WO2004094174A1 - Control unit for improved utilization of the moment of inertia during driving (ntf) - Google Patents

Control unit for improved utilization of the moment of inertia during driving (ntf) Download PDF

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Publication number
WO2004094174A1
WO2004094174A1 PCT/DE2003/001328 DE0301328W WO2004094174A1 WO 2004094174 A1 WO2004094174 A1 WO 2004094174A1 DE 0301328 W DE0301328 W DE 0301328W WO 2004094174 A1 WO2004094174 A1 WO 2004094174A1
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WO
WIPO (PCT)
Prior art keywords
ntf
drive
speed
vehicle
engine
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Application number
PCT/DE2003/001328
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German (de)
French (fr)
Inventor
Harald Wilkens
Original Assignee
Harald Wilkens
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Publication date
Application filed by Harald Wilkens filed Critical Harald Wilkens
Priority to PCT/DE2003/001328 priority Critical patent/WO2004094174A1/en
Publication of WO2004094174A1 publication Critical patent/WO2004094174A1/en

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Classifications

    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
    • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
    • 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
    • B60W20/00—Control systems specially adapted for 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
    • 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
    • F02D41/045—Detection of accelerating or decelerating state
    • 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
    • F02N11/0833—Vehicle conditions
    • F02N11/084—State of vehicle accessories, e.g. air condition or power steering
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0801—Vehicle speed
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/101—Accelerator pedal position
    • 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

Definitions

  • the invention specified in the patent claim is based on the problem that the drive, which is entirely dispensable in operating phases, has so far not been able to be switched off for safety reasons. In addition to the lack of control over the elementary and safety-relevant functions of the vehicle, the lack of operational readiness and limited driving comfort are also problematic.
  • the advantage achieved with the invention is in particular that the NTF control makes it possible to switch off the drive while driving without endangering operational safety.
  • the kinetic energy of the vehicle rolling on suitable routes, in particular downhill gradients, is then not braked, but used. This results in a much better utilization of the energy used for mobility.
  • Requirements for NTF use are: Vehicle with (combustion) engine, with manual transmission clutch actuation both conventional and electrical / hydraulic, with automatic transmission additional clutch or idle control both conventional and electrical / hydraulic, efficient starter generator, electronic accelerator pedal, powerful battery, electrical / hydraulic power steering, centrifugal, inclination and temperature sensors.
  • Electronic driving stabilization programs overrun cut-off, 42 volt electrical system, fuel cell technology for charging / replacing the battery or for operating a hybrid drive, increased capacity / possibly electrical supply to the brake booster are advantageous.
  • the starter generators which have been available since around 2001, guarantee an immediate engine start, they can put the engine into its operating state immediately and also support vehicle acceleration. It is not absolutely necessary to keep the "stand gas" upright.
  • the fuel cut-off can therefore cover the entire engine speed range. If NTF brakes the engine, the fuel supply always remains switched off, so that the engine stops immediately after it has stopped braking.
  • NTF is described for use in an internal combustion engine-operated motor vehicle with a manual transmission, but it can also be used with all other types of drive. A drive inactivation can also be advantageous for electric drives.
  • NTF constantly monitors the vehicle speed in very short measuring intervals (a few milliseconds are conceivable) during vehicle operation. Approximately 1-second intervals between the measuring intervals are conceivable, or longer intervals that would make NTF less "nervous”. If no or a negligible change in speed is registered between two of these speed measurements, NTF defines this acceleration-free phase as the “desired speed Vo" selected by the driver, disengages immediately and stops the motor immediately afterwards ("drive deactivation"). This disengaged and motor-stopped state is maintained within a speed tolerance Vt to be determined (98% of Vo is conceivable as the lower tolerance limit Vtu and 101% as the upper tolerance limit Vto).
  • NTF makes no sense on horizontal roads and especially on slopes. Since completely horizontal routes are rather the exception and usable downhill sections are quite common, NTF can often be active.
  • NTF Vehicle-specific NTF maximum speed VNTFmax and when reversing, NTF remains inactive. This means that very fast driving and reversing, as well as engine starting, starting and stopping, are unaffected. The operational readiness of all vehicle units such as battery, power steering, brake booster, heating, air conditioning, etc. is ensured during operation by automatically starting the engine as required. Falling below the speed Vo: After NTF has recognized the desired speed Vo and deactivated the drive, a slight decrease in speed (here up to 98% of Vo) is tolerated. Only when the Vtu falls below this lower speed tolerance limit does NTF immediately start the (main) drive via the starter generator and immediately bring the speed back up to Vo with moderate acceleration. If no speed change is registered in the following speed measurement intervals, NTF recognizes Vo again and immediately deactivates the drive. This process is repeated as often depending on the given conditions. If the physical conditions registered by NTF make an economically sensible and comfortable
  • NTF uses the NTF program, as if the Vo drops below Vtu too often within a specified period of time when the engine requires a lot of power on slopes and when there is a strong headwind, at high speed, and when there is a high risk of cornering and cold weather (slippery roads) If the vehicle breaks out when the drive is reactivated, NTF does not deactivate the drive until more favorable parameters are measured.
  • NTF can calculate the engine speed that is appropriate for the speed and gear level.
  • the engine is started by a starter generator and the speed is raised to the appropriate level during the clutch engagement process to prevent the vehicle from breaking out and to minimize clutch wear.
  • NTF starts the (main) drive via starter generator, which brings the engine speed to the expected level immediately and engages immediately. If the auxiliary drive is present (see 2.), NTF can calculate whether the acceleration can be done by it alone (which is quite possible at low speed and only low throttle).
  • NTF switches the drive off again.
  • the NTF-inactivated drive is started very quickly because the driver's acceleration request must be implemented immediately.
  • the immediate readiness to start (engine temperature in diesel vehicles!) Is monitored and guaranteed permanently while driving.
  • NTF is active when the accelerator is withdrawn: If the accelerator pedal is withdrawn by more than the tolerance (see below), NTF immediately engages the engine. As soon as NTF recognizes Vo again in the following speed measurement intervals and the accelerator pedal is not in idle position, NTF becomes active again (then maintains this new Vo).
  • NTF When the accelerator pedal is at idle, the speed drops to idle and the NTF remains inactive. After the vehicle has been driving at idle speed for a reasonable time, NTF can also recognize "Vo" for this slow speed and may if there is an auxiliary drive (see claim 2) activate it.
  • the (electronic) accelerator pedal can work with a slightly increased tolerance when the NTF is active (this tolerance may not be perceptible to the average driver; it is conceivable that approx. 2% of the accelerator pedal movement is ignored) so that the NTF does not overreact with minimal, involuntary accelerator movements , With this, NTF also remains with the drive inactivation with low gas withdrawal. Only when pedal movements exceed this tolerance does NTF reactivate the drive, which then reacts as usual.
  • NTF activity no longer exist. NTF therefore remains inactive until the next accelerator. A possibly active auxiliary drive is switched off immediately. The vehicle thus shows normal driving behavior and rolls a. if the driver had engaged before braking, still engaged in overrun, b. if the driver had disengaged before braking, continue to disengage with the engine running at idling speed or stopped depending on the condition before braking.
  • the advantage achieved by the invention is, in particular, that despite the acceleration energy to be used more frequently, the total energy expenditure of an NTF-operated vehicle is less than that of a vehicle with continuously operating drive, since idling phases, energy-wasting engine brakes, unnecessarily driven auxiliary units, etc. are drastically restricted. NTF thus makes a contribution to saving resources and reducing noise and pollutant emissions.
  • NTF therefore only activates a small, light, and as economical as possible electric drive that is tailored to the vehicle, rather poorly designed, only when the drive is deactivated
  • Vhyb Velocity on Vhyb (here 99% of Vo r ⁇ Lh. About 50% of the tolerance between Vo and Vtu) has dropped.
  • NTF immediately stops the main drive and stops the auxiliary drive.
  • NTF remains inactive, i.e. the main drive continues to run until NTF recognizes Vo again.
  • Electric drive does not stop at all, but starts the main drive immediately.
  • the auxiliary drive can be powered from the vehicle battery, which, however, should be powerful and designed for minutes of sustained power output.
  • the hybrid drive in conjunction with NTF makes it possible to switch off the main drive for a respectable amount of time even on gentle gradients, such as those found almost everywhere, and even on level roads, and thus drive with significantly less energy.
  • NTF calculates whether the power of the auxiliary drive alone is sufficient:
  • NTF only uses the auxiliary drive depending on the strength of the accelerator pedal movement. In the shift vehicle, the ignition must be switched on, the clutch must be depressed and a gear engaged, and in an automatic vehicle a gear must be engaged.
  • the drive is immediately available, and the vehicle can be accelerated below the starting speed of the internal combustion engine by the starter generator, which is used by the electronic accelerator depending on the strength of the pedal movement. Both manual and automatic vehicles can be started as usual.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

Everyday driving mostly consists of unaccelerated rolling such that the idling drive unit is often useless or even counterproductive, and thus uneconomical, according to the physical influences, particularly the slope of the roadway. The inventive control unit NTF recognizes a desired unaccelerated speed when the vehicle rolls and deactivates the drive unit, which is dispensable under correspondingly favorable conditions, within a tolerated speed while permanently controlling and ensuring the elementary vehicle functions, allowing cruising while the engine is turned off and separated from the drive unit, resulting in more economical driving. The function of the drive unit can immediately be restored as required in combustion engine-operated vehicles by means of modern engine starting systems such that security or comfort is in no way hampered. The effectiveness can be increased with the aid of an auxiliary electric drive unit which maintains the vehicle speed within the tolerated range for a longer period of time. Economic efficiency can be further augmented by means of a flexible automatic on/off mechanism which activates only the auxiliary drive unit when a slight acceleration is desired.

Description

1. Steuerung zur besseren Nutzung des Trägheitsmomentes beim Fahren (NTF)1. Control for better use of the moment of inertia when driving (NTF)
Im Alltagsfahrbetrieb werden Straßen (und Schienen-)fahrzeuge normalerweise zügig auf die gewünschte Geschwindigkeit (Vo) beschleunigt und rollen anschließend variabel lange relativ konstant mit dieser Geschwindigkeit. Meist findet erst durch entsprechendes Handeln des Fahrers eine Veränderung der Geschwindigkeit auf eine neue Vo statt, die dann in der Regel wiederum relativ konstant bis zu einer erneuten Geschwindigkeitsveränderung beibehalten wird. Damit besteht normalerweise der größte Teil der Fahrzeit aus beschleunigungslosem Rollen mit ungefähr gleichbleibender Geschwindigkeit.In everyday driving operation, road (and rail) vehicles are usually accelerated quickly to the desired speed (Vo) and then roll at this speed for a relatively long time, relatively constantly. Usually, the driver only changes the speed to a new Vo, which is then generally kept relatively constant until the speed changes again. This means that the majority of the travel time usually consists of acceleration-free taxiing at approximately the same speed.
Rollende Fahrzeuge verringern abhängig von Fahrbahnneigung, Fahrwiderstand, bewegter Masse und anderen physikalischen Einflüssen häufig auch mit unterbrochenem Antrieb nur allmählich bzw. mitunter einige Zeit lang auch gar nicht an Geschwindigkeit. Ein laufender (Verbrennungs-)Motor ist dann oft nutzlos, da ein Großteil der dann aufgewendeten Energie durch die Bremswirkung des Motors gleich wieder verbraucht wird. Je nach den gegebenen physikalischen Bedingungen wirkt der Motor oft sogar konträr, da er das freie Rollen des Fahrzeugs bremst, und damit unökonomisch.Depending on the road inclination, driving resistance, moving mass and other physical influences, rolling vehicles often only gradually or sometimes not at all even with an interrupted drive. A running (combustion) engine is often useless because a large part of the energy then consumed is immediately used up again by the braking effect of the engine. Depending on the given physical conditions, the engine often even works in a contradictory manner, since it brakes the free rolling of the vehicle and is therefore uneconomical.
Der im Patentanspruch angegebenen Erfindung liegt das Problem zugrunde, daß in Betriebsphasen durchaus verzichtbaren Antriebs dieser bislang aus Sicherheitsgründen nicht abgestellt werden darf. Problematisch ist neben der mangelnden Kontrolle über die elementaren und sicherheitsrelevanten Funktionen des Fahrzeugs die fehlende jederzeitige Betriebsbereitschaft und der eingeschränkte Fahrkomfort.The invention specified in the patent claim is based on the problem that the drive, which is entirely dispensable in operating phases, has so far not been able to be switched off for safety reasons. In addition to the lack of control over the elementary and safety-relevant functions of the vehicle, the lack of operational readiness and limited driving comfort are also problematic.
Dieses Problem wird durch die im Patentanspruch 1 aufgeführten Merkmale gelöst: Der mit der Erfindung erzielte Vorteil besteht insbesondere darin, daß die Steuerung NTF es ermöglicht, den Antrieb während der Fahrt ohne Gefährdung der Betriebssicherheit abzuschalten. Die kinetische Energie des auf geeigneten Strecken, insbesondere Gefällestrecken, rollenden Fahrzeugs wird dann nicht ausgebremst, sondern genutzt. Daraus ergibt sich eine wesentlich bessere Verwertung der zur Mobilität eingesetzten Energie.This problem is solved by the features listed in claim 1: The advantage achieved with the invention is in particular that the NTF control makes it possible to switch off the drive while driving without endangering operational safety. The kinetic energy of the vehicle rolling on suitable routes, in particular downhill gradients, is then not braked, but used. This results in a much better utilization of the energy used for mobility.
Voraussetzungen für den NTF-Einsatz sind: Fahrzeug mit (Verbrennungs-)Motor, bei Schaltgetriebe Kupplungsbetätigung sowohl herkömmlich als auch elektrisch/hydraulisch, bei Automatikgetriebe zusätzliche Kupplung bzw. Leerlaufansteuerung sowohl herkömmlich als auch elektrisch/hydraulisch, effizienter Starter- Generator, elektronisches Gaspedal, leistungsfähige Batterie, elektrische/hydraulische Versorgung der Servolenkung, Fliehkraft-, Neigungs- und Temperatursensoren.Requirements for NTF use are: Vehicle with (combustion) engine, with manual transmission clutch actuation both conventional and electrical / hydraulic, with automatic transmission additional clutch or idle control both conventional and electrical / hydraulic, efficient starter generator, electronic accelerator pedal, powerful battery, electrical / hydraulic power steering, centrifugal, inclination and temperature sensors.
Vorteilhaft sind elektronische Fahrstabilisierungsprogramme, Schubabschaltung, 42-Volt-Elektrik, Brennstoffzellentechnik zum Laden/zum Ersatz der Batterie bzw. zum Betreiben eines Hybridantriebs, erhöhte Kapazität/eventuell elektrische Versorgung des Bremskraftverstärkers.Electronic driving stabilization programs, overrun cut-off, 42 volt electrical system, fuel cell technology for charging / replacing the battery or for operating a hybrid drive, increased capacity / possibly electrical supply to the brake booster are advantageous.
Die seit etwa 2001 verfügbaren Starter-Generatoren gewährleisten sofortigen Motorstart, sie können den Motor augenblicklich in seinen Betriebszustand versetzen und unterstützen auch noch die Fahrzeugbeschleunigung. Das Aufrechthalten des "Standgases" ist nicht unbedingt notwendig. Daher kann die Schubabschaltung das gesamte Motordrehzahlspektrum umfassen. Wenn NTF den Motor bremsend einsetzt, bleibt die Kraftstoffzufuhr immer abgeschaltet, so daß der Motor nach Ende seines Bremseinsatzes sofort wieder steht. Hier wird NTF für den Einsatz in einem verbrennungsmotorbetriebenen Kraftfahrzeug mit Schaltgetriebe beschrieben, es ist aber auch bei allen anderen Antriebsarten einsetzbar. Auch bei Elektroantrieben kann eine Antriebsinaktivierung vorteilhaft sein.The starter generators, which have been available since around 2001, guarantee an immediate engine start, they can put the engine into its operating state immediately and also support vehicle acceleration. It is not absolutely necessary to keep the "stand gas" upright. The fuel cut-off can therefore cover the entire engine speed range. If NTF brakes the engine, the fuel supply always remains switched off, so that the engine stops immediately after it has stopped braking. Here NTF is described for use in an internal combustion engine-operated motor vehicle with a manual transmission, but it can also be used with all other types of drive. A drive inactivation can also be advantageous for electric drives.
Beschreibungdescription
NTF überwacht in sehr kurzen Meßintervallen (vorstellbar sind wenige Millisekunden) während des Fahrzeugbetriebs ständig die Fahrzeuggeschwindigkeit. Denkbar sind ca. 1 -Sekunden- Abstände zwischen den Meßintervallen, oder auch längere Zeitabstände, die NTF weniger "nervös" machen würden. Wird zwischen zwei dieser Geschwindigkeitsmessungen keine bzw. eine vernachlässigbar geringe Geschwindigkeitsveränderung registriert, dann definiert NTF diese beschleunigungslose Phase als vom Fahrer gewählte "Wunschgeschwindigkeit Vo", kuppelt sofort aus und stoppt den Motor sofort danach ("Antriebsinaktivierung"). Innerhalb einer festzulegenden Geschwindigkeitstoleranz Vt (denkbar sind 98% von Vo als untere Toleranzgrenze Vtu und 101% als obere Toleranzgrenze Vto) wird dieser ausgekuppelte und motorgestoppte Zustand beibehalten. Je nach den beeinflussenden physikalischen Bedingungen wie Fahrbahnneigung, Fahrzeugmasse, Rollwiderstand, Windverhältnisse, Cw-Wert, Geschwindigkeit etc. kann dieser Zustand unterschiedlich lange andauern. Auf waagerechten Fahrbahnen und erst recht an Steigungen macht NTF keinen Sinn. Da völlig waagerechte Strecken aber eher die Ausnahme und nutzbare Gefällestrecken recht verbreitet sind, kann NTF häufig aktiv werden.NTF constantly monitors the vehicle speed in very short measuring intervals (a few milliseconds are conceivable) during vehicle operation. Approximately 1-second intervals between the measuring intervals are conceivable, or longer intervals that would make NTF less "nervous". If no or a negligible change in speed is registered between two of these speed measurements, NTF defines this acceleration-free phase as the "desired speed Vo" selected by the driver, disengages immediately and stops the motor immediately afterwards ("drive deactivation"). This disengaged and motor-stopped state is maintained within a speed tolerance Vt to be determined (98% of Vo is conceivable as the lower tolerance limit Vtu and 101% as the upper tolerance limit Vto). Depending on the influencing physical conditions such as road inclination, vehicle mass, rolling resistance, wind conditions, drag coefficient, speed etc., this condition can last for different lengths of time. NTF makes no sense on horizontal roads and especially on slopes. Since completely horizontal routes are rather the exception and usable downhill sections are quite common, NTF can often be active.
Oberhalb der fahrzeugindividuellen NTF-Maximalgeschwindigkeit VNTFmax und beim Rückwärtsfahren bleibt NTF inaktiv. Damit bleiben sehr schnelles Fahren und Rückwärtsfahren, und auch Motorstart, Anfahren und Anhalten unbeeinflußt. Die Einsatzbereitschaft sämtlicher Fahrzeugaggregate wie Batterie, Servolenkung, Bremskraftverstärker, Heizung, Klimaanlage, etc. wird während des Betriebs durch bedarfsweises automatisches Starten des Motors gesichert. Unterschreiten der Geschwindigkeit Vo: Nachdem NTF die Wunschgeschwindigkeit Vo erkannt und den Antrieb inaktiviert hat, wird eine leichte Geschwindigkeitsabnahme (hier bis auf 98% von Vo) toleriert. Erst bei Unterschreiten dieser unteren Geschwindigkeitstoleranzgrenze Vtu startet NTF sofort den (Haupt-)Antrieb per Starter-Generator und bringt die Geschwindigkeit sofort mit mäßiger Beschleunigung wieder auf Vo. Sollte bei den folgenden Geschwindigkeitsmeßintervallen keine Geschwindigkeitsveränderung registriert werden, erkennt NTF erneut Vo und macht sofort eine Antriebsinaktivierung. Dieser Vorgang wiederholt sich je nach den gegebenen Bedingungen entsprechend oft. Wenn die von NTF registrierten physikalischen Bedingungen einem ökonomisch sinnvollen und komfortablenAbove the vehicle-specific NTF maximum speed VNTFmax and when reversing, NTF remains inactive. This means that very fast driving and reversing, as well as engine starting, starting and stopping, are unaffected. The operational readiness of all vehicle units such as battery, power steering, brake booster, heating, air conditioning, etc. is ensured during operation by automatically starting the engine as required. Falling below the speed Vo: After NTF has recognized the desired speed Vo and deactivated the drive, a slight decrease in speed (here up to 98% of Vo) is tolerated. Only when the Vtu falls below this lower speed tolerance limit does NTF immediately start the (main) drive via the starter generator and immediately bring the speed back up to Vo with moderate acceleration. If no speed change is registered in the following speed measurement intervals, NTF recognizes Vo again and immediately deactivates the drive. This process is repeated as often depending on the given conditions. If the physical conditions registered by NTF make an economically sensible and comfortable
Einsatz des NTF-Programms entgegenstehen, wie bei zu häufigem Abfall von Vo unter Vtu innerhalb einer vorgegebenen Zeitspanne bei hohem Leistungsaufwand des Motors an Steigungen und bei starkem Gegenwind, bei hoher Geschwindigkeit, und wenn bei schneller Kurvenfahrt und bei Kälte (Straßenglätte) die Gefahr des Fahrzeugausbrechens beim Reaktivieren des Antriebs besteht, macht NTF bis zur Messung günstigerer Parameter keine Antriebsinaktivierung.Use the NTF program, as if the Vo drops below Vtu too often within a specified period of time when the engine requires a lot of power on slopes and when there is a strong headwind, at high speed, and when there is a high risk of cornering and cold weather (slippery roads) If the vehicle breaks out when the drive is reactivated, NTF does not deactivate the drive until more favorable parameters are measured.
Beim Starten des während der Fahrt NTF-inaktivierten Antriebs kann durch NTF die geschwindigkeits- und fahrstufenadäquate Motordrehzahl berechnet werden. Der Motor wird per Starter-Generator gestartet und die Drehzahl wird noch während des Einkuppelvorgangs auf das entsprechende Level angehoben, um das Ausbrechen des Fahrzeugs zu verhindern und den Kupplungsverschleiß zu minimieren.When the NTF-inactivated drive is started while driving, NTF can calculate the engine speed that is appropriate for the speed and gear level. The engine is started by a starter generator and the speed is raised to the appropriate level during the clutch engagement process to prevent the vehicle from breaking out and to minimize clutch wear.
Überschreiten der Geschwindigkeit Vo: Bei NTF-inaktiviertem Antrieb wird eine leichte Zunahme der Geschwindigkeit bis zur oberen Geschwindigkeitstoleranzgrenze Vto (hier 101% von Vo) toleriert. Wird Vto überschritten (bei starkem Gefalle), dann kuppelt NTF sofort zur Motorbremsung den dabei nicht startenden Motor ein und kuppelt erst bei Verlangsamung auf Vo wieder aus. Die weitere Geschwindigkeitsentwicklung kann wie immer durch Gasrücknahme oder Bremsen beherrscht werden, das Fahrzeug verhält sich wie gewohnt.Exceeding the speed Vo: With NTF-deactivated drive, a slight increase in speed up to the upper speed tolerance limit Vto (here 101% of Vo) is tolerated. If Vto is exceeded (in the event of a steep downward gradient), NTF immediately engages the engine that is not starting to brake the engine and only disengages when Vo is slowed down. As always, the further development of speed can be controlled by accelerating or braking, the vehicle behaves as usual.
Motoranlassen und Anfahren (Beschleunigung aus dem Stand) geschieht wie gewohnt, denn NTF ist inaktiv.Starting and starting the engine (acceleration from a standing start) takes place as usual, because the NTF is inactive.
Beschleunigung ("Gasgeben") während der Fahrt:Acceleration ("accelerating") while driving:
- NTF ist im Moment des Gasgebens inaktiv: Antrieb reagiert wie gewohnt.- NTF is inactive at the moment of accelerating: the drive reacts as usual.
- NTF ist im Moment des Gasgebens aktiv: NTF startet den (Haupt-)Antrieb per Starter-Generator, der die Motordrehzahl sofort auf das erwartete Level bringt und kuppelt sofort ein. Bei vorhandenem Hilfsantrieb (siehe 2.) kann NTF berechnen, ob die Beschleunigung von diesem allein geleistet werden kann (was bei niedriger Geschwindigkeit und nur schwachem Gasgeben durchaus möglich ist).- NTF is active at the moment of accelerating: NTF starts the (main) drive via starter generator, which brings the engine speed to the expected level immediately and engages immediately. If the auxiliary drive is present (see 2.), NTF can calculate whether the acceleration can be done by it alone (which is quite possible at low speed and only low throttle).
Bei Erreichen von Vo-Bedingungen schaltet NTF den Antrieb wieder ab.When Vo conditions are reached, NTF switches the drive off again.
Das Starten des NTF-inaktivierten Antriebs geschieht sehr schnell, da ein Beschleunigungswunsch des Fahrers sofort durchgesetzt werden muß. Die sofortige Startbereitschaft (Motortemperatur bei Dieselfahrzeugen!) wird überwacht und und während der Fahrt permanent gewährleistet.The NTF-inactivated drive is started very quickly because the driver's acceleration request must be implemented immediately. The immediate readiness to start (engine temperature in diesel vehicles!) Is monitored and guaranteed permanently while driving.
Geschwindigkeitsverminderung ("Gasrücknahme"):Deceleration ("gas withdrawal"):
- NTF ist im Moment des Gaszurücknehmens inaktiv: Antrieb reagiert wie gewohnt.- NTF is inactive when the gas is withdrawn: the drive reacts as usual.
- NTF ist im Moment des Gaszurücknehmens aktiv: Bei einer Rücknahme des Gaspedals um mehr als die Toleranz (s.u.) macht NTF sofortigen eingekuppelten Motorstop. Sowie NTF bei den folgenden Geschwindigkeitsmeßintervallen wieder Vo erkennt, und das Gaspedal nicht in Standgasstellung steht, wird NTF wieder aktiv (behält dann diese neue Vo bei).- NTF is active when the accelerator is withdrawn: If the accelerator pedal is withdrawn by more than the tolerance (see below), NTF immediately engages the engine. As soon as NTF recognizes Vo again in the following speed measurement intervals and the accelerator pedal is not in idle position, NTF becomes active again (then maintains this new Vo).
Wenn das Gaspedal in Standgasstellung steht, fällt die Geschwindigkeit bis auf Standgasgeschwindigkeit ab, und NTF bleibt inaktiv. Nachdem das Fahrzeug eine angemessene Zeit mit Standgasgeschwindigkeit gefahren ist, kann NTF auch für diese langsame Geschwindigkeit " Vo" erkennen und u.U. bei vorhandenem Hilfsantrieb (siehe Anspruch 2.) diesen aktivieren.When the accelerator pedal is at idle, the speed drops to idle and the NTF remains inactive. After the vehicle has been driving at idle speed for a reasonable time, NTF can also recognize "Vo" for this slow speed and may if there is an auxiliary drive (see claim 2) activate it.
Das (elektronische) Gaspedal kann bei aktivem NTF mit einer etwas erhöhten Toleranz arbeiten (diese Toleranz darf für den Durchschnittsfahrer nicht wahrnehmbar sein; denkbar ist, daß ca. 2% der Gaspedalbewegung ignoriert werden), damit NTF nicht durch minimale, unwillkürliche Gasfußbewegungen übernervös reagiert. Damit verbleibt NTF bei geringer Gasrücknahme ebenfalls bei der Antriebsinaktivierung. Erst bei Pedalbewegungen über diese Toleranz hinaus reaktiviert NTF den dann wie gewohnt reagierenden Antrieb.The (electronic) accelerator pedal can work with a slightly increased tolerance when the NTF is active (this tolerance may not be perceptible to the average driver; it is conceivable that approx. 2% of the accelerator pedal movement is ignored) so that the NTF does not overreact with minimal, involuntary accelerator movements , With this, NTF also remains with the drive inactivation with low gas withdrawal. Only when pedal movements exceed this tolerance does NTF reactivate the drive, which then reacts as usual.
Bremsen: Die Voraussetzungen für NTF-Aktivität sind nicht mehr gegeben. NTF bleibt daher bis zum nächsten Gasgeben inaktiv. Ein möglicherweise aktiver Hilfsantrieb wird sofort abgeschaltet. Damit zeigt das Fahrzeug normales Fahrverhalten und rollt a. wenn der Fahrer vor der Bremsung eingekuppelt hatte, weiterhin eingekuppelt im Schubbetrieb, b. wenn der Fahrer vor der Bremsung ausgekuppelt hatte, weiterhin ausgekuppelt mit je nach Zustand vor der Bremsung standgaslaufendem oder auch gestopptem Motor.Braking: The requirements for NTF activity no longer exist. NTF therefore remains inactive until the next accelerator. A possibly active auxiliary drive is switched off immediately. The vehicle thus shows normal driving behavior and rolls a. if the driver had engaged before braking, still engaged in overrun, b. if the driver had disengaged before braking, continue to disengage with the engine running at idling speed or stopped depending on the condition before braking.
Bremsen bis zum Fahrzeugstillstand:Braking until the vehicle comes to a standstill:
War NTF bei Bremsbeginn inaktiv, dann läuft der Motor (natürlich nur bei getretener Kupplung!) im Standgas.If NTF was inactive when the brakes started, then the engine (naturally only when the clutch is depressed!) Runs at idle.
War NTF bei Bremsbeginn aktiv, dann steht der (zwischenzeitlich nur als Motorbremse genutzte) Motor. Kuppeln: Das herkömmliche, fahrergesteuerte Auskuppeln hat in jedem Fall Priorität, der Fahrer kann jederzeit durch Treten des Kupplungspedals den Motor vom Getriebe trennen. Nur in eingekuppeltem Zustand kann NTF elektrisch/hydraulisch die Kupplung steuern.If NTF was active at the start of braking, then the motor (which was only used as a motor brake in the meantime) is stopped. Coupling: The conventional, driver-controlled disengagement has priority in any case, the driver can disconnect the engine from the transmission at any time by depressing the clutch pedal. NTF can only control the clutch electrically / hydraulically when it is engaged.
Der mit der Erfindung erzielte Vorteil besteht insbesondere darin, daß trotz häufiger aufzuwendender Beschleunigungsenergie der Gesamtenergieaufwand eines NTF-betriebenen Fahrzeugs geringer ist als der eines Fahrzeuges mit kontinuierlich arbeitendem Antrieb, da Leerlaufphasen, energievergeudendes Motorbremsen, unnötig angetriebene Nebenaggregate etc. drastisch eingeschränkt werden. NTF leistet damit einen Beitrag zur Ressourceneinsparung und zu weniger Lärm- und Schadstoffemission.The advantage achieved by the invention is, in particular, that despite the acceleration energy to be used more frequently, the total energy expenditure of an NTF-operated vehicle is less than that of a vehicle with continuously operating drive, since idling phases, energy-wasting engine brakes, unnecessarily driven auxiliary units, etc. are drastically restricted. NTF thus makes a contribution to saving resources and reducing noise and pollutant emissions.
Im normalen Fahrbetrieb ist die kleine Zeitverzögerung, die beim Gasgeben zur Aktivierung des inaktivierten Antriebs benötigt wird, unbedeutend. Bei guter Abstimmung der Komponenten sollte im Fahrverhalten kaum wahrnehmbar sein, daß das Fahrzeug unter NTF betrieben wird. Die durch NTF tolerierte geringe Geschwindigkeitsab-bzw. zunähme liegt in einem Verkehrssicherheit und -fluß- nicht störenden Bereich. Der Durchschnittsfahrer kann seine Geschwindigkeit bei einem herkömmlich betriebenen Fahrzeug kaum jemals exakt einhalten, ebensowenig ein Tempornat.. Unter AHtagsbedüigungen dürfte die scheinbar konstante Geschwindigkeit eines Fahrzeugs und erst recht des fließenden Straßenverkehrs ohnehin um einen größeren Betrag schwanken, als NTF zwischen Vto und Vtu toleriert. Möglicherweise fördert aber gerade das diesem System zugrundeliegende "um die gewählte Geschwindigkeit pendelnlassen" durch die Anleitung des Fahrers zu ruhigerem, bewußterem und ökonomischerem Fahren die Beruhigung des Verkehrsflusses. Der übliche Sicherheitsabstand zwischen den Fahrzeugen puffert die durch NTF tolerierte Geschwindigkeitsschwankung ab.In normal driving, the small time delay required to activate the inactivated drive when accelerating is negligible. With good coordination of the components, it should be barely noticeable in driving behavior that the vehicle is operated under NTF. The low speed drop or increase lies in a traffic safety and flow-not disturbing area. The average driver can hardly ever keep his speed exactly with a conventionally operated vehicle, just as little as a speed limit. Under everyday conditions, the seemingly constant speed of a vehicle and especially the flowing road traffic should fluctuate by a larger amount than NTF tolerates between Vto and Vtu. Possibly, however, the "oscillating around the selected speed" on which this system is based promotes the calming of the flow of traffic by guiding the driver to calmer, more conscious and more economical driving. The usual safety distance between the vehicles buffers the speed fluctuation tolerated by NTF.
2. NTF-optionater Hybrldantrieb zum langereu Erhalt der Toleranzgeschwϊndϊgkeit2. NTF-optional hybrid drive for long-term maintenance of tolerance speed
Das Ingangsetzen des Hauptantriebs in Phasen geringen Leistuπgsbedarfs eines Fahrzeugs ist häufig unnötig.It is often unnecessary to start the main drive in phases of low power requirement of a vehicle.
Daher aktiviert NTF einen auf das Fahrzeug abgestimmten, eher schwach ausgelegten, kleinen, leichten und möglichst ökonomischen Elektroantrieb erst dann, wenn während der Antriebsinaktivierung dieNTF therefore only activates a small, light, and as economical as possible electric drive that is tailored to the vehicle, rather poorly designed, only when the drive is deactivated
Geschwindigkeit auf Vhyb (hier 99% von Vor <Lh. etwa 50% der Toleranz zwischen Vo und Vtu) abgesunken ist.Velocity on Vhyb (here 99% of Vo r <Lh. About 50% of the tolerance between Vo and Vtu) has dropped.
Dieser elektronisch gesteuert moderat beschleunigende und möglichst ruhig laufende Hilfsantrieb (denkbar ist, daß er auf ebener Bahn eine Geschwindigkeit von 100 km/h gerade halten kann, aber auch ein "nur imThis electronically controlled, moderately accelerating and as quiet as possible auxiliary drive (it is conceivable that it can keep a speed of 100 km / h straight on a level track, but also a "just in
Stadtverkehr mitschwimmen können" ist vorstellbar) wird, nachdem er das Fahrzeug wieder auf Vo beschleunigt hat, sofort aus- und nach erneutem Geschwindigkeitsabfall auf Vhyb wieder eingekuppelt usw.. DieCity traffic can swim "is conceivable), after he has accelerated the vehicle back to Vo, it is immediately disengaged and, after a further drop in speed on Vhyb, it is engaged again
Kraftübertragung wird durch eine elektronisch gesteuerte Kupplung des Hilfsantriebs gewährleistet.Power transmission is ensured by an electronically controlled clutch of the auxiliary drive.
Fällt die Geschwindigkeit trotz Einsatz des Hilfsantriebs unter Vtu, oder wird der Hilfsantrieb innerhalb eines vorgegebenen Zeitmaßes zu häufig frequentiert, oder wird stärker und damit den Hilfsantrieb überfordernd Gas gegeben, oder sprechen die sonstigen Parameter gegen einen sinnvollen Einsatz des Hilfsantriebs, dann aktiviertIf the speed drops below Vtu despite the use of the auxiliary drive, or if the auxiliary drive is frequented too often within a specified period of time, or if the accelerator is pushed harder and thus overwhelming the auxiliary drive, or if the other parameters speak against a sensible use of the auxiliary drive, then activated
NTF sofort den Hauptantrieb und stoppt den Hilfsantrieb.NTF immediately stops the main drive and stops the auxiliary drive.
Solange sich daran anschließend die von NTF registrierten Parameter nicht zugunsten des Hilfsantriebs ändern, bleibt NTF inaktiv, d.h. der Hauptantrieb läuft weiter bis NTF wieder Vo erkennt.As long as the parameters registered by NTF do not subsequently change in favor of the auxiliary drive, NTF remains inactive, i.e. the main drive continues to run until NTF recognizes Vo again.
Bei schnellem Abfall von Vo unter Vhyb (beispielsweise an einer Steigung) löst NTF den dann überfordertenIf Vo drops below Vhyb (for example on a slope), NTF will solve the overwhelmed problem
Elektroantrieb erst gar nicht aus, sondern startet sofort den Hauptantrieb.Electric drive does not stop at all, but starts the main drive immediately.
Gespeist werden kann der Hilfsantrieb aus der Fahrzeugbatterie, die allerdings kräftig und auf minutenlang anhaltende Leistungsabgabe ausgelegt sein sollte.The auxiliary drive can be powered from the vehicle battery, which, however, should be powerful and designed for minutes of sustained power output.
Der Hybridantrieb in Verbindung mit NTF ermöglicht es, bereits auf leichten Gefällestrecken, wie sie fast überall vorzufinden sind, und sogar auf ebenen Fahrbahnen für eine respektable Zeit den Hauptantrieb abzuschalten und so mit wesentlich geringerem Energieaufwand zu fahren.The hybrid drive in conjunction with NTF makes it possible to switch off the main drive for a respectable amount of time even on gentle gradients, such as those found almost everywhere, and even on level roads, and thus drive with significantly less energy.
3. NTF-optionale Motor Stop/Startautomatik bei vorhandenem Hybridantrieb3. NTF-optional engine stop / automatic start with existing hybrid drive
Da ein kräftiger Starter-Generator einen Verbrennungsmotor aus dem Stillstand heraus sehr schnell in den Betriebszustand bringen kann und ihn bei der Beschleunigung auch noch unterstützt, macht längeres Laufenlassen des Motors im Standgas wenig Sinn. Daher kann bei stehendem Fahrzeug nach einer vorgegebenen Standgaslaufzeit der Motor unter den für Stop/Start-Systeme üblichen Kautelen gestoppt werden. Anfahren nach automatischem Motorstop: NTF berechnet, ob die Leistung des Hilfsantriebs allein ausreichend ist:Since a powerful starter generator can bring an internal combustion engine into operation very quickly from a standstill and also support it when accelerating, leaving the engine running at idling speed makes little sense. Therefore, when the vehicle is stationary, the engine can be stopped under the usual conditions for stop / start systems after a predetermined idling time. Starting after automatic engine stop: NTF calculates whether the power of the auxiliary drive alone is sufficient:
- wenn ja (bei eher schwacher Gaspedalbewegung): NTF setzt ausschließlich den Hilfsantrieb je nach Stärke der Gaspedalbewegung variabel dosiert ein. Beim Schaltfährzeug muß dafür die Zündung eingeschaltet, die Kupplung getreten und ein Gang eingelegt, bei einem Automatikfahrzeug eine Fahrstufe eingelegt sein.- If yes (if the accelerator pedal movement is rather weak): NTF only uses the auxiliary drive depending on the strength of the accelerator pedal movement. In the shift vehicle, the ignition must be switched on, the clutch must be depressed and a gear engaged, and in an automatic vehicle a gear must be engaged.
- wenn nein (stärkerer Beschleunigungswunsch, d.h. stärkere Gaspedalbewegung): Das Gasgeben startet den stehenden Motor sofort per Starter-Generator. Beim Schaltfahrzeug muß dafür die Zündung eingeschaltet, die Kupplung getreten und ein Gang eingelegt, bei einem Automatikfahrzeug eine Fahrstufe eingelegt sein.- If no (stronger acceleration request, i.e. stronger accelerator pedal movement): The accelerator starts the stopped engine immediately via the starter generator. In the case of the shift vehicle, the ignition must be switched on, the clutch must be depressed and a gear engaged, and in the case of an automatic vehicle a gear must be engaged.
Der Antrieb steht sofort zur Verfügung, unterhalb der Startgeschwindigkeit des Verbrennungsmotors kann durch den vom elektronischen Gaspedal je nach Stärke der Pedalbewegung variabel stark eingesetzten Starter- Generator das Fahrzeug bereits beschleunigt werden. Sowohl Schalt- als auch Automatikfahrzeug lassen sieh wie gewohnt anfahren. The drive is immediately available, and the vehicle can be accelerated below the starting speed of the internal combustion engine by the starter generator, which is used by the electronic accelerator depending on the strength of the pedal movement. Both manual and automatic vehicles can be started as usual.

Claims

Patentansprüche claims
1. Steuerung zur besseren Nutzung des Trägheitsmomentes beim Fahren (NTF),1. Control for better use of the moment of inertia when driving (NTF),
dadurch gekennzeichnet, daß der Antrieb eines motorbetriebenen Fahrzeugs während der Fahrt in Betriebsphasen mit geringem Leistungsbedarf temporär abgeschaltet wird, ohne daß es dabei zu Sicherheits- oder Komfortverlust kommt. NTF überwacht permanent die relevanten Fahrdaten und schaltet unter entsprechend günstigen Bedingungen den Antrieb immer in verzichtbaren Phasen ab, so daß das Fahrzeug dann mit abgeschaltetem und ausgekuppeltem Motor rollt. Bei Abfall der Geschwindigkeit unter die tolerierte Mindestgeschwindigkeit aktiviert NTF den Antrieb sofort, beschleunigt das Fahrzeug moderat wieder auf die von NTF erkannte Fahrer- Wunschgeschwindigkeit, inaktiviert den Antrieb erneut undsoweiter. Die Fahreigenschaften ändern sich nicht nachteilig, aber die ökonomischen und ökologischen Qualitäten steigen, auf bergigen Strecken deutlicher als auf eher flachem Terrain.characterized in that the drive of a motor-driven vehicle is temporarily switched off while driving in operating phases with low power requirements, without loss of safety or comfort. NTF constantly monitors the relevant driving data and always switches off the drive in suitable phases under suitable conditions, so that the vehicle then rolls with the engine switched off and disengaged. If the speed drops below the tolerated minimum speed, NTF activates the drive immediately, accelerates the vehicle moderately to the desired driver speed recognized by NTF, deactivates the drive again and so on. The driving characteristics do not change disadvantageously, but the economic and ecological qualities increase, more clearly on mountainous routes than on more flat terrain.
2. NTF-optionaler Hybridantrieb,2. NTF optional hybrid drive,
dadurch gekennzeichnet, daß durch nur temporären, opportunistischen Einsatz eines Hilfsantriebs die Fahrzeuggeschwindigkeit mit geringem Energieaufwand über einen deutlich verlängerten Zeitraum im Toleranzbereich gehalten werden kann.characterized in that only temporary, opportunistic use of an auxiliary drive means that the vehicle speed can be kept in the tolerance range with little energy expenditure over a significantly extended period of time.
3. NTF-optionale Motor-Stop/Startautomatik bei vorhandenem Hybridantrieb,3. NTF-optional engine stop / automatic start with existing hybrid drive,
dadurch gekennzeichnet, daß bei stehendem Fahrzeug der standgaslaufende Motor nach kurzer Betriebszeit gestoppt wird. Bei anschließendem nur geringem Beschleunigungswunsch wird ausschließlich der ökonomisch günstigere Hilfsantrieb aktiviert. Erst bei stärkerer Gaspedalbewegung wird der Hauptantrieb gestartet. characterized in that when the vehicle is at a standstill, the idling engine is stopped after a short operating time. If the request for acceleration is only slight, only the economically more favorable auxiliary drive is activated. The main drive is only started when the accelerator pedal is pushed harder.
PCT/DE2003/001328 2003-04-24 2003-04-24 Control unit for improved utilization of the moment of inertia during driving (ntf) WO2004094174A1 (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008122361A1 (en) * 2007-04-10 2008-10-16 Bayerische Motoren Werke Aktiengesellschaft Method for controlling an automatic shut-off process of a drive unit in a motor vehicle
DE102015226215A1 (en) 2015-12-21 2017-06-22 Zf Friedrichshafen Ag Method for operating a drive train when leaving a sailing mode

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