate to data used to identify the driver.

From the data acquired in steps 10 and 20, an estimated future speed profile over the upcoming route to the destination (defined in step 10) is calculated in terms of a predictive estimate. Here, the energy consumption values of the drive ^¬ components are used in particular.

In step 40, the data obtained from step 30 are filtered or delimited by means of a limiter, whereby different modes of operation of different persons can be taken into account. Thus, the determined in step 30, the course of the speed is adapted to the expected driving style, which in turn depends on the current driver. The current driver can be detected by a user input or the like, wherein the driving behavior in a memory in the vehicle (or in the central computer) can be stored. In step 50, the operating strategy is initialized, wherein a first desired operating strategy is generated as a starting variable of an IT ^¬ rationsprozesses. When the first target operation ^¬ strategy, the stored last used or a different (in the vehicle or in the central computer)

Target operating strategy. In particular, the first target operating strategy may be the one used by the driver currently operating the vehicle. The Be ^¬ sales strategy is generated as a first approximation of the overall schwindigkeitsverlauf of step 40, for example by is calculated, should have what proportion of the electrical drive, so that at the end of the travel destination, a certain state of charge in the energy storage of the electric drive prevails.

In the following step 60, the total power requirement is calculated for the two drive components, in particular for an internal combustion engine and an electric motor as at ^¬ drive components. The total drive power is preferably calculated for the entire route until reaching the destination and is provided as a total energy value (in the sense of an ak ^¬ cumulative size).

In the subsequent step 70, an operating strategy in the sense of a breakdown of the total drive power to the drive components is based on the speed pattern of the step 60 determined based on the speed pattern of the step 60. In a subsequent step 80, it is checked whether the Op ^¬ timierungsziel (minimum energy consumption) has been achieved or not. If the optimization goal has not been reached, then in a subsequent step 90, the operating strategy is ver ^¬ changes to perform again the step 60, 70, 80 with a modified operating strategy.

FIG. 2 shows an example of an overall system for explaining the method described here, wherein the overall system represents a central computer, a vehicle and a vehicle-mounted device.

The vehicle 110 illustrated in FIG. 2 comprises a first drive component 120, which is driven by an energy store 130, and a drive component 122, which is driven by an energy store 132. The drive component 120 may be an internal combustion engine powered by a tank 130 while the drive component 122 may be an electric machine powered by a battery 132 and may also inject energy into the memory 132. Includes a vehicle-side device 190, a Da ^¬ tenschnittstelle 140 for receiving a target operating strategy from a central computer 200. Further, the vehicle-side device 190 includes a user interface that includes a graphical display 150, as well as an input interface for the user 152nd In the case of a touch-sensitive screen, these two components are realized by the same screen, so that the two functions of one and the same component is realized by reference numbers 150 and 152. Due to the different functions, which may once be provided as individual components, the respective rectangle has been divided and provided with the two reference numerals 150 and 152.

The following is a calculation ^¬ planning unit 160 that creates an actual operating strategy based on the data of the user interface to the user interface 150, 152nd This results from the desired operating strategy that is delivered from the data interface 140, as well as the changes that have been entered into the Benut ^¬ cut imagine.

Followed by the calculation unit 160, a driving ^¬ interface 170 that the two drive components 120, 122 actuates in accordance with the operating strategy, which is supplied from the loading unit of account ^¬ 160th An optional limiter 172 or 172 ^λ may be provided, in particular in the calculation unit or in the control interface 100 to ensure that the operating strategy according to which the drive components 120, 122 are controlled, are not faulty and are outside a safety range, the operating conditions of the vehicle marked, which are undesirable, in particular an energy storage with a level below a predetermined minimum limit. The limiter may include or have an input for such minimum limits or safety areas. The limiter can also be understood as a plausibility unit, which is set up to check the setpoint operating strategy for plausibility in accordance with predetermined framework conditions. An incorrect target operation ^¬ strategy will be detected and may not be represented, and in particular as an actual operating strategy not implemented.

The vehicle-side device 190 includes both the loading ^¬ user interface 150, 152 and the calculation unit 160 and the control interface 170, whereby preferably at least the control interface 170 for the driver is not accessible, and in particular can not be modified, so that a present there limiter 172 is not can be manipulated. Rather, the user interface 150, 152 and also the data interface 140 can be realized by an application accessible to the driver, which the driver can also change, for example, if he wishes a different embodiment of the method. To ensure safety, but an operating strategy of this application is submitted as a target operation ^¬ strategy that is not implemented necessarily, but that is checked first, especially in the control section ^¬ put by the limiter 172 and will be changed if necessary.

In addition to the data interface 140 set up for reception, the vehicle-side device 190 preferably also includes a data interface 141 set up for transmission, which transmits the destination or the route to a central computer 200. Furthermore, this interface 141 preferably also sends a minimum desired filling state, if this is not already present in the central computer for the vehicle 110. The data interface 141 can further be configured to transmit peripheral data or operating data of the vehicle and / or input data to the central computer. The data interface 141 can also be configured vehicle data (mass, friction coefficients, yaw moment, ...), handling (acceleration performance, speed curve, ...), vehicle-related system limits (ie minimum ^¬ requirements or limitations described above) and / or input data such as they are described here to be transmitted to the central computer.

The interfaces 140 and 141 can be implemented together as a transmitting / receiving device, which is preferably designed according to a mobile radio protocol. FIG. 2 also shows a corresponding central computer 200 with a first reception interface 210 for receiving a route or a destination of a vehicle 110. Furthermore, the current location of the vehicle 110 is also preferably transmitted from the reception interface 210. Thus, the interface 141 is set up to determine the current location 110 (if this is not already apparent from the route). Further, the central computer 200 includes a second receiving interface 220 for detecting Ver ^¬ kehrs- and road condition information, especially on the spot or at least for an area in which the vehicle 110 is currently located.

Alternatively or in combination with this, it is also possible to specify traffic and / or road condition information for the route or for the destination. For this purpose, as data sources, a traffic provider 300 and weather service 310 are shown as an example in Figure 2, which transmitted through the curved, ge ^¬ dashed arrows, which represent for example a Internetver ^¬ bond, data corresponding catch interface to the second recom-. As a further data source is a database to be mentioned in which, for example, friction coefficients for the destination, the driving distance for the current or staying ^¬ haltsort of the vehicle are stored 110th These can be out Driver assistance systems, such as anti-lock braking systems, which are located in vehicles in the vicinity of the vehicle 110, and determine the current friction coefficient of the road document as part of their usual function. This can be stored in a database, which can transmit data to the second receiving interface 220, so as to collect data on the road condition from vehicles as "current sensors on site" and to bring it together in a database, from which in turn the central computer 220 retrieve relevant data.

The central computer 200 further comprises an estimation unit 230, which is connected downstream of the reception interfaces 210 and 220. The estimation unit 230 is adapted for estimating a Ge ^¬ samtantriebsleistung (preferably in terms of a Energiebe- income) at least of the vehicle 110, the energy requirements of at least the drive components to reach the

Destination. Preferably, an additional energy consumption is added to the total drive ^¬ power, ie the energy that is supplied to the drive components, resulting from additional consumers such as heating, cooling, lighting of the vehicle and the like, and also of at least one of the energy storage 130, 132 must be served.

The estimation unit 230, which determines the total drive power, is followed by an optimization unit 240, which calculates an optimized operating strategy on the basis of the total ^{drive power} . In this case, the optimization unit 240 calculates the operating strategy in accordance with the optimization target "minimum energy consumption", wherein at least one of the energy stores is taken into account as at least one optimization boundary condition minimum desired fill level, the optimization proceeding from the total drive power to be provided.

Downstream of the optimization unit 240 is a transmission interface part 250, which can send the operation strategy to the vehicle 110, in particular to the reception interface 140 of the vehicle 110. The first reception interface 210 and the transmission interface 250 both communicate with the vehicle 110, so that they can be realized together as a transmitting / receiving unit. This unit is preferably set up for data transmission according to a mobile radio protocol, whereby radio protocols can also generally be used instead of the mobile radio protocol, such as WLAN, car-to-X or the like, in order to be able to transmit data from the vehicle 110 to the central computer or vice versa. The connection between the second receiving interface 210 and the services 300 and 310 may be a wired transmission technology, in particular a TCP-based transmission technology or other Übertra ^¬ supply technology, which is used for Internet-based data transfer, since both the central unit and the services 300 and 310 stationary are. Preferably encrypted through to data transmission services ^¬ be used.

In addition to the vehicle 110, a vehicle 111 is also shown, which also communicates with the central computer 200 via the first reception interface 210 and transmission interface 250. Thereby, the central computer (namely, the vehicles 110 and 111) to optimize a plurality of vehicles together with respect to the operating strategy, wherein there are synergistic effects and especially by the larger amount of data (due to the large ^¬ ßenanzahl vehicle) results in a more robust and better optimization. The vehicle 110 also includes a hybrid vehicle with at least two drive components and is designed in particular like the vehicle 110.

The central computer can be realized as a computer or as a combination of computers. The database can also be realized by a server or by a server bank with a multiplicity of server units. Ultimately, the form of implementation is arbitrary, wherein the central computer can also be implemented by a plurality of distributed (and networked) computing entities that form a central with respect to the function or for received and / or transmitted data or data processing. Reference sign list

10-90 steps of an exemplary embodiment of the method described herein

110, 111 vehicles

120, 122 drive components

130, 132 energy storage, each connected to the drive components

140 Data interface (set up to receive a

Target operating strategy from a central computer)

141 data interface adapted to send data to the central computer 200, in particular for transmitting the destination and at least one current level of energy storage

150, 152 user interface, wherein reference numeral 150 is a

Display relates and reference numeral 152 represents a entranc ^¬ bemöglichkeit

160 calculation unit

170 control interface

172, 172 ^λ Plausibilisierungseinheiten or limiter, the

Drive components or the control interface upstream

190 Vehicle-side device for implementing a

Target operating strategy of a hybrid drive

200 central computer

210 first receiving interface

220 second receiving interface

230 treasure unit

240 optimization unit

250 transmission interface

300, 310 data sources, especially in the form of traffic and transport

Meteorological services, possibly also in the form of a database

Claims

A method for controlling a hybrid drive of a vehicle (110), wherein the hybrid drive comprises at least two under ^¬ schiedliche drive components (120, 122), the method comprising the steps of:

Detecting a travel destination and an associated minimum desired level of an energy store (130; 132) that supplies one of the drive components (120, 122);

Sensing of traffic and / or road conditions Informa ^¬ functions and estimating a future services to be provided by the drive components total power requirement based on the traffic or road condition information, and controlling the drive components in accordance with an operating strategy, in accordance with minimum energy consumption optimization goal, with at least a minimum reference ^¬ level as an optimization constraint was calculated on the destination and / or during the route and based on the total drive power, where

the operating strategy is calculated in a stationary central computer (200), and the operating strategy is transmitted as a desired operating strategy to the vehicle (110).

The method of claim 1, wherein the hybrid drive as a drive component (120) comprises an internal combustion engine, which ^¬ from a tank of the vehicle as energy storage

(130) is supplied, and the hybrid drive comprises an electric machine as a further drive component (122) of an electric energy storage as energy storage

(132) is supplied.

Method according to claim 1 or 2, wherein the central computer (200) further calculates operating strategies of a plurality of further vehicles (111) and, in the calculation of the operating strategy of the vehicle (110), input data for calculating an operating strategy of at least one of the further vehicles (111), interim results of loading calculation of an operating strategy of at least one of the further vehicles (111), a transmitted as a desired operating strategy operating strategy of the further driving ^¬ tools (111) and / or an actually performed Be ^¬ sales strategy of one of the other vehicles (111) be ^¬ taken into account.

Method according to one of the preceding claims, wherein the operating strategy is calculated iteratively using as iteration approximate value of a division of the Gesamtan ^¬ drive power to the drive components (120, 122) is used, and the associated power consumption for detecting the division is determined, in which set a global minimum of energy consumption.

Method according to one of the preceding claims, further comprising:

Estimating a future temporal or local course of speed on the basis of traffic or

Road condition information and / or environment information, where the total drive power to be provided is determined based on the future speed history.

Method according to one of the preceding claims, wherein for determining the total drive power of the energy demand from the future speed curve and based on predetermined consumption values of the drive components (120, 122) is determined.

Method according to one of the preceding claims, wherein the operating strategy is determined as temporal or local course.

Method according to one of the preceding claims, wherein the central computer (200) traffic and / or road conditions ^¬ information for a route between a current position and the destination of a transport service or Weather service retrieves or determined from Fahrzustandsdaten other vehicles (111), which are transmitted from the other vehicles (111) to the central computer (200).

Method according to one of the preceding claims, wherein desired operating strategies and actual operating strategies of already traveled routes are stored and retrieved by the central computer (200) and taken into account when calculating an operating strategy.

Method according to one of the preceding claims, wherein a desired operating strategy of at least one further vehicle (111) is transmitted by means of a predetermined mapping to the desired operating strategy of the vehicle (110) whose hybrid drive is controlled according to the method of one of the preceding claims.

A vehicle side device (190) for implementing a desired operating strategy of a hybrid drive with at least two different drive components, the device comprising:

- a data interface (140) arranged to receive the desired operating strategy;

- one of the data interface (140) downstream Be ^¬ user interface (150, 152) configured for Dar ^¬ position of the desired operating strategy and for recording changes in the operating strategy;

- One of the data interface downstream calculation ^¬ tion unit (160) arranged to determine an actual operating strategy that corresponds to the desired operating strategy, which has been modified according to the changes and

- One of the calculation unit (160) downstream Ansteuungsschnittstelle (170) arranged to control the drive components according to the actual operating strategy.

12. central computer (200) for determining a

Target operating strategy of a hybrid drive, comprising: - A first receiving interface (210) configured to receive a route or to receive a destination and a location of one or more

Vehicles and a minimum desired level of energy storage of the one or more vehicles;

a second receiving interface (220) configured to collect traffic or road condition information at the location, at the destination, or at a location between the location and the destination of the one or more vehicles;

- a receiving interface (210, 220) downstream estimation unit (230) configured to estimate a future drive components of one or more vehicles to be provided overall drive ^¬ power based on the traffic or road condition information;

- one of the estimating unit (230) downstream Opti ^¬ mierungseinheit (240), which is arranged an opti ^{¬-programmed} operating strategy according to a minimum energy consumption as the optimization target, with the minimum reference level as an optimization constraint and based on the total power for the one or for the plurality of vehicles calculate; and

- One of the optimization unit (240) downstream transmission interface (250) arranged to transmit the operating strategy to the one or more vehicles.