JP4971355B2 - ハイブリッド車両の作動方法 - Google Patents
ハイブリッド車両の作動方法 Download PDFInfo
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- JP4971355B2 JP4971355B2 JP2008546343A JP2008546343A JP4971355B2 JP 4971355 B2 JP4971355 B2 JP 4971355B2 JP 2008546343 A JP2008546343 A JP 2008546343A JP 2008546343 A JP2008546343 A JP 2008546343A JP 4971355 B2 JP4971355 B2 JP 4971355B2
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- UPPMZCXMQRVMME-UHFFFAOYSA-N valethamate Chemical compound CC[N+](C)(CC)CCOC(=O)C(C(C)CC)C1=CC=CC=C1 UPPMZCXMQRVMME-UHFFFAOYSA-N 0.000 claims description 8
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Description
本発明によれば有利には、パラレル式のハイブリッドにおいて、駆動トルクを車両の動力装置、具体的には内燃機関と電気機械に対して最適に割当てることが可能となる。その他にも搭載電源網の電力需要を充足させ、電気的なエネルギー蓄積器の充電状態を許容範囲に維持することが可能である。例えば搭載電源網の目下の電力需要と目下の充電状態から、電気機械に対する目標電力を求めることが可能である。電気的な目標電力を電気機械の作動点の選択のもとで予め設定することはあまり意味がない。なぜなら電気機械のトルクは電気機械の目下の回転数を考慮して直接その結果からもたらされるからである。ハイブリッド運転(=内燃機関と電気機械が作動されている運転状態)の際に存在する自由度、すなわち2つの動力装置としての内燃機関と電気機械に対する目標駆動トルクの割当ては、それによって既に定められるようになる。例えば(トータル的にみて)有利な"エネルギーコスト"であることがわかっている場合には、むしろ電気的な目標電力から偏差させることの方がかえって有利となるときがある。例えばこの場合は充電を増加させることである。エネルギーコストとは、例えば電気的なエネルギーを生成するのに必要な燃料量と生成された電気エネルギー量から形成されるものである。エネルギーコストはドライブトレーンの現下の作動時点ないしは走行状態に依存している。エネルギーコストが不利な場合には、充電量を減少させたり放電させることも考えられる。電気的な目標電力は、各時点毎ではなく、時間的にも平均して充足されなければならない。相応の方法は他のハイブリッド構想、例えばパワー分岐型のハイブリッド車両のもとでも用いられる。エネルギー蓄積器は、有利には電気的なエネルギー蓄積器である。しかしながら他のエネルギー蓄積方式、例えばフライホイール方式も考えられる。
図1はハイブリッド駆動機構の有利な制御ストラテジを表した図であり、
図2は、内燃機関ないし電気機械の角速度に依存して最大トルクの経過を表した図であり、
図3は2つの作動点の間の跳躍的変化のもとでのトルクと電力の関係を時間に関して表した図である。
図1〜図3には本発明の実施例が示されている。内燃機関10は例えば吸気管内燃料噴射機構と電子制御式アクセルペダル(電子制御式アクセル、スロットル弁機構)を備えている。内燃機関10のフライホイールは、介在する分離クラッチなしで電気機械12に連結されており(クランクシャフトスタータジェネレータ)、そのためここでは電気のみによる走行は不可能である。内燃機関10のトルクと電気機械12のトルクが、駆動トルクに加算される。この駆動トルクは有段の変速比を有するマニュアルトランスミッション14とシャフト16を介して図には示されていない駆動輪に伝達される(図1参照)。さらに内燃機関10のための制御機器18と電気機械12のための制御機器18′が設けられている。
Claims (3)
- 少なくとも2つの動力装置(10,12)が駆動形態で協働し、要求された目標駆動トルク(Msoll)が生成され、前記複数の動力装置(10,12)は予め定められた作動点において作動され、1つの動力装置(12)である電気機械が実際値電力(Pelist)を生成する、ハイブリッド駆動機構の作動のための方法において、
搭載電源網の電力需要と電気的なエネルギー蓄積器の充電状態とに基づいて求められた目標値電力(Pelsoll)と実際値電力(Pelist)の差分を順方向積分することによって偏差(ΔE)を求め、
前記偏差(ΔE)と目下の角速度(ω)の商に相応する補正トルク(MElmΔ)を算出し、
前記補正トルク(MElmΔ)に基づいて電気機械の目標トルクを補正することにより実際値電力(Pelist)が目標値電力(Pelsoll)に漸近的に近似するようにしたことを特徴とする方法。 - 最適化のために、複数の車両速度と目標駆動トルクの値が車両制御部の特性マップ内にファイルされる、請求項1記載の方法。
- 先行する期間において加算若しくは積分された、前記動力装置(12)の目標値電力(Pelsoll)と実際値電力(Pelist)の偏差(ΔE)が、増幅係数(k)の設定によって小さくされる、請求項1または2項記載の方法。
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DE102005061397A DE102005061397A1 (de) | 2005-12-22 | 2005-12-22 | Verfahren zum Betreiben eines Hybridfahrzeugs |
PCT/EP2006/069137 WO2007074020A1 (de) | 2005-12-22 | 2006-11-30 | Verfahren zum betreiben eines hybridfahrzeugs |
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DE102010011163A1 (de) * | 2010-03-12 | 2011-09-15 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zur Steuerung eines Lade- und/oder Entladevorgangs eines Energiespeichers in einem Hybridfahrzeug |
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DE102020204561A1 (de) | 2020-04-08 | 2021-10-14 | Volkswagen Aktiengesellschaft | Verfahren zur Steuerung eines Antriebsstranges eines Hybridfahrzeugs |
DE102020204562A1 (de) | 2020-04-08 | 2021-10-14 | Volkswagen Aktiengesellschaft | Verfahren zur Steuerung eines Antriebsstranges eines Hybridfahrzeugs |
CN111559387B (zh) * | 2020-04-09 | 2022-06-14 | 宁波吉利汽车研究开发有限公司 | 一种节能驾驶提示方法、装置、设备和存储介质 |
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