EP2328787A1 - Procédé de réglage d'un dispositif de propulsion à moteur dans un véhicule à moteur - Google Patents

Procédé de réglage d'un dispositif de propulsion à moteur dans un véhicule à moteur

Info

Publication number
EP2328787A1
EP2328787A1 EP09782424A EP09782424A EP2328787A1 EP 2328787 A1 EP2328787 A1 EP 2328787A1 EP 09782424 A EP09782424 A EP 09782424A EP 09782424 A EP09782424 A EP 09782424A EP 2328787 A1 EP2328787 A1 EP 2328787A1
Authority
EP
European Patent Office
Prior art keywords
drive
torque
motor
wheel
electric motor
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP09782424A
Other languages
German (de)
English (en)
Inventor
Mario Kustosch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2328787A1 publication Critical patent/EP2328787A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • 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
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

Definitions

  • the invention relates to a method for adjusting a motor drive device in a motor vehicle according to the preamble of claim 1.
  • the invention is based on the object, the drive torque in a motor
  • the method according to the invention requires a motor drive device in a motor vehicle with at least two separately adjustable motor drive units. To determine a consumption-optimal torque distribution between the at least two drive units, the sum of the individual consumptions of the drive units for a plurality of differently distributed drive torques is first determined. Subsequently, the consumption optimum with associated torque distribution is determined from the sum of the individual consumptions.
  • the consumption-optimal torque distribution between the drive units for the current driving situation can be determined from a freely selectable number of different operating points for the at least two motor drive units by different
  • Operating points are determined with different distributed drive torques and for each torque combination of the sum of the individual consumptions a total consumption is determined. By comparing the total consumption for the various operating points, the most favorable overall consumption can be identified with the associated torque distribution between the drive units.
  • Boundary conditions and environmental conditions can be considered.
  • the method is preferably suitable for online operation, in which the consumption optimum during the ongoing operation of the motor vehicle is determined taking into account the current in-vehicle and the vehicle-external conditions.
  • the method according to the invention can be applied to drive devices with various drive units.
  • a hybrid drive with at least two differently constructed motor drive units, which is preferably an internal combustion engine and at least one electric motor.
  • motor drive units which is preferably an internal combustion engine and at least one electric motor.
  • the consumption is converted into comparable units.
  • This approach makes it possible to compare the chemical performance of the battery with the performance of the fuel.
  • the economic factor is used to evaluate the chemical energy stored in the battery differently depending on the current state of charge.
  • the chemical energy in the battery can be considered comparatively expensive for use as propulsion of the vehicle, since if it falls below a critical state of charge, an efficient charging via the internal combustion engine would be required to a harmful
  • Motor-specific parameters as well as parameters of the drive train can be taken into account as in-vehicle quantities. Also considered are influences and limitations from the driving dynamics. As external influencing factors, environmental conditions, for example the position and speed of preceding vehicles, obstacles on the roadway or the course of the road are taken into account, which can be achieved by means of a corresponding sensor system such as, for example
  • the limits in the drive train for example, maximum allowable drive torques are taken into account, which must not be exceeded by a maximum permissible drive torque is specified on an axis or on all axes.
  • the motor drive units preferably act on different vehicle axles of the motor vehicle, wherein in principle driving units acting on a common vehicle axle can also be adjusted in an optimum manner according to the method according to the invention. In the event that the drive units act on different axes, different or optionally equally high maximum drive torques can be specified on the respective axes or in the drive train to the respective axes.
  • the torque distribution can also be influenced by vehicle dynamics regulations, for example via electronic Stability Program (ESP).
  • ESP electronic Stability Program
  • An intervention of a vehicle dynamics control program leads by way of example to a limitation of the transmittable torque on one of the motor
  • This engagement in the drive torque can be both for
  • Vehicle stabilization or the prevention of vehicle instability and to improve the driving dynamics behavior are performed, in particular a sportier vehicle behavior, for example, by influencing the steering behavior of the vehicle via a different torque distribution.
  • Another driving dynamic influencing factor is the consideration of wheel or tire slippage. This can be done in such a way that on an axis with higher
  • the distribution of the drive torque via each drive unit is preferably between the value zero and a maximum drive torque value of the respective drive unit, the value zero is set by way of example by an interruption in the drive train, in particular by opening a coupling member.
  • Fig. 1 in a schematic representation of a vehicle with
  • Hybrid drive wherein additionally a block diagram for dividing the drive torque between the engine and the electric motor of the
  • Hybrid drive is located, 2 is a block diagram for evaluating the
  • Total consumption which is composed of the individual consumption of the internal combustion engine and the electric motor.
  • the motor vehicle 1 shown in FIG. 1 has a hybrid drive, which comprises an internal combustion engine 3 and an electric motor 7, wherein the drive torques of the internal combustion engine 3 and the electric motor 7 are separately adjustable.
  • the internal combustion engine 3 gives his
  • the vehicle is expediently equipped with vehicle control systems. It has in particular an electronic brake system with vehicle dynamics control (ESP).
  • ESP vehicle dynamics control
  • the braking torques can be controlled individually for each wheel, the braking system calculating the currently transmissible tire forces for each wheel from available sensor data. From the sensor data, the maximum or minimum transferable total momentum per axis can be determined.
  • the braking system can each act on the respective axle drives via a torque-increasing or torque-reducing intervention, so that the vehicle stability can be established or maintained in the case of driving dynamics-critical driving conditions.
  • the vehicle is provided with a control or control device or equipped with various individual control or control units, which together form the control or control unit, processed in which sensor signals an on-board sensor and generates control signals for setting the various actuators in the vehicle become.
  • a block diagram is entered with blocks 10 to 19, representing various functionalities, via which the vehicle condition can be influenced.
  • the driver prescribes a driver's desired torque, which in a subsequent block 12 with a
  • Velocity function which is supplied to the block 12 from a block 11, wherein the
  • Speed function is, for example, a cruise control function or a distance control system.
  • a total drive torque is determined in block 12, which is supplied as an input to the following block 13, in which together with the block 14, a torque distribution between the engine 3 on the front axle 2 and electric motor 7 on the rear axle. 6 is carried out.
  • the torque distribution between the front and rear axle takes into account various boundary conditions from the powertrain including engine constraints and limitations derived from vehicle dynamics control systems, such as an electronic stability program ESP, and other optimization strategies or cost functions, especially an optimization of the total energy consumption, which is composed of the individual consumption the motor drive units of the motor vehicle.
  • an optimization algorithm is run during operation of the motor vehicle, in which for a plurality of differently distributed drive torques between the motor drive units respectively the individual consumptions are determined and the consumption optimum by the sum of Individual consumption is determined. Specifically, this is carried out in such a way that the drive torque, for example, of the electric motor at the rear axle is calculated by increasing in pieces starting from a minimum value and for each torque value of the current consumption of the electric motor is determined.
  • the consumption of the internal combustion engine can be determined for each iteration step, so that the individual consumption for both the electric motor and the internal combustion engine at each mathematically considered torque distribution Electric motor and internal combustion engine are known.
  • the consumption optimum is determined.
  • the torque distribution between combustion engine and electric motor assigned to this consumption optimum is known at the same time.
  • Fig. 2 shows a block diagram for the evaluation of the current total consumption, consisting of the individual consumption of internal combustion engine on the front axle and electric motor on the rear axle.
  • the index “Cr” stands for the respective crankshaft, "PTl” and “PT2” for the drive train on the front axle or the rear axle and "n” for the current iteration step for calculating the total consumption.
  • the first block 20 in the upper branch of the block diagram includes a torque transfer function for converting the crankshaft torque M Cr PT2 at the rear axle into a corresponding wheel drive torque M wheel PT2 at the rear axle.
  • the rear axle wheel drive torque M Rad PT2 of the current iteration step n applied on the output side is subtracted from a driver desired torque M Rad Drv in a block or step 21, whereby the front axle wheel drive torque M wheel PT1 of the current iteration step n receives.
  • the lower branch of the block diagram shows the rear axle crankshaft torque M Cr PT2 , which corresponds to the torque applied to the engine
  • Electric motor corresponds, multiplied in block 25 with the current speed n_PT2 of the electric motor to obtain the electrical power that would have to be taken from the battery of the electric motor to realize the corresponding drive torque.
  • the efficiencies ⁇ EIm of the electric motor and ⁇ Bat of the battery are taken into account, which reduce the value of the calculated power accordingly.
  • the value obtained therefrom is then multiplied in a block 32 by an economic factor k e , from which one obtains a fuel-equivalent electric power, which in block 24 corresponds to the power from the fuel for the internal combustion engine to the total consumption P 1n (n) for the current iteration step n is added.
  • the total consumption P 1n is for a plurality of
  • each iteration step n for a different value of the drive torque M Cr PT2 of the electric motor and thus, taking into account the driver's desired torque M Rad Drv for a corresponding torque distribution between the electric motor and the engine. From the sum of the total consumption values P 1n thus obtained, the lowest value can then be determined, to which a specific torque ratio is assigned, which can be set by appropriate control of the internal combustion engine and of the electric motor on the axles of the vehicle.
  • the economic factor k ⁇ ; taken into account in block 32 and which makes it possible to make the chemical performance from the battery comparable to the power from the fuel is calculated in block 28.
  • this block 28 are more blocks 29 to 31, which represent the calculation of the economic factor k e .
  • the difference between the target state of charge SOCsoii and actual state of charge SOC lst the battery in block 29 is determined.
  • the difference value passes as an input into the block 30, in which the difference value of the state of charge is integrated with a gain factor k x , wherein in block 31 an offset k 0 is added.
  • the offset k 0 can be assigned the value 1 representing a balanced state of charge of the battery, whereas the value 0 for the offset k 0 means that the chemical energy is valued the same as the energy from the fuel.
  • the integrator in block 30 operates in the manner of a memory to take into account the duration of the control deviation. If the discharge and charge phases of the battery are balanced, the value is balanced. By contrast, if, for example, the discharge phase predominates, then the economic factor k e becomes greater, so that the chemical energy from the battery is assessed unfavorably for driving the vehicle. Conversely, the chemical energy from the battery and thus the actuation of the electric motor at a lower economic factor k e is valued cheaper.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

La présente invention concerne un procédé de réglage d'un dispositif de propulsion à moteur dans un véhicule à moteur comprenant au moins deux unités de propulsion dont les couples d'entraînement peuvent être réglés séparément. Selon l'invention, pour permettre la détermination de la répartition de couple optimale du point de vue consommation, la somme des consommations individuelles des unités de propulsion est déterminée pour une pluralité de couples d'entraînement répartis différemment, et cette somme est utilisée pour déduire l'optimisation de consommation.
EP09782424A 2008-09-19 2009-09-01 Procédé de réglage d'un dispositif de propulsion à moteur dans un véhicule à moteur Withdrawn EP2328787A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008042228A DE102008042228A1 (de) 2008-09-19 2008-09-19 Verfahren zur Einstellung einer motorischen Antriebseinrichtung in einem Kraftfahrzeug
PCT/EP2009/061237 WO2010031678A1 (fr) 2008-09-19 2009-09-01 Procédé de réglage d'un dispositif de propulsion à moteur dans un véhicule à moteur

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EP2328787A1 true EP2328787A1 (fr) 2011-06-08

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EP09782424A Withdrawn EP2328787A1 (fr) 2008-09-19 2009-09-01 Procédé de réglage d'un dispositif de propulsion à moteur dans un véhicule à moteur

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US (1) US20110166735A1 (fr)
EP (1) EP2328787A1 (fr)
JP (1) JP2012502832A (fr)
CN (1) CN102159439B (fr)
DE (1) DE102008042228A1 (fr)
WO (1) WO2010031678A1 (fr)

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Also Published As

Publication number Publication date
DE102008042228A1 (de) 2010-04-01
US20110166735A1 (en) 2011-07-07
CN102159439B (zh) 2015-06-17
JP2012502832A (ja) 2012-02-02
WO2010031678A1 (fr) 2010-03-25
CN102159439A (zh) 2011-08-17

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