GB2606059A - Method for charging a motor vehicle battery, and engine control device for operating an internal combustion engine - Google Patents

Method for charging a motor vehicle battery, and engine control device for operating an internal combustion engine Download PDF

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Publication number
GB2606059A
GB2606059A GB2203334.4A GB202203334A GB2606059A GB 2606059 A GB2606059 A GB 2606059A GB 202203334 A GB202203334 A GB 202203334A GB 2606059 A GB2606059 A GB 2606059A
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GB
United Kingdom
Prior art keywords
motor vehicle
internal combustion
combustion engine
vehicle battery
charge
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.)
Granted
Application number
GB2203334.4A
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GB2606059B (en
GB202203334D0 (en
Inventor
Hemminger Sebastian
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Dr Ing HCF Porsche AG
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Dr Ing HCF Porsche AG
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Filing date
Publication date
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Publication of GB202203334D0 publication Critical patent/GB202203334D0/en
Publication of GB2606059A publication Critical patent/GB2606059A/en
Application granted granted Critical
Publication of GB2606059B publication Critical patent/GB2606059B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/28—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 apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling 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
    • 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
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • B60W30/194—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine related to low temperature conditions, e.g. high viscosity of hydraulic fluid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P11/00—Safety means for electric spark ignition, not otherwise provided for
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60W2510/24—Energy storage means
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    • B60W2510/244—Charge state
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    • 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
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • 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
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    • B60Y2200/92—Hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0825—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to prevention of engine restart failure, e.g. disabling automatic stop at low battery state
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • 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
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

A method for charging a motor vehicle battery 14 of a motor vehicle, wherein after an ending of driving operation of the motor vehicle, an internal combustion engine 12 of the motor vehicle is immediately subsequently activated or remains activated, a mechanical power generated by the internal combustion engine 12 is converted into electrical energy by means of an electric machine 18 operated in generator mode, the motor vehicle battery 14 is charged by means of the electrical energy generated in the electric machine 18 and the internal combustion engine 12 is deactivated with a time delay in relation to the ending of driving operation; As a result of the follow-on running of the internal combustion engine 12 after the ending of driving operation, the motor vehicle battery 14 can be charged with good efficiency in order to allow a subsequent cold start of the motor vehicle, such that a good state of charge for the motor vehicle battery 14 of the motor vehicle is made possible at all times.

Description

Method for charging a motor vehicle battery, and engine control device for operating an internal combustion engine The invention relates to a method for charging a motor vehicle battery of a motor vehicle, and to an engine control device for operating an internal combustion engine of a motor vehicle, by means of which the motor vehicle battery can be charged by means of the internal combustion engine.
It is known from EP 2 918 463 Al for an internal combustion engine of a motor vehicle to automatically start after a predefined standstill period in order to charge a motor vehicle battery.
There is a constant requirement for a motor vehicle battery of a motor vehicle to have a good state of charge.
The invention seeks to specify measures that make it possible for the motor vehicle battery of a motor vehicle to have a good state of charge.
This may be achieved according to aspects of the invention by way of a method having the features of claim 1 and by means of an engine control device having the features of claim 10. Preferred configurations of the invention are specified in the dependent claims and in the following description, which may in each case individually or in combination represent an aspect of the invention.
One aspect of the invention relates to a method for charging a motor vehicle battery of a motor vehicle, in which method, after an ending of driving operation of the motor vehicle, an internal combustion engine of the motor vehicle is immediately subsequently activated or remains activated, a mechanical power generated by the internal combustion engine is converted into electrical energy by means of an electric machine, operated in generator mode, of the motor vehicle, the motor vehicle battery is charged by means of the electrical energy generated in the electric machine, and the internal combustion engine is deactivated with a time delay in relation to the ending of driving operation.
In a motor vehicle, the motor vehicle battery should have a state of charge that is high enough that the motor vehicle can be easily started. Here, the state of charge of the motor vehicle battery should be at least high enough that the internal combustion engine, in particular combustion motor, of the motor vehicle can be started using the electrical energy stored in the motor vehicle battery. In particular in the case of a cold start of the motor vehicle at particularly low ambient temperatures, for example below -10°C, the efficiency of the motor vehicle battery is however below average and poor, and the drag torque of the internal combustion engine is particularly high, for example owing to poor tribological properties of lubricants at such a low ambient temperature. In particular in the case of a motor vehicle in the form of a hybrid motor vehicle, however, the energy content of the motor vehicle battery should be utilized as extensively as possible during driving operation in order to minimize the fuel consumption and CO2 emissions. This means that, after driving operation, the motor vehicle battery generally has a very low level of charge, such that a subsequent cold start of the motor vehicle could be difficult.
If the driver ends driving operation, for example by virtue of the driver deactivating the ignition system of the motor vehicle and/or locking the motor vehicle from the outside, the internal combustion engine is however not deactivated, or the internal combustion engine that has already been deactivated for the purposes of ending driving operation is activated again. The internal combustion engine is thus in a started state immediately after the driver-initiated ending of driving operation. The internal combustion engine can thus, whilst still at operating temperature and thus with good efficiency, drive the electric machine, which in generator mode can generate electrical energy for charging the motor vehicle battery. The motor vehicle battery can thus be charged with good efficiency after the ending of driving operation of the motor vehicle. The motor vehicle battery can thus be charged by means of the internal combustion engine and the electric machine operated in generator mode to such an extent that the motor vehicle battery has a state of charge that is high enough for a subsequent cold start of the motor vehicle. Since too low a state of charge of the motor vehicle battery can be avoided, it is possible to utilize a particularly large amount of stored electrical energy of the motor vehicle battery during driving operation of a motor vehicle in the form of a hybrid motor vehicle, and to accept a particularly low state of charge of the motor vehicle battery at the end of driving operation. This leads to a particularly low charging resistance during the charging of the motor vehicle battery, and allows correspondingly more distinctly fuel-saving operation of the motor vehicle, whereby efficiency is additionally improved, and the fuel consumption and CO2 emissions can be kept low.
A deactivation of the internal combustion engine takes place with a time delay, at a later point in time in relation to the point in time at which the driver initiates the ending of driving operation. Even though the driver wishes to deactivate the motor vehicle, the internal combustion engine remains or is activated. The driver is preferably informed, for example by way of corresponding information text on an instrument panel, of the fact that the internal combustion engine will be activated or will remain activated after the ending of driving operation. The information text may for example indicate a "battery charging mode" and state that the internal combustion engine remains activated for this charging mode and will be automatically deactivated at a later point in time. The driver can thus understand the easily audible operation of the internal combustion engine, and recognizes that this is not faulty operating behavior of the motor vehicle. The time-delayed deactivation of the internal combustion engine may take place for example after a fixedly or dynamically specified period of time or as a function of other parameters. For example, the internal combustion engine may be automatically deactivated when an intended level of charge of the motor vehicle battery is reached, and/or when the motor vehicle battery is charged from an external energy source for electrical energy, as may be the case in particular in a motor vehicle configured as a plug-in hybrid. As a result of the follow-on running of the internal combustion engine after the ending of driving operation, the motor vehicle battery can be charged with good efficiency in order to allow a subsequent cold start of the motor vehicle, such that a good state of charge for the motor vehicle battery of the motor vehicle is made possible at all times.
In particular, the motor vehicle battery is charged until such time as a predefined threshold value for the state of charge of the motor vehicle battery is reached, wherein the threshold value lies below a maximum possible state of charge of the motor vehicle battery. Maximum charging of the motor vehicle battery is thus avoided. Operation of the internal combustion engine in the case of a particularly high state of charge of the motor vehicle battery is thus avoided. The advantage of charging the motor vehicle battery by means of an internal combustion engine that is still at operating temperature, with good efficiency of the internal combustion engine, is thus not impaired by an unduly high charging resistance of the motor vehicle battery. The charging of the motor vehicle battery up to a maximum possible level of charge may be provided for the charging of the motor vehicle battery from an external electrical grid, in the case of which the electrical energy can also be generated from regenerative forms of energy, and at most to a small extent from the combustion of fossil fuels. The charging of the motor vehicle battery up to the maximum possible level of charge can thus take place with a better CO2 balance in relation to charging by means of the internal combustion engine.
The threshold value preferably corresponds at least to a state of charge that is required for a cold start of the internal combustion engine. In this way, even in the case of adverse ambient conditions, starting of the motor vehicle, for example in the presence of an ambient temperature of below -10°C, starting of the motor vehicle can be ensured. The risk that the motor vehicle cannot be started, and instead breaks down, in cold seasons is thus reduced. In particular, the state of charge of the motor vehicle battery that is required for the cold start of the internal combustion engine is significantly higher than a minimum state of charge of the motor vehicle battery during normal driving operation. The threshold value is thus generally higher than the state of charge of the motor vehicle battery at the time of the ending of driving operation.
It is particularly preferable if the state of charge of the motor vehicle battery that is required for a cold start of the internal combustion engine is estimated as a function of an ambient temperature. Here, consideration may be given to the fact that a higher state of charge is required for a cold start in the presence of a relatively low temperature than in the presence of a relatively high temperature. In particular, the ambient temperature may be measured in any case for other purposes, for example for the operation of an air-conditioning system, and is available as a parameter to be taken into consideration. For example, the information relating to the ambient temperature may be supplied via a CAN bus to an associated engine control device in order for a suitable threshold value to be dynamically specified therein as a function of the ambient temperature. Charging of the motor vehicle battery to an unduly high level against a gradually increasing charging resistance, in particular in warm seasons, can thus be avoided.
In particular, the threshold value exceeds the state of charge that is required for a cold start of the internal combustion engine by an in particular percental safety factor. It is thus possible to take into consideration the fact that the presently measured ambient temperature may drop before the next starting operation of the motor vehicle, such that the state of charge can be dimensioned with safety sufficient to allow the next cold start to be carried out reliably.
The safety factor is preferably selected as a function of an expected discharge of the motor vehicle battery within a predefined period of time. Here, it can be taken into consideration that electrical consumers, for example an alarm system, may be connected to the motor vehicle battery, even in the deactivated state of the motor vehicle, the consumption of which electrical consumers over a particular predefined period of time can be allowed for in the safety factor.
It is particularly preferable if, after the deactivation of the internal combustion engine, the internal combustion engine is restarted, in order to charge the motor vehicle battery by means of the electric machine, if the state of charge of the motor vehicle battery falls below a minimum state of charge. If the motor vehicle is not started over a particularly long period of time, it is in principle possible for the motor vehicle battery to discharge to a state of charge that is possibly no longer sufficient to be able to perform a cold start of the motor vehicle. To prevent this, if the predefined minimum state of charge is undershot, the internal combustion engine may be automatically started by the motor vehicle battery in order to be able to sufficiently recharge the motor vehicle battery. Here, the minimum state of charge is selected to be high enough that starting of the internal combustion engine can still be performed with energy from the motor vehicle battery. The threshold value at which the internal combustion engine is automatically deactivated is in this case selected to be high enough in relation to the minimum state of charge that repeated starting and deactivation of the internal combustion engine over a relatively short period of time is avoided.
In particular, the ending of a driving operation is detected from a driver demand for deactivating an ignition system of the internal combustion engine. If the driver wishes to deactivate the ignition system of the internal combustion engine, this is a particularly reliable indicator of a provisionally relatively long stoppage of the motor vehicle, in particular a parking situation, such that a particularly easily measurable event can be used as a starting point for the method.
The engine power of the internal combustion engine is preferably operated substantially at the optimal operating point taking into consideration the acting generator power of the electric machine. The engine power of the internal combustion engine and the generator power of the electric machine may be adapted to one another such that the internal combustion engine can be operated with particularly high efficiency. Here, use may be made of the fact that, after the ending of driving operation by the driver, no interventions by the driver are to be expected, such that the operating mode of the internal combustion engine can be configured not for liveliness with particularly fast reactions but for a continuously constant load. The fuel consumption and CO2 emissions can thus be kept low.
A further aspect of the invention relates to an engine control device for operating an internal combustion engine of a motor vehicle, having a measurement input, which is connectable to a charge sensor for detecting a state of charge of a motor vehicle battery, a control output, which is connectable to a starter unit for starting and deactivating the internal combustion engine, a clutch output, which is connectable to a clutch for coupling an electric machine to the internal combustion engine, a detection input for detecting an end of driving operation of the motor vehicle, and a control unit which is connected to the measurement input, to the control output, to the clutch output and to the detection input, wherein, in particular for the purposes of carrying out the method that may be embodied and refined as described above, the control unit is configured such that, in a manner dependent on the measurement signal received at the measurement input and a detection signal received at the detection input, in the presence of a detection signal for deactivating the internal combustion engine, said control unit suppresses the deactivation of the internal combustion engine and/or starts the internal combustion engine in order to couple the internal combustion engine to the electric machine for the purposes of charging a motor vehicle battery. The engine control device may in particular be embodied and refined as discussed above on the basis of the method. As a result of the follow-on running of the internal combustion engine after the ending of driving operation, the motor vehicle battery can be charged with good efficiency in order to allow a subsequent cold start of the motor vehicle, such that a good state of charge for the motor vehicle battery of the motor vehicle is made possible at all times.
The invention is explained below by way of example with reference to the appended drawing and on the basis of a preferred exemplary embodiment, wherein the features presented below may in each case individually or in combination represent an aspect of the invention. In the drawing: figure 1 is a schematic concept illustration of a drivetrain of a motor vehicle.
The drivetrain 10 illustrated in figure 1 may be used in a motor vehicle, which is configured in particular as a (plug-in) hybrid motor vehicle, to charge a motor vehicle battery 14 by means of an internal combustion engine 12, which is configured in particular as a combustion motor. For this purpose, the internal combustion engine may be coupled by means of a clutch 16 to an electric machine 18 that is operated in generator mode. The internal combustion engine 12 may be operated by means of an engine control device 20.
If the driver wishes to end driving operation, for example by wishing to deactivate the ignition system of the internal combustion engine 12, this can be detected by means of a detection sensor 22. The signal from the detection sensor 22 can be supplied via a detection input to a control unit 28 of the engine control device 20, which however does not deactivate the running internal combustion engine 12 but rather allows the latter to continue running, or which, if the internal combustion engine 12 has already been deactivated, starts the internal combustion engine 12 by means of a starter unit 24 configured as an electric starter. Furthermore, the engine control device 20 couples the internal combustion engine 12 to the electric machine 18 by virtue of the engine control device 20 closing the clutch 16 via a clutch output of the control unit 28. The electric machine 18 operated in generator mode generates electrical energy from mechanical energy provided by the internal combustion engine 12, in order to thus charge the motor vehicle battery 14.
The state of charge of the motor vehicle battery 14 is measured and monitored by means of a charge sensor 26. The measurement result of the charge sensor 26 is supplied via a measurement input to the control unit 28 of the engine control device 20, which, via a control output of the control unit 28, commands the starter unit 24 to activate the internal combustion engine 12 when the motor vehicle battery 14 reaches a level of charge that at least allows a cold start of the internal combustion engine 12. The deactivation of the internal combustion engine 12 thus takes place with a considerable time delay in relation to the ending of driving operation by the driver. By means of a temperature sensor 30, the desired level of charge of the motor vehicle battery 14 can be specified as a function of the ambient temperature, in order that a relatively low level of charge of the motor vehicle battery 14 can be specified in the presence of a high ambient temperature and a relatively high level of charge of the motor vehicle battery 14 can be specified in the presence of a relatively low ambient temperature.

Claims (10)

  1. Patent claims 1. A method for charging a motor vehicle battery of a motor vehicle, in which method, after an ending of driving operation of the motor vehicle, an internal combustion engine of the motor vehicle is immediately subsequently activated or remains activated, a mechanical power generated by the internal combustion engine is converted into electrical energy by means of an electric machine, operated in generator mode, of the motor vehicle, the motor vehicle battery is charged by means of the electrical energy generated in the electric machine, and the internal combustion engine is deactivated with a time delay in relation to the ending of driving operation.
  2. 2. The method as claimed in claim 1, in which the motor vehicle battery is charged until such time as a predefined threshold value for the state of charge of the motor vehicle battery is reached, wherein the threshold value lies below a maximum possible state of charge of the motor vehicle battery.
  3. 3. The method as claimed in claim 2, in which the threshold value corresponds at least to a state of charge that is required for a cold start of the internal combustion engine.
  4. 4. The method as claimed in claim 3, in which the state of charge of the motor vehicle battery that is required for a cold start of the internal combustion engine is estimated as a function of an ambient temperature.
  5. 5. The method as claimed in claim 3 or 4, in which the threshold value exceeds the state of charge that is required for a cold start of the internal combustion engine by an in particular percental safety factor.
  6. 6. The method as claimed in claim 5, in which the safety factor is selected as a function of an expected discharge of the motor vehicle battery within a predefined period of time.
  7. 7. The method as claimed in any one of claims 1 to 6, in which, after the deactivation of the internal combustion engine, the internal combustion engine is restarted, in order to charge the motor vehicle battery by means of the electric machine, if the state of charge of the motor vehicle battery falls below a minimum state of charge.
  8. 8. The method as claimed in any one of claims 1 to 7, in which the ending of driving operation is detected from a driver demand for deactivating an ignition system of the internal combustion engine.
  9. 9. The method as claimed in any one of claims 1 to 8, in which the engine power of the internal combustion engine is operated substantially at the optimum operating point taking into consideration the acting generator power of the electric machine.
  10. 10. An engine control device for operating an internal combustion engine of a motor vehicle, having a measurement input, which is connectable to a charge sensor for detecting a state of charge of a motor vehicle battery, a control output, which is connectable to a starter unit for starting and deactivating the internal combustion engine, a clutch output, which is connectable to a clutch for coupling an electric machine to the internal combustion engine, a detection input for detecting an end of driving operation of the motor vehicle, and a control unit which is connected to the measurement input, to the control output, to the clutch output and to the detection input, wherein, in particular for the purposes of carrying out the method as claimed in any one of claims 1 to 9, the control unit is configured such that, in a manner dependent on the measurement signal received at the measurement input and a detection signal received at the detection input, in the presence of a detection signal for deactivating the internal combustion engine, said control unit suppresses the deactivation of the internal combustion engine and/or starts the internal combustion engine in order to couple the internal combustion engine to the electric machine for the purposes of charging a motor vehicle battery.
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JP2003269213A (en) * 2002-03-15 2003-09-25 Denso Corp Automatic stop and restart device for engine
FR3100196A1 (en) * 2019-08-28 2021-03-05 Psa Automobiles Sa Vehicle battery recharging control method and device
US20210094438A1 (en) * 2019-10-01 2021-04-01 Ford Global Technologies, Llc Vehicle battery power management systems and methods

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