DE102008007119A1 - Method for operating hybrid vehicle, involves operating hybrid vehicle according to energy balance of electric energy storage, where area is influenced by energy mix in electric energy storage - Google Patents

Abstract

The method involves operating a hybrid vehicle according to an energy balance of an electric energy storage, where the energy balance of the electric energy storage is designed in economical and costly energy or economical and costly energy gain. An area is influenced by an energy mix in the electric energy storage. A hybrid vehicle is driven in the area by an electric machine.

Description

The The present invention relates to a method of operating a hybrid vehicle with the features of claim 1.

To the efficient drive of vehicles, it is already known, several sources of power to connect with each other. For example, so-called parallel hybrid vehicles previously known, in which an internal combustion engine with one or several electric machines connected to a common drive train are. Compared to vehicles, the only one internal combustion engine show advantages in terms of the Fuel consumption, exhaust emissions and ride comfort.

From the document DE 103 23 722 A1 For example, a method for determining a power sharing factor between the power of a hybrid vehicle generated by an internal combustion engine and an electric machine is previously known. In particular, this minimizes a cost function that depends on the power sharing factor. In the cost function, a fuel energy and an electric energy consumption value are combined, both depending on the power sharing factor. In the cost function, the electric energy consumption value is weighted with an adaptive equivalent factor, which takes into account the state of an electric energy storage. The adaptive equivalence factor is preferably formed from a probability factor. The likelihood factor is again formed on the basis of factors including, among others, the charging of the electric energy storage, the discharge of the electric energy storage, and the relationship between the electric power consumed by the electric machine and obtained by the electric machine. By determining the minimum of the cost function, the power split factor is determined where the lowest fuel consumption is present. The power sharing factor corresponding to the minimum is extracted and the power of the internal combustion engine and the electric machine are divided accordingly.

outgoing from this prior art, it is an object of the present invention make the operation of a hybrid vehicle even more efficient.

These The object is achieved according to the invention that the operation of a hybrid vehicle depending the energy balance of the electric energy storage takes place. The energy budget of the electric energy storage designed in free and costly energy. In particular, the energy budget is designed the electric energy storage in free and costly energy. Free energy is gained for example by recuperation. So by that, for example, by means of a generator operated Electric machine, the hybrid vehicle is delayed. Fused costs Energy is, for example, by a load point shift of Internal combustion engine won. So by the fact that the internal combustion engine both the hybrid vehicle, as well as a generator operated Electric machine drives. In other words, the area in a hybrid vehicle is driven by means of the electric machine, according to the invention by the energy mix in the electric energy storage affected. That is, the more free energy in that Electric energy storage is included, the bigger is the area in which the hybrid vehicle by means of the electric machine is driven or the cheaper is the in The energy contained in the electric energy storage. This means, the less free energy contained in the electric energy storage is, the smaller is the area in which the hybrid vehicle by means of the electric machine is driven or the more expensive it becomes energy contained in the electric energy storage.

In order for the operation of a hybrid vehicle to take place as a function of the energy balance of the electric energy storage, an energy manager is provided according to the invention. The energy manager serves as an energy exchange and assesses the costs of energy generation in the form of free and costly energy. Preferably, a multi-variable controller is formed on the basis of the energy manager. The operation of a hybrid vehicle is influenced by means of this multi-variable controller. In particular, the various operating modes of a hybrid vehicle are influenced by means of this multi-variable controller. One possible operating mode of a hybrid vehicle is the drive solely by means of the electric machine, the so-called electric drive. Another possible mode of operation of a hybrid vehicle is the drive by means of the internal combustion engine and the electric machine, the so-called boosting. Yet another possible operating mode of a hybrid vehicle is the drive by means of the internal combustion engine, wherein the internal combustion engine for the purpose of energy also drives the generator-operated electric machine, wherein the internal combustion engine is operated in a more economical operating point, the so-called positive load point shift. Yet another possible mode of operation of a hybrid vehicle is the sole drive of the generator-operated electric machine during braking or coasting of the Hy bridfahrzeuges, the so-called recuperation or brake recovery. In particular, a coupling between the selection of the operating modes of a hybrid vehicle and the load point shift is produced according to the invention by means of the energy manager. The resulting multi-variable controller structure or the multi-variable controller includes the control variables electrical energy storage charge state and fuel consumption difference and the manipulated variables Elektroenergiespeicherlademoment and start-stop request. By means of this multi-variable regulator structure or the multi-variable regulator, it is advantageously possible according to the invention to minimize the fuel consumption of the internal combustion engine of a hybrid vehicle as a result of the condition that the limits of the electric energy storage charge state are not violated. In addition, an easily tunable structure of the control and regulation of the drive of a hybrid vehicle is advantageously provided according to the invention. That is, a start-stop management is derived depending on the energy balance of the electric energy storage. A dynamic evaluation of the costs for electric power generation and the cost of operating the internal combustion engine is performed. This means that, depending on the energy balance of the electric energy storage, a dynamic assessment is made as to whether electric driving is worthwhile or not. In particular, it is advantageously possible according to the invention to carry out only energetically sensible starts and stops of the internal combustion engine. Energetically meaningful in this sense means that the respective stop also leads to energy savings compared to operating the same operating point with the internal combustion engine. According to the invention, the dynamic evaluation of the limit for electric driving automatically adapts automatically to each driving cycle of the hybrid vehicle and does not have to be catalyzed on a cycle-specific basis. In other words, optimality is ensured for each driving cycle of the hybrid vehicle.

About that In addition, it is provided according to the invention, a Minimum stop time to forecast. The forecast of a minimum stop time has the effect of increasing the number of engine stops reduce. Only the stops should be done which are also energetically meaningful. Background of this procedure is it that every startup is associated with a starting energy that is required to the internal combustion engine by means of the electric machine to start. Therefore, the reduction of the number of stops to one Minimum central. A determination of the starting energy is therefore made to be in every working point in which the overall system hybrid vehicle is to make a statement how big the load of the energy budget by the start of the Internal combustion engine is.

Further advantageous embodiments of the present invention are the subsequent embodiment and the dependent To claim.

in this connection demonstrate:

1 : a schematic representation of the intelligent start-stop management according to the invention (including energy management),

2 : a schematic representation of the multi-variable controller according to the invention,

3 : a schematic representation of a higher-level controller structure.

For the operation according to the invention of a hybrid vehicle as a function of the energy balance of the electric energy storage, it is initially provided in one possible embodiment for consumption volume flows V. define. A consumption volume flow V is preferred. _VF for the drive of the hybrid vehicle solely by means of the internal combustion engine and a consumption volume flow V. _{EF defined} for the drive of the hybrid vehicle solely by means of the motor-driven electric machine.

In order for the operation of a hybrid vehicle to take place according to the invention as a function of the energy balance of the electric energy storage device, the consumption volumetric flow V. _VF and the consumption volumetric flow V. _EF juxtaposed. Is the consumption volume flow V. _EF smaller than the consumption flow V. _{VF is} worth the electric driving, so the drive of the hybrid vehicle alone by means of the motor-driven electric machine.

The consumption volume flow V. _VF can be calculated on the basis of the specific fuel consumption b _e , the driver's desired torque M _{FW, VF of} the internal combustion engine, the angular velocity ω _{VF of} the internal combustion engine and the drag torque of the electric machine M _{EM, Schlepp} by means of the equation: V. VF = (M FW, VF + M EM, towing ) · Ω VF · be VF be calculated.

• A.) Eine Möglichkeit ist es, dass die Verbrennungskraftmaschine sowohl das Hybridfahrzeug, als auch die generatorisch betriebene Elektromaschine antreibt, um dem Elektroenergiespeicher Energie E zuzuführen. Zum Antrieb der generatorisch betriebenen Elektromaschine ist dabei ein zusätzliches Drehmoment ΔM von der Verbrennungskraftmaschine aufzubringen. Dadurch wird der Arbeitspunkt der Verbrennungskraftmaschine in einen besseren Wirkungsgradbereich verschoben. Trotzdem vergrößert sich durch diese Maßnahme der momentane Kraftstoffverbrauch des Verbrennungsmotors und es entstehen Kosten bei der Zufuhr von Energie E zum Elektroenergiespeicher.
• B.) Eine weitere Möglichkeit ist es, dass durch Rekuperation dem Elektroenergiespeicher Energie E zugeführt wird, wobei keine Kosten entstehen.

To determine the consumption volume flow V. _EF for driving the hybrid vehicle solely by means of the motor-driven electric machine are the different possibilities A.) and B.) of the recovery of the energy E fed into the electric energy storage to distinguish.

• A.) One possibility is that the internal combustion engine drives both the hybrid vehicle and the generator-operated electric machine in order to supply energy E to the electric energy storage. To drive the generator-operated electric machine while an additional torque .DELTA.M is applied by the internal combustion engine. As a result, the operating point of the internal combustion engine is shifted to a better efficiency range. Nevertheless, this measure increases the instantaneous fuel consumption of the internal combustion engine and costs arise in the supply of energy E to the electric energy storage.
• B.) Another possibility is that energy E is supplied to the electric energy storage by recuperation, with no costs.

To A.): Now drives the internal combustion engine in addition to the hybrid vehicle and the generator-operated electric machine to supply the electric energy storage energy E, the increase in the current fuel consumption flow rate by the load point shift according to the equation ΔV. LPV = V. LPV - V. ohneLPV being represented.

Where ΔV corresponds. _LPV the consumption volumetric flow difference due to a load point shift, V. _LPV the consumption flow rate at a load point shift and V. _{without LPV} the consumption _{volume flow} without a load point shift. Furthermore, the consumption volumetric flow V is valid. _LPV at a load point shift: V. LPV = (P FW + P one EM, Gen ) · B e wherein P _FW corresponds to the driver request power, which is independent of whether a load point shift is made or not, because an additional power for the supply of energy E to the electric energy storage is required, where P a / EM, Gen gene of the charging power of the regenerative electric machine and b _e corresponding to the specific consumption of the engine. On the other hand applies to the consumption flow V. without _LPV without a load _{point shift} : V. ohneLPV = (P FW + P EM, towing ) · B e where P _{EM, tow} corresponds to the towing power of the likewise driven by the internal combustion engine, but unloaded electric machine.

The charging power of the electric energy storage P in / Batt can be calculated from the additional torque ΔM for driving the generator-operated electric machine or for supplying energy E to the electric energy storage, the angular velocity ω _LPV and the efficiency of the generator-operated electric machine η _{EM, Gen} by means of the equation: P one Batt = ΔM · ω LPV · η EM, Gen be calculated.

Around now to be able to evaluate how the energy balance of the Electric energy storage of a hybrid vehicle is composed According to the invention introduced the concept of specific charging power ψ. The specific charging power ψ describes the invention Cost of energy fed into the electric energy storage E.

definiert. Die spezifische Ladeleistung ψ_LPV bei der Lastpunktverschiebung kann jedoch auch gemäß der Gleichung

also auf Grundlage der Ladeleistung des Elektroenergiespeichers P ein / Batt, des Wirkungsgrades des Elektroenergiespeichers beim Laden η_Batt,Laden und der Verbrauchsvolumenstromdifferenz ΔV ._LFV oder mittels der Gleichung

also auf Grundlage des zusätzlichen Drehmomentes ΔM zum Antrieb der generatorisch betriebenen Elektromaschine, der Winkelgeschwindigkeit ω_LPV und des Wirkungsgrades der generatorisch betriebenen Elektromaschine η_EM,Gen berechnet werden.In the event that the internal combustion engine drives both the hybrid vehicle and the generator-operated electric machine, the specific charging power ψ _{LPV is driven} by the quotient of the energy E _LPV fed into the electric energy _store and the additional consumption of fuel ΔV _LPV by the internal combustion engine for driving the generator Electric machine according to the Glei chung

Are defined. However, the specific charging power ψ _LPV at the load point shift can also be determined according to the equation

Thus, based on the charging power of the electric energy storage P in / Batt, the efficiency of the electric energy storage when charging η _{Batt, charging} and the consumption volume flow difference .DELTA.V. _LFV or by means of the equation

that is to say based on the additional torque ΔM for driving the generator-operated electric machine, the angular speed ω _LPV and the efficiency of the generator-operated electric machine η _{EM, Gen are} calculated.

The energy E _LPV obtained in the load point _shift , which flows to the electric energy storage, is removed from the electric energy storage again at a later point in time for the electric drive.

ins Verhältnis zueinander gesetzt.To the consumption flow V. _It is further assumed that the energy E _LFV consumed for this electric driving has costs corresponding to the specific charge power ψ _LPV at a load point shift. That is, the consumption process of electrical energy E taken from the electric energy storage can be understood as the discharge power P out / Batt. The discharge power P out / Batt can be calculated from the desired torque M _{FW, EF} , the angular velocity ω _EF and the efficiency η _{EM, Mot of} the motor-driven electric machine and the efficiency of the electric energy storage during discharge η _{Batt, unloading} by means of the equation: P out Batt = M FW, EF · ω EF / η Em Mot · η Batt, unloading be calculated. It is initially assumed that no on-board power is required. Now, first, the consumption flow rate V. _EF for driving the hybrid vehicle alone by means of the motor-driven electric machine are determined in the event that the internal combustion engine drives both the hybrid vehicle, as well as the generator-operated electric machine to supply energy E to the electric energy storage. According to the invention, the discharge power P out / Batt and the specific charging power ψ _LPV at a load point shift according to the equation

set in relation to each other.

In other words, by the specific charging power ψ _LPV, the process of charging and discharging the electric energy storage, ie the supply and the removal of electrical energy from the electric energy storage, according to the invention coupled together.

kann dieser Zusammenhang dargestellt werden. Es wird dabei davon ausgegangen, dass sich die gesamte in den Elektroenergiespeicher eingespeiste Energie E_ges aus der durch eine Lastpunktverschiebung eingespeisten Energie E_LPV und der durch Rekuperation eingespeisten Energie E_rek zusammensetzt.B.): It is now provided according to the invention, to take into account the energy E _rek supplied to the electric energy _storage by recuperation to _expand the concept of the specific charging power ψ. In particular, it is provided to define the energy E supplied to the electric energy storage by recuperation as a positive disturbance variable. In other words, the specific charging power ψ _EF for the electric driving depends not only on the specific charging power ψ _LPV at the load point shift, but also on the share κ _rek of another electric energy source, here the recuperation. By means of the equation

this relationship can be shown. It is assumed here that the total energy E _ges fed into the electric energy _{storage device is} composed of the energy E _LPV fed in by a load _{point shift} and the energy E _rek fed in through recuperation.

In other words, the specific charging power ψ _EF for electric driving describes the cost of electric power generation consumed only by electric driving.

ermittelt werden.With regard to the inventive concept of operation of a hybrid vehicle as a function of the energy balance of the electric energy storage, the considerations outlined above are significant in that it is now possible to calculate the consumption volumetric flow V. _EF for driving the hybrid vehicle alone by means of the motor-driven electric machine, taking into account the costs incurred in obtaining the energy that was supplied to the electric energy storage, to be able to determine. The consumption volume flow V. _EF for the drive of the hybrid vehicle alone by means of the motor-driven electric machine, taking into account the cost can by means of the equation

be determined.

That is, so that the operation of a hybrid vehicle according to the invention can be done in dependence on the energy balance of the electric energy storage, the consumption flow rate V. _{VF is} the consumption flow V. _EF juxtaposed. Is the consumption volume flow V. _EF smaller than the consumption flow V. _{VF is} worth the electric driving, so the drive of the hybrid vehicle alone by means of the motor-driven electric machine.

According to the invention, an energy manager is furthermore provided for operating a hybrid vehicle as a function of the energy balance of the electric energy storage. According to 1 In the energy manager all electrical sources and consumers of a hybrid vehicle are summarized. Thus, the block A information about the drive to the generator-operated electric machine, ie applied by the internal combustion engine additional torque .DELTA.M, the share κ _rek to _recover energy from recuperation, the boost mode BB, so one of the motor-driven electric machine in addition to the internal combustion engine torque applied and the required onboard power BNL supplied. In block A of the energy manager is an energy balance in costly and free energy production according to the procedure explained above, ie in particular the determination of the consumption flow rate V. _EF for driving the hybrid vehicle alone by means of the motor-driven electric machine. The consumption volume flow V. _EF is in a further block B with the consumption flow rate V. _VF compared to the drive of the hybrid vehicle alone by means of the internal combustion engine. Depending on how this comparison fails, the respectively more favorable operating mode is requested accordingly. So the consumption flow rate is V. _EF smaller than the consumption flow V. _{VF is} worth the electric driving and the drive of the hybrid vehicle alone by means of the motor-driven electric machine. Is the consumption volume flow V. _EF greater than the consumption volumetric flow V. _VF , electric driving is not worth it, but it is worth the drive of the hybrid vehicle alone by means of the internal combustion engine. In addition, in block B, a comparison of the result of the comparison between the consumption flow rate V occurs. _EF and the consumption flow V. _VF , ie the energetic decision EE or energetic condition EB, with so-called hard conditions HB. These hard conditions HB have a higher priority than the energetic conditions EB. A possible hard condition is, for example, that the state of charge of the electric energy storage device falls below a certain threshold, so that a recharging of the electric energy storage by means of the internal combustion engine is absolutely necessary. If, in the further comparison in block B, a hard condition HB is present, this prevails, if not, the energetic decision EE or energetic condition EB can be enforced. Depending on which condition EB or HB prevails, a start-stop request SSA is generated.

In a particularly advantageous embodiment of the present invention will become in the other Comparison in block B respectively prevailing condition EB not immediately triggered. Rather, there is a delay in the realization of the condition EB, which has prevailed in each case. This delay has the advantage that the frequency of starting the internal combustion engine by means of the motor-driven electric machine is reduced. In particular, the starting of the internal combustion engine is not always appropriate, since the towing of the engine requires a significant proportion of energy, that is, energetically useful is a stop of the engine only if so saved taking into account the later then required again start of the engine energy can be.

In order to prevent an unnecessary stop, a minimum stop time t min / stop is predicted depending on the operating point at each stop request. This minimum stop time t min / stop can be determined assuming that the operating point remains stationary. It is therefore assumed that the driver's desired torque and the speed do not change within the stop phase. The consumption volumetric flow difference ΔV. between operation with electric driving and operation without electric driving can according to the equation ΔV. = V. VF - V. EF be determined.

For an energetically sensible stop should be satisfied that the fuel saved by the electric driving ΔV = V VF - V EF = ΔV · t stop at least greater than the equivalent of the fuel consumption for the engine start V _start , so that the stop is energetically meaningful, where t _stop the actual stop time, V _VF fuel consumption for the drive by means of the internal combustion engine and V _EF corresponds to the fuel consumption for driving by means of the electric machine , The following inequality should therefore apply to an energetically meaningful stop V VF - V EF - V begin > 0 respectively

This means that by stopping with the actual time t _Stop , fuel consumption can only be saved if the predicted minimum stop time t min / stop can be reached. If the predicted minimum stop time t min / stop is very large, the probability is very high that this stop can not reach the minimum stop time, and this stop therefore does not make energy sense. A subthreshold may be defined, and if the predicted minimum stop time tmin / stop is less than the threshold, the engine may be stopped and the drive of the hybrid vehicle may be solely by the powered electric machine. If the predicted minimum stop time tmin / stop for the current operating point is above the threshold, the operation with the hybrid driving, ie the drive of the hybrid vehicle by means of the internal combustion engine stops, although the equivalent of the consumption volume flow V. _EF by electric driving is smaller than without electric driving. In this way, it is possible to determine whether or not the stop of the internal combustion engine contributes to the increase of the efficiency of the hybrid drive.

According to the invention, a multi-variable controller MGR is formed on the basis of the energy manager. According to 2 a preferred embodiment of this multivariable controller MGR is shown. The block C represents the coordination of the operating mode of the underlying hybrid vehicle with a load point shift. This coordination block C, the control variables Elektroenergiespeicherladezustandsdifferenz ESZD and fuel consumption difference KVD are supplied. In addition, the block C current information is supplied to the on-board power consumption BNV. The additional torque ΔM or the electric energy storage charging torque ESLM, which is to be applied by the internal combustion engine to drive the generator-operated electric machine, is then calculated on the basis of the controlled variables of the electric energy storage charge state difference ESZD and fuel consumption difference KVD. Information about the electric energy storage charging torque ESLM is also supplied to the block A of the energy manager and serve there as a basis for influencing the operation of a hybrid vehicle in dependence of the Energiehaushal of the electric energy storage, as described in the previous paragraphs. In addition, the block A of the energy manager information about the share κ _rek for energy from recuperation from the block D, to the boost operation BB from the block E, ie one of the motor-driven electric machine applied in addition to the internal combustion engine torque and the current electrical system consumption BNV supplied. By means of these feeders, a coupling between the selection of the operating modes of a hybrid vehicle and the load point displacement is produced according to the invention by means of the energy manager. In addition, from the block A of the energy manager information about the consumption flow rate V. _EF transmitted to block B. In addition, block B are supplied with the control variables of the electric energy storage charge state difference ESZD and the fuel consumption difference KVD, which are the consumption flow rate V. _VF correspond. As described in the preceding paragraphs, a start-stop request SSA is generated in block B, which is used in addition to the electric energy storage charging torque ESLM as a manipulated variable for influencing the operation of the respective underlying hybrid vehicle.

3 finally shows the arrangement of in 2 shown multi-variable controller MGR in a higher-level controller structure of a hybrid vehicle. In particular, it becomes clear how the controlled variables electric energy storage charge state difference ESZD and fuel consumption difference KVD are formed. As 3 can be seen, the sizes result Elektroenergiespeicherladezustandsdifferenz ESZD and fuel consumption difference KVD from the comparison of a desired electric energy storage state of charge ESZS and a target fuel consumption KVS with an actual electric energy storage state ESZI or an actual fuel consumption KVI. The quantities of electric energy storage charge state difference ESZD and fuel consumption difference KVD are fed to the multi-variable controller MGR. The multi-variable controller MGR, in turn, information is supplied, for example, via the current electrical system consumption BNV. The hybrid path HS is in turn subjected to disturbance variables SG, for example, the changing share κ _rek for energy _recovery from recuperation. In other words, a control loop is formed for a hybrid vehicle, wherein the actual fuel consumption KVI can be optimized or minimized taking into account the electric energy storage charge state difference ESZD.

A

block of the energy manager

B

coordination the operating modes of the underlying hybrid vehicle

BB

boost mode

b _e

specific Consumption of the internal combustion engine

BNL

Board network performance

BNV

Board power consumption

C

block for the coordination of a load point shift

D

block for energy recovery from recuperation

.DELTA.M

additional Torque, torque difference

.DELTA.V

Consumption volume flow difference, generally

ΔV. _LPV

Consumption volume flow difference at a load point shift

.DELTA.V

consumption to fuel by the internal combustion engine, in general

e

energy general, block to boost operation

E _ges

all energy fed into the electric energy storage

E _LPV

by fed a load point shift in the electric energy storage energy

E _rek

by Recuperation energy fed into the electric energy storage

η _{EM, gene}

efficiency the generator-operated electric machine

η _{EM, Mot}

efficiency the motor-driven electric machine

η _{Batt, loading}

efficiency of the electric energy store when loading

η _{Batt, unloading}

efficiency of the electric energy storage during unloading

EB

energetic condition

EE

energetic decision

ESLM

Electric energy storage load moment

ESZD

Electric energy storage state of charge difference

ESZI

Is electric energy storage state of charge

ESZS

Target electric energy storage state of charge

HB

hardness condition

HS

hybrid track

κ _rek

proportion of another electrical energy source, recuperation

KVD

fuel consumption difference

KVI

Actual fuel consumption

KVS

Set fuel consumption

M _{EM, tow}

drag torque the electric machine

M _{FW, VF}

driver's request by contemporary Torque of the internal combustion engine

M _{FW, EF}

driver's request by contemporary Torque during electric driving

MGR

Multivariable controller

P off / Batt

discharge

P on / Batt

charging power of the electric energy storage

P on / EM, gene

charging power the generator-operated electric machine

P _{EM, tow}

towing capacity the driven, but unloaded electric machine

P _FW

Driver's desired performance

SSA

Start-stop request

t _stop

actual stop time

t min / stop

minimum Stop time, minimum stop time Consumption flow in general

V. _EF

Consumption volume flow for the drive of the hybrid vehicle alone by means of motor-driven electric machine

V. _VF

Consumption volume flow for the drive of the hybrid vehicle alone by means of internal combustion engine

V. _LPV

Consumption volume flow at a load point shift

V. _ohneLPV

Consumption volume flow without a load point shift

V _start

equivalent to the fuel consumption for the engine start

V _VF

consumption for the drive by means of the internal combustion engine

V _EF

equivalent to the fuel consumption for the drive by means of the electric machine

ω _EF

angular velocity in electric driving

ω _LFV

angular velocity at a load point shift

ω _VF

angular velocity of the internal combustion engine

ψ

specific charging power

ψ _EF

specific Charging power of the power source for electric driving

ψ _LFV

specific Charging power at a load point shift

QUOTES INCLUDE IN THE DESCRIPTION

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Cited patent literature

• - DE 10323722 A1 [0003]

Claims (15)

A method for operating a hybrid vehicle with an internal combustion engine, an electric machine and an electric energy storage, characterized in that the operation of the hybrid vehicle depending on the energy balance of the electric energy storage, wherein the energy budget of the electric energy storage in free and expensive energy and / or free and costly energy designed, wherein the area in which a hybrid vehicle is driven by means of the electric machine, is influenced by the energy mix in the electric energy storage. Method according to claim 1, characterized that for the operation of the hybrid vehicle in dependence of Energy household of electric energy storage an energy manager is provided. Method according to claim 2, characterized that the energy manager serves as an energy exchange and the Cost of energy in the form of free and costly energy. Method according to claim 2 or 3, characterized that based on the energy manager a multi-variable controller MGR formed and the operation of a hybrid vehicle by means of this Multi-variable controller MGR is affected. Method according to claim 4, characterized that the various modes of the hybrid vehicle by means of This multivariable controller MGR can be influenced. Method according to claim 4 or 5, characterized that the multi-variable controller MGR the controlled variables Electric energy storage state of charge difference ESZD and fuel consumption difference KVD and the manipulated variables of the electric energy storage charging torque ESLM and start-stop request SSA includes. Method according to claims 1 to 6, characterized that to reduce the number of stops of the internal combustion engine a minimum stop time t min / stop is forecasted. Method according to claim 1 to 7, characterized in that for the operation of the hybrid vehicle in dependence of the energy balance of the electric energy storage, a comparison of the consumption volume flow V. _VF and the consumption volumetric flow V. _EF is done. Method according to claim 8, characterized in that the consumption volume flow V. _VF for the drive of the hybrid vehicle solely by means of the internal combustion engine and the consumption flow rate V. _{EF is defined} for the drive of the hybrid vehicle solely by means of the motor-driven electric machine. Method according to claim 8 or 9, characterized in that when the consumption volume flow V. _EF smaller than the consumption flow V. _VF is, the drive of the hybrid vehicle is done solely by means of the motor-driven electric machine. Method according to claim 2 to 10, characterized in that the energy manager comprises a block A, wherein the block A contains information about the to be applied to the regenerative electric machine or the applied by the internal combustion engine additional torque .DELTA.M, the share κ _rek for energy _recovery from recuperation, the boost mode BB or a torque to be applied by the motor-driven electric machine in addition to the internal combustion engine and the required on-board power BNL and an energy balance in costly and free energy production, in particular the determination of the consumption flow rate V. _EF for the drive of the hybrid vehicle takes place solely by means of the motor-driven electric machine, wherein the consumption volume flow V. _EF in another block B in the mode coordination with the consumption flow rate V. _VF for the drive of the hybrid vehicle al lein is compared by means of the internal combustion engine and depending on how this comparison fails, the respectively more favorable mode is requested accordingly. Method according to claim 11, characterized in that in block B a comparison of the result of the comparison between the consumption volume flow V. _EF and the consumption flow V. _VF or the energetic decision EE or energetic condition EB with hard conditions HB, where the hard conditions HB have a higher priority than the energetic conditions EB, which if a hard condition HB is present, this prevails and if not, itself the energetic decision EE or energetic condition EB intersperses, whereby, depending on which condition EB or HB prevails, a start-stop request SSA is generated. Method according to claim 12, characterized that in the further comparison in block B in each case prevailing Condition EB is not triggered immediately and a delay the realization of the condition EB takes place, which prevails in each case Has. A method according to claim 4 to 13, characterized in that the multi-variable controller MGR comprises the blocks A and B of the energy manager and mode coordination and the blocks C, D and E, wherein the block C represents the coordination of the mode of operation of the underlying hybrid vehicle with a load point shift , wherein the control unit quantities the electric energy storage storage state difference ESZD and fuel consumption difference KVD are fed to the block C current information is supplied to the on-board power consumption BNV, wherein the additional torque .DELTA.M or the electric energy storage charging torque ESLM is calculated based on the control variables Elektroenergiespeicherleadezustandsdifferenz ESZD and fuel consumption difference KVD is applied by the internal combustion engine to drive the generator-operated electric machine, wherein information about the electric energy storage charging torque ESLM the block A of the Energiem Ankers are fed to the Aagers and as a basis for influencing the operation of a hybrid vehicle depending on the energy balance of the electric energy storage, wherein the block A of the energy manager information on the share κ _rek to _recover energy from recuperation from the block D, to the boost operation BB from the block E and the current onboard power consumption BNV be supplied, which is made by these feeds by means of the energy manager, a coupling between the selection of the modes of a hybrid vehicle and the load point shift, wherein from the block A of the energy manager information about the consumption flow rate V. _EF are transmitted to the block B, wherein the block B, the controlled quantities of electric energy storage state of charge difference ESZD and fuel consumption difference KVD are supplied, which the consumption flow rate V. _VF , wherein in block B, a start-stop request SSA is generated, which is used in addition to the electric energy storage charging torque ESLM as a manipulated variable for influencing the operation of the respective underlying hybrid vehicle. Method according to claim 14, characterized that the multi-variable controller MGR part of a parent Regulator structure of a hybrid vehicle is, where the sizes Electric energy storage state of charge difference ESZD and fuel consumption difference KVD from the comparison of a desired electric energy storage state of charge ESZS or a target fuel consumption KVS with a Is electric power storage state of charge ESZI or one Actual fuel consumption KVI will result, with the sizes Electric energy storage state of charge difference ESZD and fuel consumption difference KVD fed to the multi-variable controller MGR with the multivariable controller MGR information about be supplied to the current electrical system consumption BNV, where the hybrid line HS with disturbances SG acted upon is formed, wherein a control circuit for a hybrid vehicle is, with the actual fuel consumption KVI taking into account the Electric energy storage charge state difference ESZD optimized or is minimized.