DE102014205252B4 - Method for controlling a hybrid drive of a vehicle - Google Patents

Abstract

Method for controlling a hybrid drive of a vehicle (110), the hybrid drive having at least two different drive components (120, 122), the method comprising the steps: detecting (10) a driving destination and an associated minimum target fill level of an energy storage device (130; 132) which supplies one of the drive components (120, 122); Detecting (20) traffic and/or road condition information and estimating a future total drive power to be provided by the drive components based on the traffic or road condition information and controlling the drive components according to an operating strategy that is based on minimum energy consumption as the optimization goal, with at least a minimum target fill level as the optimization boundary condition The destination and/or during the route and based on the total drive power was calculated, the operating strategy being calculated in a stationary central computer (200), and the operating strategy being transmitted to the vehicle (110) as the target operating strategy, the central computer (200) further operating strategies of a large number of other vehicles (111) are calculated and, when calculating the operating strategy of the vehicle (110), input data for the calculation of an operating strategy of at least one of the further vehicles (111), intermediate results of the calculation of an operating strategy for at least one of the further vehicles (111), a operating strategy of one of the further vehicles (111) transmitted as a target operating strategy and/or an actually implemented operating strategy of one of the further vehicles (111) is taken into account, and the operating strategy is calculated iteratively, with a division of the total drive power among the drive components ( 120, 122) is used, and the associated energy consumption is determined to record the division in which a global minimum of energy consumption is established, and wherein the central computer (200) provides traffic and / or road condition information for a route between a current position and retrieves the destination from a traffic service or weather service or is determined from driving status data of other vehicles (111), which are transmitted from the other vehicles (111) to the central computer (200).

Description

It is known to drive vehicles with hybrids, i.e. H. with several different types of drive, for example by means of a combination of an electric drive with an internal combustion engine.

Different drive components, for example electric and combustion-based drive components, exhibit different behavior with different operating parameters, which is particularly reflected in energy consumption and efficiency. As a result, the operating strategy, i.e. H. the power distribution among the drive components has a strong influence on the overall energy efficiency.

For example, the printed matter WO 2011 / 128 410 A1 describes how to divide the mileage to be provided between an electric motor and an internal combustion engine, with road-related or traffic situation-related information being used for the route ahead.

It was recognized that this approach, which only applies to one vehicle, can be further optimized in terms of energy efficiency and requires a high level of computing power on the vehicle.

The printed matter CN 1 03 072 572 A and US 2013 / 0 184 966 A1 disclose methods for controlling a hybrid drive for a vehicle, some of the calculations being carried out outside the vehicle.

From the WO 2014/016 327 A1 and the DE 196 37 209 A1 Methods are known which take driving restrictions based on emission values into account. The publication US 5,892,346 A describes a method for adapting electric vehicles and hybrid vehicles for the best possible use of battery capacity. From the DE 10 2011 015 777 A1 a method for carrying out travel route planning for a vehicle is known.

It is therefore an object of the invention to show a possibility with which a hybrid drive can be controlled in an energy-efficient manner in a simple manner.

This problem is solved by the method according to claim 1. Preferred embodiments result from the features of the subclaims and the features of the further description.

It has been recognized that an operating strategy is calculated better and in a simpler manner by means of a central computer, which transmits the operating strategy to the vehicle in question so that the vehicle can implement it (unchanged or modified). The provision of computing power in a central computer can therefore be realized more easily, more cost-effectively, more reliably and with less redundancy than computing power in each individual vehicle, whose operating strategy has to be calculated. Furthermore, traffic or road condition information can be taken into account in a simpler manner because the central computer only has to request it once and this information can be used for multiple vehicles. In particular, this eliminates the need for vehicles to record this data themselves. The central computer can get a more precise overall picture of the traffic situation or the road situation than a single vehicle, and due to the large amount of data, the central computer can also determine a more precise and reliable picture of the traffic and road situation.

In addition, a stationary central computer, from which the operating strategy is transmitted to the relevant vehicles, enables data to be taken into account when determining the operating strategy of another vehicle when optimizing an operating strategy. In this way, the optimization process of operating strategies of multiple vehicles can be carried out as one process, so that optimization processes of the operating strategy of multiple vehicles can be linked together in order to be able to determine the operating strategies more robustly and precisely. In addition, a central computer allows the operating strategy of a vehicle to be transferred to the operating strategy of another vehicle, for example by means of a mapping, so that already calculated operating strategies for other vehicles can be generated by simple mapping.
A method for controlling a hybrid drive of a vehicle is therefore proposed, wherein the hybrid drive has at least two different drive components. Different drive components are drive components that can generate traction power for the vehicle when activated. In particular, combustion engines, electric drives, pneumatic drives, hydraulic drives or spring-operated drives are possible as drive components, although mechanical drives with flywheel accumulators or pneumatic drives with pressure accumulators can also be used. Typically, two different drive components are combined as a hybrid drive, with each drive component having at least one energy storage device that feeds it. The energy storage can also be set up to absorb energy from the drive component, for example in recuperation processes of electric drives in which an electric machine stores electrical energy in a battery.

As part of the process, a driving destination is recorded, for example by entering a geographical location or a route or by retrieving a location or a route from a database in which data about usual driving behavior related to time (day of the week, month, holiday, time of day). , or similar) are stored. The destination can indicate an end of a planned route or can be an intermediate destination of a planned route. The destination can in particular be entered via a user interface, for example the user interface of a navigation device. Furthermore, a target fill level of an energy storage device that supplies at least one of the drive components is recorded. The target filling level is in particular a minimum target filling level in the sense of a lower limit, but can also be specified as a target value that is to be achieved as a target value. The target fill levels can be linked to the destination (in the sense of an end of a planned route or in the sense of an intermediate destination in a planned route) and can therefore also be referred to as the associated target fill level, whereby the target fill level or the minimum target fill level for the destination, i.e. H. applies to the end of the route ahead. For example, in the case of an electrical energy storage device, the target filling level can be implemented as a SoC (state of charge), which either indicates the remaining amount of energy to be withdrawn as an absolute value or which indicates the SoC as a relative indication based on the capacity of the energy storage device. The target fill level can represent a lower limit, for example 20% (or 30%, 10% or 5%). The target fill level can refer to a destination at the end of a route or to an intermediate destination. The target filling level can also be increased (particularly if it relates to an intermediate destination) in accordance with an amount of energy that is still expected to be required by the drive and/or auxiliary units. In particular, the target filling level is increasingly increased as the amount of energy increases. The amount of energy still expected to be required by the drive and/or auxiliary units is calculated in particular from the type of drive (purely electric, electrically assisted all-wheel drive, length of the route to be covered purely electrically). The target filling level can also be 70%, 80% or 100%, for example if charging is not planned or possible at the destination (intermediate destination or end of the route).

Traffic and/or road condition information is also recorded. Data about the current traffic situation can generally be used as traffic information, or traffic data about traffic management measures. Traffic information can be transmitted by a traffic service or can be delivered by vehicles that are equipped with a corresponding communication interface (such as an interface set up for car-to-x communication). Traffic information also includes data that reflects braking or acceleration data transmitted by individual vehicles. Data on the operating status of a vehicle's assistance system can also be viewed as traffic information, since, for example, the intervention or activation of a vehicle's anti-lock braking system indicates that there is a traffic jam ahead of the vehicle in question or another traffic obstacle that requires unexpected braking. In particular, a coefficient of friction that is used as part of an anti-lock braking system or an electronic stabilization program and that relates, for example, to a vehicle in front or a vehicle on the route ahead.

Traffic-guiding measures such as speed limits, no overtaking signs, intersections, traffic lights, construction site signs or other signals are also considered traffic information, which reflect traffic measures to be followed by vehicles and which can be recognized automatically by a vehicle (traveling on the route ahead) and by which vehicle can be transmitted. Road condition information is particularly considered to be information that reflects the coefficient of friction of the road, in particular information about dirt, snow or wetness on the road. Furthermore, the road gradient can be considered as road condition information, which plays a special role in particular with recuperating drive components.

This information is used to estimate a future total drive power to be provided by the drive components. The total drive power here is estimated for the distance between the current position and the destination. The course of the driving speed is estimated in order to calculate the total drive power based on consumption values (vehicle-specific or drive type-specific). The total drive power consists in particular of the drive power of the drive components, whereby the consumption of additional units can also be taken into account.

The total drive power preferably reflects the required drive power of the drive components over the route to the destination (or a section thereof). The total drive power can in particular reflect a speed curve over the route to the destination (or a section thereof), since the speed (or changes in speed) are decisive for the total drive power.

In particular, it is contemplated that when traffic or road condition information requires four-wheel drive, there will be increased energy expenditure for four-wheel drive (compared to two-wheel drive). The total drive power can be calculated based on the energy consumption of the drive component in question given the corresponding traffic or road conditions. The total drive power is a minimum total drive power, which results from the route ahead and the expected driving behavior (due to traffic or road conditions). The total drive power can in particular be the course of the drive power to be provided over the route ahead (i.e. until the destination is reached), or can already be accumulated as an energy value that reflects the energy requirement for the entire route ahead. The energy value or the total drive power can be limited to the traction power to be provided or, in addition to this traction power, can also take into account additional energy consumption by vehicle-side consumers in addition to the hybrid drive (heating, air conditioning, headlights, lighting, ...). The additional energy consumption can also be easily determined from the traffic and road condition information, which can in particular also include the temperature on the route ahead or at the destination.

The drive component is controlled according to an operating strategy, which was calculated based on minimum energy consumption as an optimization goal. Here, the operating strategy is further calculated using the (minimum) target filling level as an optimization boundary condition and based on the total drive power (in particular based on the speed curve for the route ahead or for a section thereof). The operating strategy determines the actual energy consumption and results (indirectly) from the traffic and/or road condition information or (directly) from the total drive power (or from the speed curve). The operating strategy defines the variable shares of at least two drive components that together have to provide the total drive power.

The energy consumption required to produce the total drive power can vary (through a variable operating strategy) while the total drive power remains substantially the same. The energy consumption is varied by optimizing the shares of the drive components and in particular the (time or distance-related) course of these shares, which is reflected in the operating strategy, in accordance with the optimization goal of “minimal energy consumption”. Preferably, the total drive power is not changed by or during the optimization so as not to change the drive in terms of maximum power, torque and response behavior for the driver. Part of the optimization is that the driver's expected accelerations, torque requirements and performance requirements are fully implemented as soon as they are actually requested. In summary, the driving behavior is not affected by the operating strategy, with acceleration using an internal combustion engine preferably being equated to acceleration using an electric machine. The additional units are preferably also operated with the power that a control specifies, without the method described here intervening in the control, so that the output power of the additional units (as well as the output power of the drive) is not changed by the method described here .

The operating strategy is calculated in a stationary central computer. This central computer receives traffic and/or road condition information. Sources for this information are traffic services and/or vehicles which transmit traffic or road condition information to the central computer, whereby a database can also be provided in which this information is stored and which is transmitted to the central computer. The database can be integrated into the central computer or connected to it. The central computer also receives the destination and in particular the target level of the energy storage of the vehicle whose hybrid drive is being controlled. Furthermore, the central computer receives a location of the vehicle whose hybrid drive is being controlled. Alternatively or in combination with this, the central computer can also receive a route from the vehicle whose hybrid drive is being controlled.

For this purpose, the central computer includes a communication module to communicate with the vehicle or the information sources or is on such a communication module is connected. The communication module is designed for communication according to a mobile phone or Internet protocol, whereby the central computer can be connected to the vehicles in particular via mobile phone services. The central computer can be connected to the information sources in particular via an Internet connection.

As a result, the central computer transmits the operating strategy, which is present as the target operating strategy, to the vehicle whose hybrid drive is being controlled. The target operating strategy can be implemented as transmitted by the central computer, so that the actual operating strategy of the vehicle corresponds to the target operating strategy. In addition, it is possible for the target operating strategy to be transmitted to the vehicle, for example to a driver or an operating mode control of the vehicle, whereby the driver and/or the operating mode control modifies the target operating strategy in order to make the operating strategy modified in this way as actual - Implement operating strategy.

The target operating strategy can be presented to the driver via a display, whereby the driver can also have the option of manually changing the operating strategy for the route or for the distances on the route using an input interface in order to then transmit this to the operating mode control, which is carried out by the driver Driver implements or further modifies modified operating strategy. In the operating mode control, for example a so-called ECU (engine control unit) or a higher-level unit, minimum requirements or limits can be stored or calculated that must not be violated. If, for example, a strategy is transmitted by the central computer as the target operating strategy, which would lead to a fill level of an energy storage unit that is below a predetermined limit (for example below 20% of the total capacity in order to ensure emergency operation in any case), then the operating strategy becomes , which is transmitted by the central computer, is adjusted before implementation in order not to violate the limit. In addition, the central computer can take into account the specified limits or other operating parameter limits of the drive or the additional units when calculating, with an operating mode control in particular being able to transmit corresponding limit values to the central computer.

An operating strategy is understood to mean, for example, a proportion (or its time or distance-related course), which indicates to which parts the drive components should provide the total drive power or which drive component is activated and which drive component is deactivated. The operating strategy is specified as a course for a route ahead to the destination and varies over the route or over time. The operating strategy assigns certain proportions to different locations or sections of the route ahead or to different times or intervals of the previous journey time, according to which the drive power is distributed among the drive components.
The hybrid drive preferably comprises, as a drive component, an internal combustion engine which is supplied by a tank of the vehicle as an energy storage device. The hybrid drive further comprises an electric machine as a further drive component, which is supplied by an electrical energy storage device as an energy storage device. The electrical machine can also be supplied by several electrical energy storage devices. The electrical energy storage can be electrochemical and/or electrostatic energy storage, such as lithium-based or lead-based accumulators and/or double-layer capacitors or similar. Mechanical storage such as pneumatic storage (compressed air storage) or flywheel storage can also be considered as energy storage. Intermediate storage of energy in an energy storage device as well as charging processes that take place on the route to the destination are taken into account during the optimization, especially when calculating the total drive power or energy requirement.

Furthermore, according to the invention it is provided that the central computer calculates operating strategies for a large number of other vehicles. When calculating the operating strategy of the vehicle (whose hybrid drive is controlled according to the method), input data, intermediate results or target operating strategies or actually implemented operating strategies (ie actual strategies) of other vehicles are taken into account. In particular, this applies to input data, intermediate results (such as the total drive power or energy requirement) and operating strategies of vehicles that are no more than a predetermined distance from the vehicle whose hybrid drive is being controlled. The input data correspond in particular to the traffic and/or road condition information or current operating data of a vehicle (ie acceleration data, speed data, data about the activation of a driver assistance system such as an anti-lock braking system, coefficients of friction of an anti-lock braking system and others), as well as distance data from an adaptive cruise control system, data from a lane keeping system or data from another driver assistance system. In particular, differences in energy consumption or driving are taken into account behavioral considerations. The driving behavior is characterized by the frequency of acceleration, strength of acceleration, average speed, frequency of overtaking processes and the driving mode set (e.g. economical, sporty or similar) of the vehicle in question. As a result, calculation data when optimizing an operating strategy of a vehicle can be transferred to the optimization of the operating strategy of another vehicle, preferably in a mutual manner, in order to thereby supply several vehicles with respective optimized operating strategies through a common optimization process of several operating strategies of several vehicles.

Furthermore, according to the invention it is provided that the operating strategy is calculated iteratively. A division of the total operating performance among the drive components is used as an iteration approximation. This division can be viewed as an ongoing iterative operating strategy. The associated energy consumption for the division is determined, in particular based on predetermined consumption values that are characteristic of the drive components or the vehicle (if necessary, taking into account additional energy consumption of the vehicle that occurs in addition to the energy consumption). The energy consumption (based on the total drive power, the operating strategy and the consumption values) is determined to record the distribution at which a global minimum of energy consumption is achieved. As part of the iteration, the distribution or the ongoing operating strategy is changed in order to record the global minimum of energy consumption.

Furthermore, it can be provided that the future temporal or local speed curve (along the route over the duration of the journey) is estimated based on the traffic or road condition information. This preferably takes place in the central computer. The total drive power to be provided is determined based on the future speed curve. The estimation preferably takes place during the iterative calculation of the operating strategy, whereby the total drive power to be provided is determined based on the future additional course and based on the (iteratively variable) distribution of the total drive power or based on the iteratively variable operating strategy within the scope of the iterative calculation.

In addition to the speed curve, a corresponding curve of the additional energy consumption can also be calculated, which includes, for example, the additional energy for an all-wheel drive mode, for an air conditioning system, for an electric heater or for (electric) window heaters. From the traffic or road condition information, it can be determined for how long or on which section or for what length of route four-wheel drive is likely to be required or what heat output is required for the interior or for the windows. For example, if a traffic jam or slow-moving traffic is detected in the section ahead, the speed curve is estimated at lower speeds. In the same way, high additional energy consumption can be detected if vehicles in front frequently indicate activated anti-lock braking systems or associated coefficients of friction that are below a predetermined limit (which are detected using car-to-car communication or car-to-X communication).

In addition, current weather information, which represents low temperatures or particularly high temperatures, can lead to a high estimated additional energy consumption, which results from the use of air conditioning or heating devices, while temperatures on the route ahead which can only be managed with little use of air conditioning lower additional energy consumption is estimated.

To determine the total drive power, the energy requirement can be determined from the future speed curve and based on specified consumption values. The consumption values are characteristic values of the drive components and can in particular be stored in the central computer or in a database that is connected to the central computer.
The consumption values indicate energy consumption for a drive component depending on power and/or torque or also depending on a speed (or also depending on other operating parameters such as temperature, valve lift, number of cylinders switched off, fuel concentration in the combustion mixture of an internal combustion engine).

The vehicle whose hybrid drive is controlled can send an identification feature to the central computer to take into account or determine the associated consumption value, so that the central computer can retrieve the associated consumption values. The identification feature identifies the vehicle, the vehicle type, or the drive components or their type. Alternatively, the consumption values can be transmitted directly from the vehicle to the central computer.

In addition, additional energy consumption, which must also be specified, is preferably taken into account when determining the total drive power can and can be stored in the central computer, whereby the additional energy consumption can depend, for example, on outside temperatures or on the coefficients of friction of the road surface, specifying whether an all-wheel drive is switched on or not. The additional energy consumption should be taken into account if this affects the fill level of an energy storage device, since the fill level of the energy storage device is in turn taken into account when optimizing the operating strategy, since the fill level is included as an optimization boundary condition.

The operating strategy is determined as a course over time, location or over a route. In particular, the operating strategy is determined as a time course over the duration of the journey ahead until the destination is reached or until the end of a section of the route to the destination is reached. The operating strategy can also be present as a course over the route to the destination or over a section of this route. The operating strategy is therefore a function of time or location and reflects the distribution of the total operating performance among the drive components depending on time or location in relation to the route to the destination.

In addition, not only information from certain information sources or from other vehicles can be taken into account when optimizing the operating strategy, but also operating strategies that have already been implemented or calculated. For this purpose, an operating strategy history is created that relates to the same or largely identical routes and their respective operating strategy. Target operating strategies (i.e. calculated operating strategies) and actual operating strategies (i.e. operating strategies that have already been implemented) from routes that have already been traveled are thus saved.

The storage can also provide for filtering, in particular the filtering out of operating strategies that are a-typical, for example because they deviate more from most operating strategies than other operating strategies do. The routes that have already been traveled are retrieved from the central computer and taken into account when calculating an operating strategy. Alternatively, the operating strategies of the routes that have already been taken can be stored in the vehicle and used for a current journey, in particular if the route or destination of the current journey essentially corresponds to the route or destination of the stored operating strategies. Operating strategies for routes that have already been traveled or traveled are saved in particular if no special, rarely occurring traffic event occurs on the route. For example, operating strategies are not stored if traffic jams occur less frequently than a limit on the route.

However, if the traffic jam occurs more frequently than a limit frequency, the operating strategy is stored, since the traffic jam can be stored as typical for this traffic route due to the high frequency. Preferably, the operating strategies are provided together with information regarding the tag, i.e. H. for example, working day or no working day or in connection with holiday times, weather conditions (rain, snow or similar) and/or seasons. When calculating a current operating strategy, those operating strategies are then taken into account that also correspond to the stored operating strategies with regard to the last-mentioned categories. For operating strategy histories, the associated energy consumption that actually occurred is preferably also stored, which relates in particular to the generation of the traction power of the vehicle (and not to additional energy consumption) or which includes both the traction power and additional energy consumption.

Furthermore, it can be provided that a target operating strategy of at least one further vehicle is transferred by means of a predetermined mapping to the target operating strategy of the vehicle whose hybrid drive is controlled according to the method. The image can be provided in the central computer or in one of the vehicles. In this way, target operating strategies that have already been calculated can be mapped to operating strategies to be calculated without having to re-optimize them. However, it can be provided that the operating strategy resulting from the mapping is used as a starting point for an optimization process, for example for an iterative optimization process as described here. The mapping takes into account different types of vehicles, energy consumption of the drive components of the vehicles, different durations or lengths or destinations of the route ahead, different weather conditions and different traffic conditions. In particular, different times are taken into account because they are linked to different traffic volumes. For example, for the same route, an operating strategy of a more energy-efficient vehicle can be transferred to the operating strategy of a vehicle that is less energy-efficient in comparison, by increasing the proportion of energy that is generated by an internal combustion engine, for example by a factor that corresponds to the ratio corresponds to the energy consumption of the vehicles. For example, the illustration can also include operating strategies that are used for a high traffic volume has been calculated, can be mapped to a (target operating strategy) for the same route with lower traffic volume, in that a smaller number of braking operations can be assumed, so that the share of drive power is increased for the operating strategy with lower traffic volume, which is provided by an electric drive.

The mapping can in particular have approximations and can further be characterized by mapping coefficients that result from the comparison of operating strategies that are to be determined under different conditions (different traffic densities, different consumption values, ...).

A vehicle-mounted device is shown below, which can be used to implement the method described here. The vehicle-side device is used to implement a target operating strategy of a hybrid drive with at least two different drive components. The device includes a data interface set up to receive the target operating strategy. The data interface is in particular a radio interface, such as an interface that is designed according to a mobile radio protocol or another radio protocol for data transmission. The data interface can also be a transceiver for mobile communications, such as a GSM, GPRS, EDGE, HSDPA, UMTS, or LTE transceiver.

The device further comprises a user interface connected downstream of the data interface. The user interface is set up to display the target operating strategy and to record changes to the operating strategy, in particular the actual operating strategy, which is to be implemented or is desired by the driver. The data interface can in particular comprise a graphical display interface. The data interface can also include input devices such as a computer mouse, a touchpad or similar. Furthermore, the data interface can be a touch-sensitive screen that is used both for display and for recording changes. The target operating strategy is in particular represented graphically, so that the data interface includes a graphic display. With the data interface, the driver can read the optimized target operating strategy after entering the destination and, if necessary, modify it by entering the changes into the data interface.

The device further comprises a calculation unit connected downstream of the data interface. This is set up to determine an actual operating strategy. This corresponds to the target operating strategy, which was modified in accordance with the changes. The device unit is thus set up to record the changes to the operating strategy and is further designed to output the operating strategy changed in this way. A control interface of the device connected downstream of the calculation unit is set up to control the drive components according to the actual operating strategy. The control interface serves to use the operating strategy to be implemented calculated by the calculation unit to control the drive components. For this purpose, the control interface has an output that emits signals which are suitable for controlling the drive components, in particular in order to determine the shares of the drive components in the total power to be provided.

The calculation unit can in particular have a limiter that protects the drive components or their energy storage from impermissible operating states, for example by checking the target operating strategy or the changed operating strategy to see whether it can lead to undesirable operating states. This serves in particular to avoid overloading of the energy storage or drive components or to avoid low states of charge, such a state of charge being in a safety range above which the state of charge should in any case be.

The calculation unit thus also enables the target operating strategy or the changed operating strategy to be checked for plausibility and, if necessary, modifies it so that specified safety ranges (for example regarding the state of charge, the power or similar) can be maintained. While the data interface and the user interface can be freely modified by the user and are implemented, for example, as programs or applications that can be changed by the user as desired, the calculation unit, in particular a limiter provided therein, and the control interface cannot be accessed from the outside or .not without overcoming a safety mechanism to prevent undesirable operating states from occurring due to incorrect settings.

The calculation unit and the control interface can be provided in an ECU, ie in an engine control that can only be modified by specialist personnel, or in a higher-level operating mode control unit, while the inputs for the calculation unit come from an on-board computer, for example, a navigation system tion device or generated by a smartphone or other mobile computing unit, which are implemented as software that can be modified by the user. Modifiable software refers in particular to application software that can be easily installed, uninstalled or modified by a user, or application software whose working parameters are required without any security precautions (apart from any log-in data that may be required to activate the devices in question).

Furthermore, a central computer for determining a target operating strategy of a hybrid drive (with at least two different drive components) is described as a complementary component. This central computer includes a first reception interface set up to record a destination and a location (alternatively set up to record a route) from one or more vehicles. The first reception interface is further set up to detect a minimum target filling level of an energy storage unit of the one or more vehicles. Instead of being set up to detect a minimum target filling level, such a minimum target filling state can already be present in the central computer as a predetermined size. Since such a present quantity is retrieved within the central computer, the retrieving entity can also be viewed as a receiving interface.

The central computer further comprises a second reception interface set up to record traffic or road condition information at the location, at the destination or at a location between the location or the destination (in particular on the route) of the one or more vehicles. This reception interface can in particular be an Internet-compatible reception interface via which weather and traffic services can communicate with the central computer.

The central computer further includes an estimation unit connected downstream of the receiving interface. This is set up to estimate a future total operating performance to be provided by drive components of one or more vehicles based on the traffic or road condition information.

The central computer further includes an optimization unit connected downstream of the estimation unit. This is set up to calculate an optimized operating strategy according to minimum energy consumption as an optimization goal with the minimum target filling level as an optimization boundary condition and based on the total drive power for one or more vehicles. The optimization unit is set up to carry out the optimization processes described here. Likewise, the estimation unit described here is set up to estimate or calculate the overall service to be provided, as described herein.

Finally, the central computer includes a transmission interface connected downstream of the estimation unit. This is set up to transfer the operating strategy to one or more vehicles. The transmission interface is in particular a radio interface, for example a mobile radio-based interface. The transmission interface is preferably designed to carry out a security protocol in order to communicate with the vehicle in question via an encrypted connection. Likewise, the relevant receiving interface can also be provided to communicate with the vehicles via an encrypted connection.

Short description of the characters

• The 1 shows an embodiment of the method described and the 2 shows an exemplary overall system for describing embodiments of the vehicle-mounted device and the central computer.

Detailed description of the drawings

1 shows a flowchart, wherein in a first step 10 a driving destination is defined, for example by detecting a user input, and a status destination is also detected. In addition, in step 10, a target filling level of an energy storage unit is recorded when the destination is reached. The target filling level of the energy storage is in particular the state of charge of an electric battery, which supplies power to an electric drive as a drive component of the hybrid drive. The target fill level can refer to the end of a planned route. Several target filling levels can also be specified, whereby different target filling levels can relate to different destinations along the route (including the end of the route).

In a subsequent step 20, traffic and/or road condition information is recorded, in particular by transmission to the vehicle. Here, (central) databases, traffic services, weather services can be used as sources of information, as well as peripheral data of the vehicle such as temperature, coefficient of friction of a stabilization or anti-lock braking system or similar. Peripheral data is in particular data from a driver assistance system such as lane departure warning systems or automatic distance control systems, data a range monitor, in particular a navigation device or a fleet management system, information stored as historical data about driving parameters of one's own vehicle as well as data from a central computer or a traffic or weather service. Peripheral data is obtained in particular from camera devices, radar detection units, LIDAR systems, etc. determined. Peripheral data can also relate to data that is used to identify the driver. From the data recorded in steps 10 and 20, an estimated future speed curve over the route ahead to the destination (defined in step 10) is calculated in the sense of a forward-looking estimate. In particular, the energy consumption values of the drive components are used.

In step 40, the data obtained from step 30 is filtered or limited using a limiter, whereby different driving styles of different people can be taken into account. Thus, the course of the speed determined in step 30 is adapted to the expected driving style, which in turn depends on the current driver. The current driver can be recorded through a user input or similar, and his driving behavior can be stored in a memory in the vehicle (or in the central computer).

In step 50, the operating strategy is initialized, with a first target operating strategy being generated as the starting variable of an iteration process. The first target operating strategy can be the last used target operating strategy or another target operating strategy stored (in the vehicle or in the central computer). In particular, the first target operating strategy can be the one that was used by the driver who is currently operating the vehicle. The operating strategy is generated as a first approximation from the speed curve of step 40, for example by calculating what proportion the electric drive should have so that a certain charge state prevails in the energy storage of the electric drive at the end of the destination.

In the subsequent step 60, the total drive power for the two drive components is calculated, in particular for an internal combustion engine and an electric motor as drive components. The total drive power is preferably calculated for the entire route until the destination is reached and is provided as a total energy value (in the sense of an accumulated quantity).

In the subsequent step 70, an operating strategy in the sense of dividing the total drive power among the drive components is determined based on the speed curve of step 60 on the basis of the speed curve of step 60.

In a subsequent step 80, it is checked whether the optimization goal (minimum energy consumption) has been achieved or not. If the optimization goal has not been achieved, the operating strategy is changed in a subsequent step 90 in order to carry out steps 60, 70, 80 again with a changed operating strategy.

In 2 An example of an overall system is shown to explain the method described here, the overall system representing a central computer, a vehicle and a vehicle-side device.

This in 2 Vehicle 110 shown includes a first drive component 120, which is driven by an energy storage 130, and a drive component 122, which is driven by an energy storage 132. The drive component 120 may be an internal combustion engine powered by a tank 130 as an energy storage device, while the drive component 122 may be an electric machine powered by a battery 132 as an energy storage device, and which may also feed energy into the energy storage device 132. A vehicle-side device 190 includes a data interface 140 for receiving a target operating strategy from a central computer 200. Furthermore, the vehicle-side device 190 includes a user interface that includes a graphical display 150 and an input interface for the user 152. In the case of a touch-sensitive screen, these two components are implemented by the same screen, so that the two functions of one and the same component are implemented with reference numbers 150 and 152. Due to the different functions, which can also be provided as individual components, the rectangle in question was divided and given the two reference numbers 150 and 152.

The user interface 150, 152 is followed by a calculation unit 160, which creates an actual operating strategy based on the data from the user interface. This results from the target operating strategy provided by the data interface 140 and from the changes entered into the user interface.

The calculation unit 160 is followed by a control interface 170, which controls the two drive components 120, 122 according to the operating strategy that is supplied by the calculation unit 160. It can be an optional Limiters 172 or 172' may be provided, in particular in the calculation unit or in the control interface 100, in order to ensure that the operating strategy according to which the drive components 120, 122 are controlled are not faulty and lie outside a safety range that marks the operating states of the vehicle , which are undesirable, in particular an energy storage device with a fill level below a predetermined minimum limit. The limiter can include such minimum limits or safety areas or have an input for this. The limiter can also be viewed as a plausibility check unit that is set up to check the target operating strategy for plausibility in accordance with specified framework conditions. An incorrect target operating strategy is recognized and may not be displayed and, in particular, not implemented as an actual operating strategy.

The vehicle-side device 190 includes both the user interface 150, 152 as well as the calculation unit 160 and the control interface 170, wherein preferably at least the control interface 170 is not accessible to the driver and in particular cannot be modified, so that a limiter 172 present there cannot be manipulated can. Rather, the user interface 150, 152 and also the data interface 140 can be implemented by an application that is accessible to the driver and which the driver can also change, for example if he wants a different implementation of the method. In order to ensure safety, however, this application only issues an operating strategy as a target operating strategy, which is not necessarily implemented, but which is first checked, in particular in the control interface, using the limiter 172 and, if necessary, changed.

In addition to the data interface 140 set up for reception, the vehicle-side device 190 preferably also includes a data interface 141 set up for sending, which sends the destination or the route to a central computer 200. Furthermore, this interface 141 preferably also sends a minimum target filling state, provided this is not already present in the central computer for the vehicle 110. The data interface 141 can also be set up to transmit peripheral data or operating data of the vehicle and/or input data to the central computer. The data interface 141 can also be set up to receive vehicle data (mass, coefficients of friction, yaw moment,...), driving behavior (acceleration behavior, speed curve,...), vehicle-related system limits (i.e. minimum requirements or limits as described above) and/or input data as described here are described to be transmitted to the central computer.

The data interfaces 140 and 141 can be implemented together as a transmitting/receiving device, which is preferably designed according to a mobile radio protocol.

The 2 also shows a corresponding central computer 200 with a first reception interface 210 for receiving a route or a destination of a vehicle 110. Furthermore, the current location of the vehicle 110 is preferably also transmitted by the reception interface 210. The interface 141 is therefore also set up to determine the current location (if this is not already apparent from the route). Furthermore, the central computer 200 includes a second reception interface 220 for recording traffic and road condition information, in particular at the location or at least for an area in which the vehicle 110 is currently located.

In combination with this, traffic and/or road condition information is also provided for the route or for the destination. For this purpose, a traffic service 300 and a weather service 310 are used as data sources 2 shown as an example, which transmit corresponding data to the second receiving interface via the curved, dashed arrows, which represent, for example, an Internet connection. Another data source that could be mentioned is a database in which, for example, coefficients of friction for the destination, for the route or for the current location of the vehicle 110 are stored. These can result from driver assistance systems, such as anti-lock braking systems, which are located in vehicles near the vehicle 110 and which, as part of their usual function, determine the current coefficient of friction of the road surface. This can be stored in a database, which can transmit data to the second reception interface 220, in order to collect data about the road condition using vehicles as “current sensors on site” and to compile it in a database, from which the central computer 200 in turn can retrieve relevant data.

The central computer 200 further includes an estimation unit 230, which is connected downstream of the reception interfaces 210 and 220. The estimation unit 230 is set up to estimate a total drive power (preferably in the sense of an amount of energy) of at least the vehicle 110, which reflects the energy requirement of at least the drive components until the destination is reached. Preferably, additional energy consumption is added to the total drive power, ie to the energy that is supplied to the drive components, which is caused by additional consumers such as heating, cooling, lighting of the vehicle and the like results, and which also has to be served by at least one of the energy storage devices 130, 132.

The estimation unit 230, which determines the total drive power, is followed by an optimization unit 240, which calculates an optimized operating strategy based on the total drive power. The optimization unit 240 calculates the operating strategy according to the optimization goal “minimum energy consumption”, with the minimum target fill level of at least one of the energy storage devices being taken into account as at least one optimization boundary condition, the optimization being based on the total drive power to be provided.

Downstream of the optimization unit 240 is a transmission interface 250, which can send the operating strategy to the vehicle 110, in particular to the data interface 140 of the vehicle 110. The first reception interface 210 and the transmission interface 250 both communicate with the vehicle 110, so that they act as a transmission/ Receiving unit can be realized together. This unit is preferably set up for data transmission according to a mobile radio protocol, although radio protocols can also generally be used instead of the mobile radio protocol, such as WLAN, car-to-X or similar, in order to be able to transmit data from the vehicle 110 to the central computer or vice versa. The connection between the second reception interface 210 and the services 300 and 310 can be a wired transmission technology, in particular a TCP-based transmission technology or another transmission technology that is used for Internet-based data transmission, since both the central unit and the services 300 and 310 are stationary. Encrypted data transmission services are preferably used.

In addition to the vehicle 110, a vehicle 111 is also shown, which also communicates with the central computer 200 via the first reception interface 210 and transmission interface 250. As a result, the central computer will jointly optimize several vehicles (namely vehicles 110 and 111) with regard to the operating strategy, resulting in synergy effects and, in particular, the larger amount of data (due to the size of the vehicles) resulting in a more robust and better optimization. The vehicle 110 also includes a hybrid vehicle with at least two drive components and is in particular designed like the vehicle 110.

The central computer can be implemented as a computing unit or as a network of computers. The database can also be implemented by a server or by a server bank with a large number of server units. Ultimately, the form of implementation is arbitrary, although the central computer can also be implemented by a large number of distributed (and networked) computing entities, which form a central center in terms of function or for received and/or sent data or in data processing.

Reference symbol list

10 - 90

Steps of an exemplary embodiment of the method described here

110, 111

vehicles

120, 122

Drive components

130, 132

Energy storage, each connected to the drive components

140

Data interface (set up to receive a target operating strategy from a central computer)

141

Data interface set up for sending data to the central computer 200, in particular for transmitting the destination and at least a current fill level of the energy storage

150, 152

User interface, with reference number 150 referring to a display and reference number 152 representing an input option

160

Calculation unit

170

Control interface

172, 172`

Plausibility check units or limiters are connected upstream of the drive components or the control interface

190

Vehicle-side device for implementing a target operating strategy of a hybrid drive

200

Central computer

210

first receiving interface

220

second receiving interface

230

Estimation unit

240

Optimization unit

250

Transmission interface

300, 310

Data sources, in particular in the form of traffic and weather services, possibly also in the form of a database

Claims (7)

Method for controlling a hybrid drive of a vehicle (110), the hybrid drive having at least two different drive components (120, 122), the method comprising the steps: Detecting (10) a travel destination and an associated minimum target fill level of an energy storage device (130; 132) which supplies one of the drive components (120, 122); Detecting (20) traffic and/or road condition information and estimating a future total drive power to be provided by the drive components based on the traffic or road condition information and controlling the drive components according to an operating strategy that is based on minimum energy consumption as the optimization goal, with at least a minimum target fill level as the optimization boundary condition The destination and/or during the route and based on the total drive power was calculated, the operating strategy being calculated in a stationary central computer (200), and the operating strategy being transmitted to the vehicle (110) as the target operating strategy, the central computer (200) further operating strategies of a large number of other vehicles (111) are calculated and, when calculating the operating strategy of the vehicle (110), input data for the calculation of an operating strategy of at least one of the further vehicles (111), intermediate results of the calculation of an operating strategy for at least one of the further vehicles (111), a operating strategy of one of the further vehicles (111) transmitted as a target operating strategy and/or an actually implemented operating strategy of one of the further vehicles (111) is taken into account, and the operating strategy is calculated iteratively, with a division of the total drive power among the drive components ( 120, 122) is used, and the associated energy consumption is determined to record the division in which a global minimum of energy consumption is established, and wherein the central computer (200) provides traffic and / or road condition information for a route between a current position and retrieves the destination from a traffic service or weather service or is determined from driving status data of other vehicles (111), which are transmitted from the other vehicles (111) to the central computer (200). Procedure according to Claim 1 , wherein the hybrid drive comprises, as a drive component (120), an internal combustion engine which is supplied by a tank of the vehicle as an energy storage device (130), and the hybrid drive comprises an electric machine as a further drive component (122), which is supplied by an electrical energy storage device as an energy storage device (132 ) is supplied. Method according to one of the preceding claims, further comprising: Estimating a future temporal or local speed profile based on the traffic or road condition information and/or environmental information, whereby the total drive power to be provided is determined based on the future speed profile. Procedure according to Claim 3 , whereby to determine the total drive power, the energy requirement is determined from the future speed curve and based on predetermined consumption values of the drive components (120, 122). Method according to one of the preceding claims, wherein the operating strategy is determined as a temporal or spatial course. Method according to one of the preceding claims, wherein target operating strategies and actual operating strategies from routes that have already been traveled are stored and retrieved by the central computer (200) and taken into account when calculating an operating strategy. Procedure according to Claim 6 , wherein a target operating strategy of at least one further vehicle (111) is transferred by means of a predetermined mapping to the target operating strategy of the vehicle (110), the hybrid drive of which is controlled according to the method according to one of the preceding claims.

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