Process for Operating a Hybrid Vehicle

• US 20110160946A1
• Filed: 03/08/2011
• Published: 06/30/2011
• Est. Priority Date: 11/12/2008
• Status: Active Grant

• Current Assignee: Bayerische Motoren Werke AG
• Original Assignee: Bayerische Motoren Werke AG
• Inventors: WILDE, Andreas, Herzog, Torsten
• Granted Patent: US 8,452,471 B2
• Time in Patent Office: Days
• US Class Current: 701/22
• CPC Class Codes: B60W 10/04 including control of propulsion units
• 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 10/26 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 2510/244 Charge state
• CPC Class Codes: B60W 2552/00 Input parameters relating to infrastructure
• CPC Class Codes: B60W 2554/00 Input parameters relating to objects
• CPC Class Codes: B60W 2554/406 Traffic density
• CPC Class Codes: B60W 2556/50 of positioning data, e.g. GPS [Global Positioning System] data
• CPC Class Codes: B60W 40/02 related to ambient conditions
• CPC Class Codes: B60W 40/10 related to vehicle motion
• CPC Class Codes: B60W 50/0097 Predicting future conditions
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/84 Data processing systems or methods, management, administration

Abstract

A process for operating a hybrid vehicle in an internal-combustion-engine-driven mode and/or in an electric-motor-driven mode, wherein, on a route section to be traveled and considered for driving in the electric-motor-driven mode, a change to the electric-motor-driven mode will take place only when a threshold value is exceeded which represents, or correlates with the efficiency advantage achievable on the route section by a change from the internal-combustion-engine-driven mode to the electric-motor-driven mode. Starting from the instantaneous position of the hybrid vehicle, the route is examined in an anticipatory manner with respect to such a route section, wherein the threshold value is adapted when such a route section was recognized and a driving through the route section in the electric driving mode would likely lead to a lowering of the state of charge of an electric energy accumulator into a critical state of charge range.

Claims

1. A process for operating a hybrid vehicle operable in an internal combustion engine driven mode, an electric motor driven mode, and a hybrid internal combustion engine and electric motor driven mode, the process comprising the acts of:

beginning with an instantaneous position of the hybrid vehicle, examining an upcoming route section to be traveled, which route section is considered for driving in only the electric motor driven mode;

when a route section for driving in the electric motor driven mode is recognized, adapting a threshold value used to change the operation of the hybrid vehicle into the electric motor driven mode, which threshold value represents an efficiency advantage achievable on the route section by changing from the internal-combustion engine driven mode to the electric motor driven mode, said adapting of the threshold value occurring if a drive through the route section in the electric driving mode would likely lead to a lowering of a charge state of an electric energy accumulator of the hybrid vehicle into a critical charge state range.

2. The process according to claim 1, wherein determining whether the driving through the route section will likely lower the charge state into the critical charge state range is based upon predefined rules and at least one of general and up-to-date traffic information available for the route section.

3. The process according to claim 2, wherein the process determines that the charge state will fall into the critical charge state range when one of a traffic jam and a predefined speed limit exists on the route section.

4. The process according to claim 3, wherein congestion is considered to be a traffic jam if the congestion is longer than a predefined route.

5. The process according to claim 3, wherein congestion is considered to be a traffic jam if an average speed within the congestion on the route section is lower than a predefined speed.

6. The process according to claim 4, wherein the congestion is also considered to be a traffic jam if an average speed within the congestion along the route section is lower than a predefined speed.

7. The process according to claim 1, wherein the decision of whether driving through the route section will likely lower the charge state into the critical charge state range is made utilizing an assumed speed profile for the concerned route section, wherein the charge state occurring at the end of the concerned route section is calculated.

8. The process according to claim 7, wherein the speed profile is a stored speed profile existing for the route section.

9. The process according to claim 7, wherein the speed profile is generated based on up-to-date traffic information received by the hybrid vehicle.

10. The process according to claim 8, wherein the stored speed profile is updated based on up-to-date traffic information received by the hybrid vehicle for the route section.

11. The process according to claim 1, wherein the critical charge state range is defined as a state of charge range below a fixed predefined limit value.

12. The process according to claim 1, wherein the extent of the route section examined is approximately n times a route maximally drivable in the electric-motor-driven mode based on an actual charge state of the electric energy accumulator, wherein n is greater than 1.

13. The process according to claim 10, wherein n is an integer greater than 1.