METHOD FOR CONTROLLING THE HYBRID DRIVE OF A MOTOR VEHICLE AND CONTROL SYSTEM

• US 20110130901A1
• Filed: 12/11/2007
• Published: 06/02/2011
• Est. Priority Date: 12/11/2006
• Status: Active Grant

• Current Assignee: Magna Steyr Fahrzeugtechnik AG & Company KG (Magna International Incorporated)
• Original Assignee: Magna Steyr Fahrzeugtechnik AG & Company KG (Magna International Incorporated)
• Inventors: Mori, Peter, Schoberl, Theodor, Posch, Manfred, Hein, Jan-Erik, Martin, Helmut, Burow, Clemens, Kramer, Florian
• Granted Patent: US 8,249,768 B2
• Time in Patent Office: Days
• US Class Current: 701/22
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60K 6/52 Driving a plurality of drive axles, e.g. four-wheel drive
• CPC Class Codes: B60K 6/54 Transmission for changing ratio
• CPC Class Codes: B60L 15/2045 for optimising the use of energy
• CPC Class Codes: B60L 15/2054 by controlling transmissions or clutches
• CPC Class Codes: B60L 2240/445 Temperature
• CPC Class Codes: B60L 2250/20 by driver identification
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 10/14 Central differentials for dividing torque between front and rear axles
• CPC Class Codes: B60W 10/16 Axle differentials, e.g. for dividing torque between left and right wheels
• CPC Class Codes: B60W 10/26 for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/11 using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance utilising navigation and traffic information in the control strategy B60W20/12
• CPC Class Codes: B60W 2510/0676 Engine temperature
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: B60W 2510/246 : Temperature
• CPC Class Codes: B60W 2520/28 : Wheel speed
• CPC Class Codes: B60W 2540/10 : Accelerator pedal position
• CPC Class Codes: B60W 2540/12 : Brake pedal position
• CPC Class Codes: B60W 30/188 : Controlling power parameters of the driveline, e.g. determining the required power
• CPC Class Codes: Y02T 10/40 : Engine management systems
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 : Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y02T 10/84 : Data processing systems or methods, management, administration

Abstract

With a method and a device for controlling the hybrid drive of a motor vehicle, having the components: internal combustion engine (ICE), shift transmission (ST), at least one electric machine (EM_i), at least one clutch (C_j) and an energy store (ES), and at least one driven axle (RA; FA), it is sought to obtain the maximum efficiency and service life of the components. For this purpose,

• • it is decided which operating modes (AMK) are possible on the basis of the driver demand (DD) and of the operating state,
  • for the possible operating modes (AMK), it is decided which transmission gears (G_j) are possible, such that a greater number of modes (AMGK) are available for selection,
  • for all of said modes (AMGK), operating points corresponding to the driver demand are determined taking into consideration the operating state and system state (SSA),
  • the modes (AMGK) are evaluated, and the mode (AMGK*) that is evaluated as being the most favorable is selected.

Claims

1-57. -57. (canceled)

58. A method for controlling the hybrid drive of a motor vehicle, which hybrid drive comprises the following components:

an internal combustion engine (ICE), a multi-step transmission (ST), an axle drive gearing (RAD), at least one electric machine (EM1;

EM1, EM2), at least one clutch (C_j) and at least one energy store (ES), and at least one driven axle (RA;

FA;

RA, FA), comprising the steps of;

a) calculating at least one required torque corresponding to the driver demand (DD) on the basis of data that describes the driver demand (DD), the operating state of the motor vehicle and the system state (SSA),

b) determining on the basis of said data, which describes at least one torque and the operating state of the motor vehicle and the system state (SSA), from all modes, the possible modes (AMGK) and transmission stages (G),

c) determining for said possible modes (AMGK), optimum operating points (OP), which correspond to the driver demand (DD), of the components involved in the individual respective modes taking into consideration the operating state and system state (SSA),

d) wherein, for the calculation of the optimum efficiencies (η

_ICE, η

_EM1, η

_EM2) and operating points (OP) of the possible modes (AMGK), firstly, the limit values of the maximum torque of individual machines (ICE, EM1, EM2) are calculated for each gear stage (G) taking into consideration the mechanical configuration and the transmission ratios (Ü

_ST, Ü

_FAD, Ü

_RAD),

then, for all modes (AMGK), the optimum operating points (OP) of the individual machines (ICE, EM1, EM2) are determined taking into consideration limit values, and, for said operating points (OP), the individual efficiencies (η

_ICE, η

_EM1, η

_EM2) and, resulting from these, the overall efficiencies (η

_AMGK) for all the possible modes are determined,

e) then evaluating the modes (AMGK) are evaluated, with the overall efficiency being one of a number of evaluation criteria, and the mode (AMK*) that is evaluated as being the most favorable is selected,

f) finally, outputting nominal values or commands, which correspond to the operating points (OP) of the selected mode (AMK*), for fulfilling the driver demand (DD) for the adjustment of the components (ICE, EM1, ES;

ICE, EM1, EM2, ES) involved in the respective mode (AMK*).

59. A method according to claim 58, further including, in the case of a motor vehicle having two driven axles (RA, FA), firstly only the entire torque to be transmitted (M_DD) is taken into consideration and the distribution thereof between the axles (RA, FA) is calculated if a traction intervention (TI=1) is present, and is calculated only in a later step if no traction intervention (TI=0) is present.

60. A method according to claim 58, wherein the limit values for the determination of the optimum operating point (OP) of the individual components (ICE, EM1, EM2, ES) are limit values of the power (P_max) of the individual components (ICE, EM1, EM2, ES) that are determined from the thermal state and from characteristic maps of the respective motor components (ICE, EM1, EM2).

61. A method according to claim 58, wherein the limit values for the determination of the operating point (OP) of the individual components (ICE, EM1, EM2) are limit values of the power input capacity (P_{ESmax-charged}) of the energy store (ES) in its present charging state.

62. A method according to claim 58, wherein the position of the operating points (OP) in the characteristic maps of the individual components is taken into consideration in the evaluation of the modes (AMK;

AMGK).

63. A method according to claim 58, wherein, in step c) thereof, all the evaluations of the individual modes (AMK;

AMGK) are merged and the modes (AMK;

AMGK) are sorted according to the magnitude of the evaluation result and the mode (AMK*;

AMGK*) with the highest evaluation is selected.

64. A method according to claim 58, wherein the nominal values or commands for the adjustment of the components involved in the selected mode (AMK*;

AMGK*) for the selected mode (AMK*;

AMGK*) are the values, which form the basis of the calculation of the efficiencies (η

_ICE, η

_EM1, η

_EM2) and which are determined taking into consideration the operating state and system state (SSA) for the respective mode, at the operating point (OP).

65. A control system for a motor vehicle with a hybrid drive which is composed of the following components:

an internal combustion engine (ICE), a multi-step transmission (ST), at least one axle drive transmission (RAD;

FAD;

FAD, RAD), at least one electric machine (EM_i), at least one clutch (C_j), an energy store (ES) and at least one driven axle (RA;

FA;

RA, FA), with a driver demand evaluation (DD) detecting, from the throttle pedal position, the brake pedal position and a wheel rotational speed, the operating state (acceleration, deceleration, kickdown, etc.) that the driver wishes to attain, and a hybrid controller determines the nominal values or commands to be set at the components, and a torque coordinator (M16) assigns the nominal values and commands for the activation of the components to said components and converts said nominal values and commands into actuating variables for the control of said components, the hybrid controller (HCU) comprises;

a) a system state analysis module (SSA) (M1) that, with present variables (v_Vehicle, T_ICE, etc.) that describe the operating state, carries out preliminary calculations and stores the results thereof (ω

_ICE, ω

_EMi, Flag_Starting, Flag_Braking),

b) a driving dynamics controller (FD) that, from the driver demand (DD) and the present operating state of the vehicle, calculates and stores the at least one torque (M_FA;

M_RA;

M_FA, M_RA) that is required at the at least one axle in order to fulfill the driver demand,

c) a number of further modules that, from the variables stored by the system state analysis module (SSA) (M1) and by the driving dynamics controller (FD), determine possible modes (AMGK) and optimum operating points (OP) of the components in said modes (AMGK), and after the evaluation of the modes (AMGK), select the most favorable drive mode (AMGK*) and generate the nominal values for the optimum operating points of the components in the selected mode (AMGK*).

66. A control system according to claim 65, wherein the system state analysis module (SSA) (M1) calculates, from a value that specifies the present driving speed (v_Vehicle) of the vehicle and from the transmission ratios (Ü

_STi, Ü

_RAD, Ü

_KT, Ü

_FAD), the imaginary rotational speeds of the individual machines (ICE, EM1, EM2) in the individual transmission gears (G_i) for the possible modes (AMGK).

67. A control system according to claim 65, wherein the hybrid controller (HCU) comprises a heat management module (M5) that is connected at the input side to the system state analysis module (SSA) (M1) and that comprises a block (51) that determines the electrical power limits of the electric machines (EM_i) and the thermally limited maximum power of the internal combustion engine (ICE).

68. A control system according to claim 65, wherein the hybrid controller (HCU) comprises an operating point optimization/efficiency calculation module (M8) that is composed of the two sub-modules of operating point optimization (80) and efficiency calculation (81), with the former (80) being connected at the input side to the dynamics management (M7) and gear pre-selection (M4) modules and defining optimum operating points (OP) for all the modes (AMK;

AMGK) and the machines (ICE, EM1, EM2) involved in said modes.

69. A control system according to claim 65, wherein the hybrid controller (HCU) comprises an overall evaluation module (M12) that merges all the value grades (BF_Heat, BF_Dynamics, BF_SOC) to form an overall value grade (BF_Overall).