• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a system for controlling an electric machine in a hybrid vehicle which comprises an internal combustion engine and a battery connected to said electric machine. The system comprises a horizon unit adapted to determine a horizon by means of positioning data and map data of a future road containing road segments. length for each road segment, and generate a horizon signal H independently thereof; a control mode unit adapted to compare said slope of each road segment on the horizon with threshold values for the slope, and classify each road segment in a road class according to the comparisons; identify in a series which road classes follow one another on the horizon, and classify the road segments in the series in a control mode depending on the sequence of the road classes, where the control mode indicates how the electric machine is controlled, and to generate a control mode signal ß depending thereon; a charging unit adapted to determine the state of charge of the battery SOC and to generate an SOC signal S accordingly; a torque unit adapted to determine a desired torque by the driver, and to generate a torque signal M depending thereon; a controller adapted to calculate a single control signal Y for the electric machine depending on the control node signal ß, SOC signal S and the torque signal M for the current road segment in which the vehicle is located; the turning machine is controlled according to the control signal. The invention also relates to a method for controlling an electric machine in a hybrid vehicle. (Figure 4)
    公开号:SE0950645A1
    申请号:SE0950645
    申请日:2009-09-09
    公开日:2010-12-11
    发明作者:Stefan Larsson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    2 moves the vehicle. When large quantities of energy are needed, the engine takes energy from both the battery and the generator. In parallel hybrid vehicles, the internal combustion engine and an electric machine, which are used both as a generator and an engine, are mechanically connected via an engine shaft. An example of a parallel hybrid system is shown in Figure 2. The coupling can be placed between the internal combustion engine and the electric machine, which makes it possible to drive the vehicle only electrically. Since the internal combustion engine and electric motor rotate at exactly the same speed (when the clutch is switched on), they complement each other and work in parallel.
    Patent application EP 1 256 476 describes a strategy for supplying energy to an electric vehicle, by means of a navigation system. The battery's SOC (State Of Charge) is handled so that the SOC should never be too low to meet future performance requirements, and never become too high to be able to receive future regenerated braking energy. If the navigation system in the vehicle, for example, indicates mountain terrain in the direction of the vehicle, a control system in the vehicle can protect for future performance needs due to slope, with strategy modifications.
    Patent application EP 0 829 389 describes an apparatus and method for controlling the energy supply of a vehicle. The SOC of a battery in the vehicle is controlled to a desired SOC, to improve the battery's charge / discharge efficiency and to ensure a sufficient supply of electrical energy required to drive the vehicle.
    The object of the present invention is to provide an improved way of reducing the energy consumption of a hybrid vehicle, and in particular by using information on what the future road looks like.
    Summary of the invention The object described above is achieved according to an aspect of a system for controlling an electric machine in a hybrid vehicle comprising an internal combustion engine and a battery connected to said electric machine. The system comprises: - a horizon unit adapted to determine a horizon by means of position data and map data of a future road containing road segments with the characteristics slope and length for each road segment, and generating a horizon signal H in dependence thereof; A control mode unit adapted to compare said slope of each road segment on the horizon with threshold values for the slope, and classify each road segment in a road class according to the comparisons; identify in a series which road classes are coming one after the other on the horizon, and classify the road segments in the series in a control mode depending on the sequence of the road classes, where the control mode indicates how the electric machine is to be controlled, and generate a control mode signal ß depending thereon; a charging unit adapted to determine the state of charge of the battery SOC and to generate an SOC signal S in dependence thereof; a torque unit adapted to determine a desired torque by the driver, and to generate a torque signal M depending thereon; a controller adapted to calculate a control signal Y for the electric machine depending on the control mode signal ß, SOC signal S and the torque signal M for the current road segment in which the vehicle is located; wherein the electric machine is controlled according to the control signal.
    The object is achieved according to another aspect of a method for controlling an electric machine in a hybrid vehicle comprising an internal combustion engine and a battery connected to said electric machine. The method comprises the steps of: A) determining a horizon using position data and map data of a future road containing road segments with the slope and length characteristics of each road segment; B) comparing said slope of each road segment in the horizon with threshold values for the slope; and classifying each road segment in a road class according to the comparisons; C) identify in a series which road classes are coming one after the other on the horizon, and classify the road segments in the series in a control mode depending on the sequence of the road classes, where the control mode indicates how the electric machine is to be controlled; D) determine the state of charge of the battery SOC; E) determine a desired torque of the driver, and F) calculate a control signal to the electric machine depending on in which control node the current road segment in which the vehicle is located has been classified, the state of charge of the battery and a torque desired by the driver; wherein the electric machine is controlled according to the control signal.
    By using information about the upcoming topography, a control strategy can be developed that can take advantage of the charge that a long downhill will provide without the battery being overloaded, and can give the electric motor power to support the internal combustion engine without draining. For example, when a steep uphill slope is followed by a downhill slope, it is advisable to support the internal combustion engine with a large torque contribution on the uphill slope within the limits of the state of charge of the battery. The system knows that the battery will be recharged on the downhill slope, because kinetic energy can then be regenerated, and can thus use available energy in the battery, again within the limits of the battery's state of charge. If an uphill slope is not followed by a downhill slope, but instead by a flat road or less steep uphill slope, it is advisable to support the internal combustion engine with a smaller torque contribution, as it is uncertain how much energy can be regenerated for the battery later.
    By knowing when the next gang has energy to recover, the vehicle can calculate how it will use the energy in the battery with the best efficiency so that the battery can receive the excess energy in future downhill slopes. With a traditional strategy, you risk not having room in the battery when the vehicle comes to a downhill slope, or you use the energy in the battery with even worse efficiency because you are in a hurry to make room in the battery for future energy surplus in the driveline.
    Fuel consumption is also reduced overall by using the invention, compared to when using a traditional strategy.
    Preferred embodiments are described in the dependent claims and in the detailed description.
    Brief Description of the accompanying Figures The invention will be described below with reference to the accompanying figures, of which: Figure 1 illustrates the driveline of a series hybrid vehicle.
    Figure 2 illustrates the driveline in parallel hybrid vehicles.
    Figure 3 illustrates a driveline used in the present invention.
    Figure 4 illustrates a block diagram of the system according to an embodiment of the invention.
    Figure 5 illustrates the division of road segments into different series according to an embodiment.
    Figure 6 shows an example of how the efficiency of the electric machine can be at different motor speeds.
    Figure 7 shows a circuit diagram of the method according to an embodiment of the invention.
    Detailed Description of Preferred Embodiments of the Invention Hereinafter, the invention will be described in conjunction with a parallel hybrid system, but the invention may also be used in conjunction with other types of hybrid systems.
    The driveline in a parallel hybrid vehicle is illustrated in Figure 3 and is the system in the vehicle that transfers energy from the internal combustion engine and the electric machine via the clutch, gearbox, drive axles and wheels to the road surface. The electric machine is referred to here as an electric machine, but can also be referred to as an electric machine. The internal combustion engine can be powered by diesel or gasoline, or another suitable liquid or gas. The coupling comprises a series of friction disks, which together can disengage the internal combustion engine from the rest of the driveline. The clutch can be operated by the driver via a pedal, or is automatic and a control system then maneuvers the shift and clutch. The other energy source in a parallel hybrid vehicle is the electric machine. The electric machine comprises two parts, a rotor and a stator.
    The rotor is the rotating part of the electric machine and has a shaft that can either be equipped with permanent magnets or windings that will become electromagnetic when connected to an electrical energy source. In the latter case, the degree of magnetization can be controlled. The stator is the outer shell that encapsulates the electric machine and in the stator there are windings to which the energy cables are connected. When the electric machine is used as a motor, the energy from the cables induces a magnetic field in the stator. When the electric machine is used as a generator, the rotor induces a current in the stator windings which is then stored as electrical energy in the battery. As an example, the electric machine may be a 36 kW permanent magnet synchronous machine, which is a three-phase machine in which the rotor rotates synchronously with the rotating magnetic field in the stator.
    A converter (not shown) is connected to the electric machine to convert AC to DC when the electric machine is used as a generator and charges the battery, and DC to AC when the battery supplies energy to the electric machine which is then used as a motor. To have a long life, the power electronics need cooling, and this can, for example, be water-based. An extreme cooling circuit may therefore need to be installed.
    The battery is connected to the electrical machine and includes a number of cells connected in series to increase the voltage. The series-connected cells are then connected in parallel to increase the capacity of the entire battery pack. As an example, the batteries can be NiMH batteries, where each cell has a nominal voltage of 1.2 V. Another example of a battery is lithium-ion batteries (Li-ion), they have a better value in W / kg and Wh / kg, which makes them smaller and lighter than similar NiMH batteries.
    The purpose of the gearbox and the final gear is to match the speed of the driveline on the input shaft of the gearbox with the speed of the wheels. The gear ratio in the gearbox can be varied by shifting, while the dynamics of the final gear are constant.
    Figure 4 shows a block diagram of a system for controlling an electric machine in a hybrid vehicle according to an embodiment of the invention. The driveline of the hybrid vehicle comprises an internal combustion engine and a battery connected to said electric machine, and illustrated in Figure 3. The system according to the invention comprises a horizon unit adapted to determine a horizon by means of position data and map data of a future road containing road segments with slope and length for each road segment, and generate a horizon signal H depending thereon. The vehicle is thus provided with positioning systems and map information, and through position data from the positioning system and topology data from the map information, an electrical horizon is built up which describes what the future road looks like. The electric horizon is thus a computerized version of what the route looks like. According to one embodiment, the horizon unit is adapted to determine position data using GPS (Global Positioning System). In describing the present invention, GPS is provided to determine position data for the vehicle, but it is understood that other types of global or regional positioning systems are also conceivable for providing position data to the vehicle, which for example use radio receivers to determine the position of the vehicle. The vehicle can also use sensors to scan the surroundings and thus determine its position. 7 The future road is in the following exemplified as a single route for the vehicle, but it is understood that information on various possible future roads can be taken in via a map and GPS or other positioning system.
    The route, or if there are fl your future alternative routes: the routes, are sent in pieces via CAN (Controller Area Network) to the horizon unit where the pieces are built together to create an internal horizon. If there are fl your alternative routes, your internal horizons are created for different route alternatives. The horizon is then constantly being built on with new pieces from the GPS and map data system, to get the desired length of the horizon. The horizon is thus continuously updated during the vehicle's journey.
    The internal horizon is then sent as a signal H to a control mode unit adapted to compare the slope of each road segment in the horizon with the threshold values for the slope, and classify each road segment in a road class according to the comparisons. Alternatively, comparisons and classification can be made already in the horizon unit. Table 1 below shows how different slope values for slope are used to divide the road segments into different road classes. ROAD TYPE THRESHOLD CARE ROAD CLASS SLIDE UP 3% 2 MODERATED UP> 0% <3% IN FLAT ROAD ~ 0% 0 MODERATED DOWN> -3% <0% -1 SLOPE DOWN s -3% -2 Table 1 About the slope of a road segment for example, is greater than or equal to 3%, then that road segment gets the road class 2. The threshold values shown in the table are only examples and can be other values. There may also be more road types that provide more divisions into road classes. 8 Signals used in the system are preferably sent via CAN in the vehicle. CAN (Controller Area Network) denotes a serial bus system, specially developed for use in vehicles. The CAN data bus provides the opportunity for digital data exchange between sensors, control components, actuators, controllers, etc. and ensures that several controllers can access the signals from a certain sensor, to use these to control their connected components.
    Prior to the classification into different road classes, adjacent road segments whose slope does not differ much can be merged to form longer road segments with an average slope. Even very short road segments can be added to a nearby road segment, adjusting its slope. In this way, the horizon can be evened out, and the risk of the system starting to oscillate is reduced. The length of each road segment is thus dynamic and depends on the road information.
    When the road segments in the horizon have been given a road class each, it is identified in a series which road classes come one after the other on the horizon. Table 2 below shows how a series of road segments n and n + 1 on the horizon causes the road segments n and n + 1 to be classified in a certain control mode depending on the sequence of the road classes, where the control node indicates how the electric machine is to be controlled, and then a control mode signal ß i is generated. depending on it. ROAD SEGMENT n ROAD SEGMENT n + 1 STEERING MODE -2 -1 1 -1 -2 2 -1 1 3 1 -1 4 1 2 5 2 1 6 Table 2 In the example in table l there are five different road classes, and thus theoretically 25 different consequences of road classes and 25 possible control modes if a series comprises two road segments. In reality 9, fl era of these control modes are not possible, for example, a road does not make a gradient change from -5% to 6% without a smooth transition. Therefore, a transition from class -2 to 2 cannot exist. The number of transitions and control node has therefore been reduced to those shown in Table 2.
    The system also comprises a charging unit shown in Figure 4 adapted to determine the state of charge of the battery (SOC) and to generate an SOC signal S depending thereon.
    This way, the system can always know how charged the battery is.
    The charge state, SOC, is a ratio between the current charge level and the maximum charge level. The state of charge is calculated using the following formula: 1 s0C = s0CM, -Q lamb, U) where Qmax is the maximum charge capacity of the battery, SOCinit is the initial value of the state of charge and i (t) is the current through the battery. The entire capacity of the battery is never used because an excessive energy cycle in the battery can seriously damage it.
    Therefore, there is an upper limit SOCU and a lower limit SOC] for the state of charge.
    The interval between these two limits is called the SOC window.
    The state of charge is preferably scaled when used as an input signal to the controller to simplify the design by knowing that the state of charge is always in the range between [0]. The scaling is done using the equation below: soc-soq i <2) socu-socl The charging unit is preferably adapted to measure the signals necessary for the above calculations, and to perform the calculations to obtain an SOC signal S.
    The energy circulating in the battery is the total energy fl through the battery and is calculated as follows: = J (f) - | dl, <3) where ibat and ubat are the battery current and voltage.
    The system also comprises a torque unit shown in Figure 4 which is adapted to determine a desired torque by the driver, and to generate a torque signal M depending thereon. The desired torque from the driver can be determined, for example, by measuring how much the driver depresses the accelerator pedal. The control mode signal ß, SOC signal S and the torque signal M for the current road segments in which the vehicle is located are then sent to a controller which is adapted to calculate a control signal Y for the electric machine depending on these signals to the controller. The machine is then controlled according to the control signal Y. The control signal can be a torque path used as a reference in the electric machine.
    In addition to the slope of the road segments, according to one embodiment, speed limits, intersections (eg compulsory stopping) and different types of traffic situations (eg queuing) can also be taken into account. This information can be obtained by the system, for example, through information contained in map data, identification of how the vehicle is driven, etc., and can be used in classifying road segments into road classes and steering modes, and to calculate a control signal to the electric machine Y that takes this into account.
    According to one embodiment, the system is adapted to continuously calculate new control modes for road segments in overlapping series. This embodiment is illustrated in Figure 5, where n, n + 1, n + 2 etc. illustrate the different road segments following one another, and 001, 002 ... etc. illustrate different series of road segments overlapping each other. The first series 001 shown thus consists of the road segments n and n + 1, the second series 002 consists of the road segments n + 1 and n + 2, the third series 003 consists of road segments n + 2 and n + 3 etc. According to this example consists of a series of two consecutive road segments. According to another embodiment, a series of bestårs consists of two consecutive road segments.
    In this way, consideration can be given to how the slope of the road will be further ahead on the horizon, when the control signal to the electric machine is to be determined. ll The controller is preferably adapted to calculate a control signal Y which controls the electric machine during the length of the current road segment. In the example shown in Figure 5, a control signal Y1 is thus calculated based on series 001 below the road segments n and the length of n + 1, but since series 002 overlaps series 001 under the road segment n + 1, a new control signal Y is calculated; to the electric machine during road segment n + 1 and the length of n + 2, etc. In this way, there will be a new control signal to the electric machine during the length of each road segment, and the battery energy can be used in an economical way from a fuel point of view.
    There are always losses in the form of heat in the electric machine. In order to obtain the highest possible efficiency, a three-dimensional graph can be used, which is usually provided by the manufacturer of the electric machine, to see at which torque level the electric machine has the highest efficiency at a given motor speed. An example of such a three-dimensional graph is shown in Fig. 6. The motor speed cannot be affected by the control strategy, so the three-dimensional graph is used to know in which torque interval the output signal Y from the controller should be in in order to have as high an efficiency as possible. According to one embodiment, the controller is thus adapted to calculate a control signal Y for the electric machine also depending on the efficiency of the electric machine at different engine speeds and / or the efficiency of the battery at different operating situations. The efficiency map for the electric machine is presented as a matrix and implemented as a look-up table. The battery's efficiency depends mainly on the battery's temperature, SOC and delivered current from the battery.
    According to an embodiment, the control mode unit is adapted to determine which control mode a series is to be classified in according to rules for when and how the electric motor is to be used. The rules that provide control modes (1), (2) and (3) shown in Table 2 can, for example, trigger a control signal Y which instructs the electric machine to act as a generator and regenerate energy for the battery, since road segment n is a downhill slope and thus has road class - 1 or -2 according to the classification in table 1. The rule giving control mode (4) shown in table 2 can, for example, trigger a control signal Y which instructs the electric machine to use all available energy in the battery, since road segment n is an uphill slope with slope 1 and road segment n + l is a downhill slope, in which the electric motor can be used as a generator to regenerate the energy of the battery. The rules that provide control nodes (5) and (6) can, for example, trigger a control signal Y 12 which instructs the electric machine to use only a little of the available energy in the battery, as there will be another uphill in the series.
    According to one embodiment, the control mode unit is adapted to calculate threshold values for the slope of the road segments depending on one or fl your vehicle-specific values, where the threshold values set limits for dividing the road segments into different road classes.
    The threshold values shown in Table 1 can thus vary and be determined by vehicle-specific values, and according to one embodiment the vehicle-specific values are determined by the current gear ratio, current vehicle weight, engine maximum torque curve, mechanical friction and / or the vehicle's driving resistance at current speed.
    The invention also relates to a method for controlling an electric machine in a hybrid vehicle which comprises an internal combustion engine and a battery connected to said electric machine.
    The method is illustrated by the fl fate diagram in Figure 7, and comprises the steps of: A) determining a horizon using position data and map data of a future road containing road segments with the slope and length characteristics of each road segment; B) comparing said slope of each road segment in the horizon with threshold values for the slope; and classifying each road segment in a road class according to the comparisons; C) identify in a series which road classes are coming one after the other on the horizon, and classify the road segments in the series in a control mode depending on the sequence of the road classes, where the control mode indicates how the electric machine is to be controlled; D) determine the state of charge of the battery (SOC); E) determine a desired torque of the driver, and F) calculate a control signal to the electric machine depending on in which control node the current road segment in which the vehicle is located has been classified, the state of charge of the battery and a torque desired by the driver.
    The electric machine is then controlled according to the control signal.
    The horizon can be determined, for example, by determining position data using GPS. However, other positioning systems are also conceivable.
    According to one embodiment, new control modes are continuously calculated for road segments in overlapping series. In this way, the electric machine can be controlled according to the road segment in which it is currently located, and when a new road segment begins, a new control mode can be determined which affects the control signal to the electric machine. Preferably, control signals to the electric machine are calculated over the length of the current road segment. However, control signals can also be calculated over the entire length of the series, one series comprises several road segments, but when a subsequent series overlaps one or more road segments, control signals are calculated based on control mode determined for the new series, and these control signals are used as control signals to the electric machine when the series overlap.
    A series can consist of several road segments. According to one embodiment, a series consists of two consecutive road segments. According to another embodiment, a series may consist of more than two consecutive road segments.
    In order to obtain a high efficiency from the electric machine, the control signal in step F) according to an embodiment also depends on the efficiency of the electric machine at different motor speeds and / or the efficiency of the battery at different operating situations. To take into account the efficiency of the electric machine, a look-up table can be used, which shows the efficiency of the electric machine at different engine speeds and torques. An example of such a table is illustrated by the efficiency map in Figure 6. The battery's efficiency depends mainly on the battery's temperature, SOC and delivered current from the battery.
    The control mode shows how the electric machine is to be used, and depending on which mode is determined, a special strategy will be chosen. The method preferably determines which control mode a series should be classified in according to rules for when and how the electric motor is to be used. For example, if a moderate uphill slope (road class 1, see table l) is followed by a downhill slope (road class -1, see table 1), which gives control mode 4 according to table 2, the rule for that control mode says that the electric machine must provide energy from the battery, provided that there is, because the electric machine will be able to regenerate energy in the subsequent downhill. There are a number of possible strategies that can be applied depending on the slope of the road and the charge of the battery. If a series comprises more than two road segments, the slope of the road segments further away can affect the control mode that the entire series receives. If, for example, there is a steep uphill slope at the end of the series, there may be a rule that says that the electric machine must not provide any energy from the battery. The idea is then that the energy will be saved for the steep uphill slope. The threshold values shown in Table 1 are shown by way of example only, and the slope values of the road segments can according to one embodiment be calculated depending on one or fl your vehicle-specific values, where the threshold values set limits for dividing the road segments into different road classes. The vehicle-specific values can be determined by the current gear ratio, current vehicle weight, engine maximum torque curve, mechanical friction and / or the vehicle's driving resistance at the current speed. In this way, the vehicle in question can be taken into account and how it is affected when driving, when the threshold values for the slope are to be calculated.
    The present invention also comprises a computer program product comprising computer program instructions for causing a computer system in a vehicle to perform the steps of the method described above, when the computer program instructions are run on said computer system. According to one embodiment, the computer program instructions are stored on a medium readable by a computer system.
    The present invention is not limited to the embodiments described above.
    Various alternatives, modifications and equivalents can be used. Therefore, the above-mentioned embodiments do not limit the scope of the invention, which is defined by the appended claims.
    权利要求:
    Claims (22)
    [1]
    A system for controlling an electric machine in a hybrid vehicle comprising an internal combustion engine and a battery connected to said electric machine, characterized by the system comprising: -a horizon unit adapted to determine a horizon by means of position data and map data of a future road containing road segments having the slope and length characteristics of each road segment, and generating a horizon signal (H) depending thereon; a control mode unit adapted to compare said slope of each road segment on the horizon with threshold values for the slope, and classify each road segment in a road class according to the comparisons; to identify in a series which road classes follow one another on the horizon, and to classify the road segments in the series in a control mode depending on the sequence of the road classes, where the control node indicates how the electric machine is to be controlled, and to generate a control mode signal (ß) depending thereon; a charging unit adapted to determine the state of charge of the battery (SOC) and to generate an SOC signal (S) depending thereon; a torque unit adapted to determine a desired torque by the driver, and to generate a torque signal (M) depending thereon; a controller adapted to calculate a control signal (Y) for the electric machine depending on the control mode signal (ß), the SOC signal (S) and the torque signal (M) for the current road segment in which the vehicle is located; wherein the electric machine is controlled according to the control signal.
    [2]
    A system according to claim 1, wherein the system is adapted to continuously calculate new control modes for road segments in overlapping series.
    [3]
    A system according to any one of claims 1 or 2, in which the controller is adapted to calculate control signals (Y) which control the electric machine during the length of the current road segment.
    [4]
    A system according to any one of claims 1 to 3, in which a series consists of two successive road segments. 10 15 20 25 30 16
    [5]
    System according to any one of claims 1 to 3, in which a series consists of än more than two successive road segments.
    [6]
    System according to one of Claims 1 to 5, in which the controller is adapted to calculate a control signal (Y) for the electric machine also depending on the efficiency of the electric machine at different engine speeds and / or the efficiency of the battery at different operating situations.
    [7]
    A system according to any one of claims 1 to 6, in which the control node unit is adapted to determine which control mode a series is to be classified in according to rules for when and how the electric motor is to be used.
    [8]
    A system according to any one of claims 1 to 7, which control unit is adapted to calculate threshold values for the slope of the road segments depending on one or fl your vehicle-specific values, where the threshold values set limits for dividing the road segments into different road classes.
    [9]
    A system according to claim 8, in which vehicle-specific values are determined by the current gear ratio, current vehicle weight, maximum torque curve of the engine, mechanical friction and / or the driving resistance of the vehicle at the current speed.
    [10]
    A system according to any one of claims 1 to 9, in which the horizon unit is adapted to determine position data by means of GPS.
    [11]
    A method of controlling an electric machine in a hybrid vehicle comprising an internal combustion engine and a battery connected to said electric machine, characterized by the method comprising: A) determining a horizon by means of position data and map data of a future road containing road segments with the slope and length characteristics of each road segment; B) comparing said slope of each road segment in the horizon with threshold values for the slope; and classifying each road segment into a road class according to the comparisons; 10 15 20 25 30 17 C) identify in a series which road classes follow one another on the horizon, and classify the road segments in the series in a control mode depending on the sequence of the road classes, where the control mode indicates how the electric machine is to be controlled; D) determine the state of charge of the battery (SOC); E) determine a desired torque (M) by the driver, and F) calculate a control signal (Y) to the electric machine depending on in which control node the current road segment in which the vehicle is located has been classified, the battery charge state (SOC) and a torque desired by the driver ( M); wherein the electric machine is controlled according to the control signal (Y).
    [12]
    Method according to claim 11, in which the method continuously calculates new control modes for road segments in overlapping series.
    [13]
    Method according to one of Claims 11 or 12, in which control signals (Y) in step F) are calculated over the length of the current road segment.
    [14]
    A method according to any one of claims 11 to 13, in which a series consists of two successive road segments.
    [15]
    A method according to any one of claims 11 to 13, in which a series consists of fl more than two consecutive road segments.
    [16]
    Method according to one of Claims 11 to 15, in which the control signal in step F) also depends on the efficiency of the electric machine at different motor speeds and / or the efficiency of the battery at different operating situations.
    [17]
    A method according to any one of claims 11 to 16, which determines which control mode a series is to be classified in according to rules for when and how the electric motor is to be used.
    [18]
    A method according to any one of claims 11 to 17, wherein the threshold values for the slope of the road segments are calculated in step B) depending on one or more vehicle-specific values, where the threshold values set limits for dividing the road segments into different road classes. 10 15 18
    [19]
    Method according to claim 18, in which vehicle-specific values are determined by the current gear ratio, the current vehicle weight, the maximum torque curve of the engine, mechanical friction and / or the driving resistance of the vehicle at the current speed.
    [20]
    A method according to any one of claims 11 to 19, in which the method comprises determining position data by means of GPS.
    [21]
    A computer program product, comprising computer program instructions for causing a computer system in a vehicle to perform the steps of the method according to any one of claims 11 to 20, when the computer program instructions are run on said computer system.
    [22]
    The computer program product of claim 21, wherein the computer program instructions are stored on a computer system readable medium.
    类似技术:
    公开号 | 公开日 | 专利标题
    CN107406004B|2021-05-07|Method and device for determining a value of an energy state of a battery in a vehicle
    CN101384460B|2011-10-19|Hybrid vehicle controller
    US9821791B2|2017-11-21|Hybrid vehicle controller and method of controlling a hybrid vehicle
    EP0800951B1|2003-05-14|Power output apparatus and method of controlling the same
    CN104340218B|2019-08-06|Real-time fuel consumption estimation
    TW201626694A|2016-07-16|Variable torque motor/generator/transmission
    SE0950645A1|2010-12-11|Method and system for operating an electric machine in a hybrid vehicle
    JP2010179749A|2010-08-19|Power generation source control device
    EP2435270A1|2012-04-04|Battery charging control device and battery charging control method for electric vehicle
    JP2001169408A|2001-06-22|Controller for hybrid car
    JP5569211B2|2014-08-13|Vehicle regenerative power generation control system
    SE0950646A1|2010-12-11|Method and system for operating an electric machine in a hybrid vehicle
    EP1925494A2|2008-05-28|Energy management for hybrid energy railway vehicle
    CN104066636A|2014-09-24|Travel control device
    JP6380447B2|2018-08-29|Hybrid vehicle
    WO2012010950A2|2012-01-26|Control device for hybrid vehicle, and hybrid vehicle equipped with control device
    CN104704737A|2015-06-10|Power generation control device
    CN104105627A|2014-10-15|Hybrid vehicle management system, hybrid vehicle control apparatus, and hybrid vehicle control method
    CN111959490A|2020-11-20|Reference self-adaptive optimal energy management method for plug-in hybrid electric vehicle model
    Li et al.2012|In-wheel motor electric ground vehicle energy management strategy for maximizing the travel distance
    CN107532528B|2021-01-05|Control unit for alternator, method for controlling drive of alternator, and power management system for engine vehicle
    Murthy et al.2015|Vehicle braking strategies based on regenerative braking boundaries of electric machines
    Chen et al.2018|Impact of optimally controlled continuously variable transmission on fuel economy of a series hybrid electric vehicle
    JP2015000685A|2015-01-05|Control device and control method for hybrid vehicle
    Hicham et al.2019|Speed control of three-wheel electric scooter with fuzzy logic control
    同族专利:
    公开号 | 公开日
    DE112010002441T5|2012-09-27|
    WO2010144042A1|2010-12-16|
    SE533838C2|2011-02-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JPH07117524A|1993-10-29|1995-05-09|Isuzu Motors Ltd|Vehicle travel controller|
    JP3211699B2|1996-09-17|2001-09-25|トヨタ自動車株式会社|Power output device|
    US6487477B1|2001-05-09|2002-11-26|Ford Global Technologies, Inc.|Strategy to use an on-board navigation system for electric and hybrid electric vehicle energy management|
    US6968266B2|2002-04-30|2005-11-22|Ford Global Technologies, Llc|Object detection in adaptive cruise control|
    DE102005047513A1|2005-10-04|2007-04-05|Siemens Ag|Motor vehicle system for controlling hybrid drive, has navigation system, and electronic control unit processing data provided by navigation system, where data has map data and information about surroundings of vehicle and/or traffic data|
    DE102005050753A1|2005-10-22|2007-04-26|Zf Friedrichshafen Ag|Method and device for controlling and / or regulating an automatic system of a motor vehicle|
    KR20080054284A|2006-12-12|2008-06-17|현대자동차주식회사|Drive control method of hybrid electric vehicle|CN103183021B|2011-12-30|2016-05-18|上海汽车集团股份有限公司|Be used for the method for the electric discharge moment of torsion of controlling drive motors|
    GB201201255D0|2012-01-25|2012-03-07|Jaguar Cars|Hybrid vehicle controller and method of controlling a hybrid vehicle |
    GB2512735A|2014-02-27|2014-10-08|Daimler Ag|Method for operating a hybrid vehicle|
    US9809214B2|2015-05-06|2017-11-07|Ford Global Technologies, Llc|Battery state of charge control using route preview data|
    DE102015214886B4|2015-08-04|2017-06-01|Borgward Trademark Holdings Gmbh|Hybrid electric vehicle, method and apparatus for controlling the operating mode thereof|
    DE102020203127A1|2020-03-11|2021-09-16|Continental Teves Ag & Co. Ohg|Method for controlling the longitudinal dynamics of a vehicle|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE0900792|2009-06-10|
    SE0950645A|SE533838C2|2009-06-10|2009-09-09|Method and system for operating an electric machine in a hybrid vehicle|SE0950645A| SE533838C2|2009-06-10|2009-09-09|Method and system for operating an electric machine in a hybrid vehicle|
    DE112010002441T| DE112010002441T5|2009-06-10|2010-06-09|Method and apparatus for controlling an electric motor in a hybrid vehicle|
    PCT/SE2010/050644| WO2010144042A1|2009-06-10|2010-06-09|Method and system for controlling an electric motor in a hybrid vehicle|
    [返回顶部]