EP1673251A1 - Procede de regulation de l'etat de charge d'un accumulateur d'energie sur un vehicule a systeme hybride de propulsion - Google Patents

Procede de regulation de l'etat de charge d'un accumulateur d'energie sur un vehicule a systeme hybride de propulsion

Info

Publication number
EP1673251A1
EP1673251A1 EP04762605A EP04762605A EP1673251A1 EP 1673251 A1 EP1673251 A1 EP 1673251A1 EP 04762605 A EP04762605 A EP 04762605A EP 04762605 A EP04762605 A EP 04762605A EP 1673251 A1 EP1673251 A1 EP 1673251A1
Authority
EP
European Patent Office
Prior art keywords
charge
vehicle
state
energy store
soc
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.)
Ceased
Application number
EP04762605A
Other languages
German (de)
English (en)
Inventor
Jochen Fassnacht
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1673251A1 publication Critical patent/EP1673251A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—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
    • 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
    • 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 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 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
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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 relates to a method for regulating the state of charge of an energy store for storing electrical energy in a vehicle with a hybrid drive, in particular a motor vehicle, and to such a vehicle having the features specified in the preamble of claims 1 and 8, respectively.
  • motor vehicles with hybrid drive have at least one electric machine that can be coupled to the drive train of the motor vehicle.
  • this electric machine supplies electrical energy which is stored in an energy store formed by the vehicle battery until it is delivered to a consumer of the motor vehicle.
  • the electric machine alone or together with the internal combustion engine, provides for the propulsion of the motor vehicle, and in the latter case it serves to absorb the fluctuations in the output power of the drive train that occur in real driving operation, so that the internal combustion engine is always in a consumption-optimized manner whenever possible Operating area is kept around the Increase the efficiency of the drive and reduce the environmental impact of pollutants from the internal combustion engine.
  • the state of charge of the vehicle battery is continuously monitored and generally kept at a predetermined constant value. If the state of charge drops below this value, a charge controller of the battery requests electrical energy from the electric machine, which then goes into generator mode in order to recharge the battery.
  • this charging of the battery is unnecessary if the motor vehicle is braked shortly thereafter and considerable amounts of kinetic energy of the motor vehicle are converted into electrical energy by the electric machine and fed into the battery. When the vehicle is braked, the entire kinetic energy of the motor vehicle cannot usually be recovered, but usually a considerable proportion.
  • the method according to the invention with the features mentioned in claim 1 and the vehicle according to the invention with the features mentioned in claim 8 offer the advantage that the kinetic energy of the vehicle can be taken into account when charging the energy store in order to charge the energy store by converting a battery To avoid part of the drive power of the internal combustion engine if it is to be expected or there is a likelihood that soon afterwards a not unreliable considerable amount of electrical energy will be fed into the energy storage.
  • the method for charge control according to the invention can be used in particular in motor vehicles with hybrid drive, the energy storage of which can be operated with a variable state of charge, such as the newly developed NiMH battery.
  • the amount of energy stored in the energy store in these motor vehicles can be kept variable or optimized according to the driving situation, energy being saved by a suitable setpoint value setting and thus the fuel consumption being reduced and the environmental impact being reduced.
  • the charging of the energy store is delayed with increasing vehicle speed, preferably by lowering a desired value of the state of charge with increasing vehicle speed, so that the actual value of the state of charge due to energy withdrawals from the energy store is only too low - falls below the setpoint at a later point in time.
  • a further preferred embodiment of the invention provides that the setpoint value of the state of charge is reduced as a function of the instantaneous driving speed by a value which is likely to be charged when the energy store is charged Decelerating the vehicle from this current speed to a standstill corresponds.
  • the setpoint is expediently specified by a characteristic curve which is dependent on the speed of travel of the vehicle, a relatively simple control being possible if the setpoint of the state of charge is reduced in proportion to the speed of travel of the motor vehicle.
  • the setpoint value of the state of charge can also be reduced in such a way, that it decreases disproportionately with increasing speed.
  • a further advantageous embodiment of the invention provides that the target value is not lowered if energy is generated for charging the energy store for other reasons, for example by recuperation of energy during a descent. In this case, it is advisable to store any excess energy that may be generated in the energy store, regardless of the speed of travel, in order to use it for charging it.
  • the speed-dependent setpoint of the state of charge can not only be used to regulate the charging of the energy store, but can also be integrated into an operating strategy for the internal combustion engine and the electric machine.
  • FIG. 1 shows a possible schematic diagram of components of a hybrid drive of a motor vehicle according to the invention
  • FIG. 2 shows a possible characteristic curve of the target value of the state of charge of a battery of the motor vehicle as a function of its driving speed
  • Figure 3 shows another possible characteristic of the target value of the state of charge of the motor vehicle battery.
  • the hybrid drive of a motor vehicle comprises an internal combustion engine 10 and an electric machine 12 in a known manner.
  • the internal combustion engine 10 is coupled via a clutch 14 and a transmission 16 to an output shaft 20 driving the drive wheels 18 of the motor vehicle.
  • the electric machine 12 is also coupled to the transmission 16, so that part of the mechanical energy required for propelling the motor vehicle can be supplied by the electric machine 12 in order to always keep the internal combustion engine 10 in an operating state that is optimal in terms of consumption.
  • the electric machine 12 also serves to generate electrical energy for supplying other consumers of the motor vehicle and can also be used as a starter for the internal combustion engine and / or as a sole drive for the motor vehicle at a relatively low speed. serve.
  • the motor vehicle further comprises a speedometer 22, which determines the current driving speed of the motor vehicle from the current speed of the drive wheels 18 or the output shaft 20 and forwards this to an on-board computer 24.
  • the electric machine 12 which is controlled by a control unit 26, is powered in its motor operation by a battery 28 of the motor vehicle serving as an energy store and recharges it in its generator operation when the current state of charge of the battery 28 falls below a predetermined setpoint.
  • the battery 28 is of a type that can be operated with a variable state of charge, such as a NiMH battery.
  • An inverter 30, which is arranged between the latter and the electric machine 12 and has a current regulator and the charge regulator in the control unit 26, which determines the current state of charge of the battery 28 and regulates it to the predetermined target value, is used to regulate the state of charge of the battery 28.
  • the electric machine 12 is driven in this operating state via the transmission 16 by the internal combustion engine 10 and converts part of the mechanical power generated by it into electrical energy, which is then fed into the battery 28.
  • the instantaneous driving speed of the motor vehicle by replacing a constant setpoint of the State of charge, a speed-dependent setpoint is used, which is reduced at least within certain limits with increasing driving speed.
  • the instantaneous kinetic energy of the motor vehicle can be taken into account, which is partly converted into electrical energy and can be used to charge the battery 28 when the motor vehicle is next braked. Since such a braking generally takes place within a period that is not too long, the speed-dependent lowering of the setpoint value of the state of charge can delay a complete charging of the battery 28 up to this point in time. Since the battery 28 is then fully charged with the aid of the kinetic energy recovered during braking instead of with the aid of part of the drive power of the internal combustion engine 10, energy and thus fuel can be saved and the pollution of the environment can be reduced.
  • the speed-dependent setpoint value of the state of charge is specified by the charge controller 26, which contains, for example, a microcomputer, of which the setpoint value is used using the instantaneous travel speed jst transmitted by the on-board computer 24, usually available in digital form on a vehicle bus, and one stored in the microcomputer the speed-dependent setpoint characteristic curve is calculated.
  • the charge controller 26 contains, for example, a microcomputer, of which the setpoint value is used using the instantaneous travel speed jst transmitted by the on-board computer 24, usually available in digital form on a vehicle bus, and one stored in the microcomputer the speed-dependent setpoint characteristic curve is calculated.
  • FIGS. 2 and 3 Two such setpoint characteristic curves which are dependent on the driving speed are shown by way of example in FIGS. 2 and 3. While in the characteristic curve shown in FIG. 2, the nominal value of the state of charge (SOC SO ⁇ ) versus the driving speed v in a predetermined speed range between standstill (vo) and an upper limit (vi) decreases linearly and is then kept constant in order not to fall below a lower limit of the state of charge SOCmin required by the battery 28 and for the cold start, it remains in the characteristic curve shown in FIG. 3 up to a predetermined minimum speed v m i n constant and then decreases up to the maximum travel speed v ma ⁇ with increasing incline, but remains above the limit SOC m j n .
  • SOC SO ⁇ state of charge
  • the difference between the respective speed-dependent setpoint SOC S0 n (v) and a constant conventional setpoint SOC SO ⁇ k shown in broken lines in the diagram corresponds to that portion of the kinetic energy which, when braking, from the current travel speed Vj S t can be recovered to a standstill and fed into the battery 28 in the form of electrical energy. If for some reason the battery 28 is not charged when the motor vehicle is braked, the charge is generally carried out immediately afterwards with the aid of the drive power of the internal combustion engine 10.
  • the state of charge control according to the invention is in particular at
  • Motor vehicles can be used, but can also be used in locomotives with hybrid drive.
  • the Methods according to the invention ' for all hybrid vehicle concepts for example also those which, in addition to the electric machine 12, comprise a further electric machine.
  • the method according to the invention can be used not only alone but also in combination with other methods for regulating the state of charge.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Charge By Means Of Generators (AREA)
  • Secondary Cells (AREA)

Abstract

L'invention concerne un procédé de régulation de l'état de charge d'un accumulateur d'énergie (28) sur un véhicule à système hybride de propulsion, en particulier un véhicule automobile comportant un moteur à combustion interne (10) et au moins un moteur électrique (12), couplés ou pouvant être couplés à un ensemble transmission du véhicule. Selon la présente invention, un état de charge (SOC) de l'accumulateur d'énergie (28) est régulé par un régulateur de charge (30) en fonction de la vitesse (v) du véhicule.
EP04762605A 2003-10-06 2004-08-05 Procede de regulation de l'etat de charge d'un accumulateur d'energie sur un vehicule a systeme hybride de propulsion Ceased EP1673251A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10346213A DE10346213A1 (de) 2003-10-06 2003-10-06 Verfahren zur Regelung des Ladezustands eines Energiespeichers bei einem Fahrzeug mit Hybridantrieb
PCT/DE2004/001760 WO2005044610A1 (fr) 2003-10-06 2004-08-05 Procede de regulation de l'etat de charge d'un accumulateur d'energie sur un vehicule a systeme hybride de propulsion

Publications (1)

Publication Number Publication Date
EP1673251A1 true EP1673251A1 (fr) 2006-06-28

Family

ID=34353327

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04762605A Ceased EP1673251A1 (fr) 2003-10-06 2004-08-05 Procede de regulation de l'etat de charge d'un accumulateur d'energie sur un vehicule a systeme hybride de propulsion

Country Status (5)

Country Link
US (1) US7934573B2 (fr)
EP (1) EP1673251A1 (fr)
JP (1) JP2007510567A (fr)
DE (1) DE10346213A1 (fr)
WO (1) WO2005044610A1 (fr)

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US7934573B2 (en) 2011-05-03
WO2005044610A1 (fr) 2005-05-19
JP2007510567A (ja) 2007-04-26
US20070295543A1 (en) 2007-12-27
DE10346213A1 (de) 2005-04-21

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