Method for drive control for a hybrid vehicle and hybrid vehicle

Abstract

Method for drive control for a hybrid vehicle (FZ) with an internal combustion engine (VM) as the first drive and an electric motor (EM) as the second drive and an energy storage device (ES) for providing electrical energy for the electric motor (EM), with the following method steps: - Calculating a route (FR1, FR2) to be completed between a current geographical starting position (AP) of the hybrid vehicle (FZ) and a geographical target position (ZP) to be reached by the hybrid vehicle (FZ), - Determining at least one first, road-related and / or traffic-related piece of information on the route to be completed (FR1, FR2), - determining an immediately preceding route segment (S1, S2, ..., S8) from the preceding route to be completed (FR1, FR2) depending on the at least one first piece of information, - Determining at least one second piece of driver-related, vehicle-related, road-related and / or traffic situation-related information on the currently determined route segment immediately ahead (S1, S2, ..., S8), - Controlling the combustion engine (VM) and / or the electric motor (EM) when driving on this currently determined, immediately ahead route segment (S1, S2, ..., S8) depending on the at least one second piece of information, characterized by the further method steps: - Determining the nearest road intersection (K1, K2, ..., K7) in the immediately preceding route segment (S1, S2, ..., S8), - Assigning the currently determined, nearest road intersection (K1, K2, ..., K7) based on its property in one of the given intersection classes, - Control of the combustion engine (VM) and / or the electric motor (EM) when driving through this intersection (K1, K2, ..., K7) depending on the intersection class to which the currently determined, nearest intersection (K1, K2, ..., K7) has been assigned, - Calculating a stopping probability with which the hybrid vehicle (FZ) is stopped at the currently determined, nearest road intersection (K1, K2, ..., K7), depending on the intersection class to which the currently determined, nearest road intersection (K1, K2, ..., K7) was assigned, and / or determining at least one third driver-related, vehicle-related, road-related and / or traffic situation-related information for the currently determined, nearest road intersection (K1, K2, ..., K7), and calculating the stopping probability with which the hybrid vehicle (FZ) will stop at the currently determined, nearest road intersection (K1, K2, ..., K7) is stopped, depending on at least one third piece of information, - comparing the currently calculated stopping probability with a given threshold, - Switching off the combustion engine (VM) and driving to the currently determined, nearest road intersection (K1, K2, ..., K7) with the electric motor (EM) if the currently determined stopping probability exceeds the threshold value.

Description

[0001] The present invention relates to a method for controlling the drive of a hybrid vehicle. Furthermore, the invention encompasses a hybrid vehicle driven by the above-mentioned method.

[0002] To reduce fuel consumption and pollutant emissions, modern motor vehicles are designed with an electric motor as a secondary drive in addition to an internal combustion engine. Such vehicles with an electric motor as a secondary drive are referred to as hybrid electric vehicles.

[0003] When operated in a conventional fossil or other organic energy source, the combustion engine converts energy stored in the energy storage unit into mechanical energy and uses this energy to drive the vehicle. The electric motor is operated in conjunction with an energy storage unit, whereby the electric motor converts electrical energy stored in the energy storage unit into mechanical energy and uses this energy to drive the vehicle. The energy storage unit is charged with electrical energy by recovering kinetic energy or from external energy sources such as a power grid. Kinetic energy is recovered when the electric motor acts as a generator during vehicle braking, converting the vehicle's kinetic braking energy into electrical energy and feeding this energy into the energy storage unit.

[0004] The hybrid vehicle can be powered either by the internal combustion engine or by the electric motor, or even by both engines simultaneously. This requires optimal use of both drive systems—the internal combustion engine and the electric motor—to reduce the primary energy demand of the internal combustion engine, namely the need for conventional fossil or other organic energy sources, and thus also reduce the exhaust emissions generated by the consumption of conventional energy sources.

[0005] In previously known methods, the entire route to be completed is analyzed before the vehicle begins its journey with regard to road and traffic information such as speed limits, gradients, or traffic volume. Based on this complete road and traffic information available at the start of the journey, an operating strategy for the two engines is then determined for the entire route to be completed. This strategy specifies which sections of the entire route the vehicle may be driven only by the combustion engine and which sections may be driven only by the electric motor or by both engines. For example, DE 198 31 487 C1 discloses such a method.

[0006] These methods have the disadvantage that the operating strategy, which is already implemented at the start of the journey and planned for the entire route, cannot react to short-term disruptions or changes to the route over the entire route to be completed. For example, if a traffic jam occurs in a section of the route after the start of the journey or after the operating strategy has been determined, these methods fail, and optimal use of the two drives for the remaining route to be completed can no longer be guaranteed.

[0007] US 2010 / 0 010 697 A1 discloses a method and a display device in which a route ahead is calculated for a vehicle and divided into individual segments. Each segment is assigned a driving mode and displayed on the display device. The driver can select a driving mode with purely electric drive as their preferred mode.

[0008] DE 100 05 581 A1 discloses a control system for a hybrid vehicle based on probability calculations regarding the future energy status of the vehicle.

[0009] DE 11 2007 000 515 T5 discloses a method for controlling a drive train of a hybrid vehicle along a fuel-efficient route. US Pat. No. 6,314,347 B1 discloses a control system for a hybrid drive using a driving strategy that minimizes fuel consumption. To determine the driving strategy, the driving route is divided into sections. Another method for determining an operating strategy for the drive train of a hybrid vehicle is disclosed in US 2003 / 0 009 269 A1. Classifying road intersections is also known from US 2009 / 0 005 959 A1.

[0010] The object of the present invention is therefore to show a possibility for controlling a hybrid vehicle which can react quickly to short-term disturbances in the route or to short-term changes in the route and thus enables optimal use of the two drives.

[0011] This problem is solved by the independent claims. Advantageous embodiments are the subject of the dependent claims.

[0012] According to the first aspect of the invention, a method for drive control and / or drive regulation for a hybrid vehicle with an internal combustion engine as the first drive and an electric motor as the second drive as well as an energy storage device for providing electrical energy for the electric motor is created, which is characterized by the following method steps.

[0013] A calculation of an upcoming route to be completed between a current, geographical starting position of the hybrid vehicle and a geographical destination position to be reached by the hybrid vehicle is carried out. The initial position of the vehicle can be the starting position of the vehicle from which the vehicle begins the journey. However, the initial position can also be a current geographical position of the vehicle during the journey. The destination position can, for example, be a position that the driver has entered via an on-board navigation unit before the start of the journey or during the journey. The upcoming route to be completed can then, for example, be the fastest or shortest route from the starting position to the destination position determined from a digital road map stored in the navigation unit and taking into account traffic information received via radio connection.Subsequently, at least initial road-related and / or traffic-related information is determined for the upcoming route to be completed. The road-related information can include, for example, information about road classes or types, road lengths, road curves, intersections, road gradients, speed limits, traffic lights, and traffic signs. The traffic-related information can include, for example, information about traffic volume, traffic congestion, and construction sites along the route.

[0014] Depending on the at least one initial piece of information, a route segment immediately ahead is then determined from the currently determined route to be completed and, based on the current geographical starting position of the vehicle as the starting point, this segment is considered to be traveled first. This route segment can be a road section, an entire street, or a section of the upcoming route with multiple road sections or streets, whereby these road sections or streets have similar road-related characteristics. For example, all of these road sections or streets of one and the same route segment belong to a residential area with a speed limit of 30 km / h.

[0015] At least one second piece of driver-, vehicle-, road-, and / or traffic-related information is then determined for the currently determined, immediately ahead route segment. The driver-related information can be information about the driver's average driving behavior or average speeds for this current, immediately ahead route segment, along with associated specific road- and / or traffic-related characteristics. For example, such information can be the average speed at which the driver travels on highways. The vehicle-related information can be information about the total vehicle weight and the number of passengers.

[0016] When driving on this currently determined, immediately ahead route segment, the two drives, i.e. the combustion engine and the electric motor, are then controlled or regulated depending on at least one second piece of information.

[0017] This creates a process that can react quickly to short-term disruptions in the route or to short-term changes in the route, thus enabling optimal use of both drives.

[0018] According to an advantageous embodiment of the method, the total drive energy and / or drive power required to travel the upcoming route segment is calculated on the basis of the second information. The combustion engine and electric motor are then controlled or regulated depending on this drive energy and / or drive power when traveling the current route segment. The drive energy calculated in this way provides information about how much energy the vehicle needs from both drives, i.e. from the combustion engine and the electric motor in total, in order to travel the upcoming route segment at a speed entered by the driver by pressing the accelerator or brake pedal. The drive power provides information about the minimum total power required by the two drives in order to maintain the speed entered by the driver when traveling the upcoming route segment.By comparing the drive energy or drive power required to travel the route segment ahead with the drive energy or drive power provided by the internal combustion engine alone or by the electric motor alone, it can then be determined whether the route segment ahead can be traveled with the electric motor alone or with the internal combustion engine alone, or whether both the internal combustion engine and the electric motor must be switched on for this purpose.

[0019] This allows the operating strategy of the two drives to be optimized quickly and easily using a few relatively easy-to-determine power and energy values.

[0020] According to a further advantageous embodiment of the method, the drive energy or drive power currently available as an electric drive by the electric motor and the energy storage device is determined. Depending on this drive energy or drive power, in particular by comparing this drive energy or drive power with the above-mentioned total drive energy or drive power required to travel the route segment ahead, the two drives can then be controlled or regulated. If, for example, the drive energy or drive power currently available by the electric motor exceeds the total drive energy or drive power required to travel the route segment ahead, the combustion engine can be switched off and the vehicle can be driven solely by the electric motor when traveling this route segment.

[0021] If the drive energy or drive power currently available from the electric motor is less than the total drive energy or drive power required to travel the route segment ahead, the vehicle must be driven by the combustion engine or by both drives.

[0022] The drive energy or drive power available from the electric motor can be determined based on the current charge level of the energy storage device. The control or regulation of the combustion engine and the electric motor is then carried out depending on the current charge level of the energy storage device. The current charge level is compared with a target charge level of the energy storage device. If the current charge level exceeds the target charge level, the vehicle can be driven purely electrically, i.e., using only the electric motor.

[0023] This ensures safe operation of the vehicle FZ in the case of an electric drive, even with constantly changing charge levels.

[0024] According to a further advantageous embodiment of the method, the combustion engine and / or the electric motor are controlled or regulated when traveling along this currently determined, immediately ahead route segment depending on the at least one second piece of information in combination with the at least one first piece of information. Thus, when controlling or regulating the two drives, both information that applies only to the current route segment and information that applies to the entire route still to be completed are used in the control or regulation of the two drives, so that both short-term control adapted to the current route segment and long-term optimization of use of the two drives adapted to the entire route still to be completed can be achieved.

[0025] According to the invention, the nearest intersection in the upcoming route is determined. Subsequently, a road section from the current geographical starting position of the hybrid vehicle to the nearest intersection in the route can be determined as the immediately ahead route segment.

[0026] This makes it possible to quickly recalculate the route if, for example, a turn at an intersection has been missed due to a momentary inattention on the part of the driver.

[0027] According to the invention, the currently determined, immediately ahead intersection is assigned to one of the predefined intersection classes based on its characteristics. Examples of intersection classes include, for example, + intersection, T-intersection, roundabout, motorway entrance, motorway exit, intersection with traffic lights or signal systems, intersection without traffic lights or signal systems, railroad crossing, and so on. When approaching this intersection, the two drives are controlled or regulated depending on the intersection class to which the currently determined, immediately ahead intersection has been assigned.

[0028] This provides an opportunity to avoid inefficient combustion engine operation when driving through intersections and frequent switching off and on of the combustion engine before the intersections.

[0029] According to a further advantageous embodiment of the method, at least a third piece of driver-related, vehicle-related, road-related, and / or traffic-situation-related information is determined for the currently determined, immediately ahead intersection. This third piece of driver-related information includes, for example, information about the driver's previously determined and stored driving behavior, which indicates how and at what average speed the driver enters the intersection, crosses it, and then exits it again. The third piece of vehicle-related information includes, for example, the current driving speed and vehicle weight. The third piece of road-related information includes, for example, traffic signs posted at the intersection and traffic lights activated.Third traffic-related information includes, for example, traffic volume at the intersection and the number of vehicles ahead before the intersection. Third traffic-related information also includes, in particular, information about the section of road from which the vehicle is entering the intersection. Based on this information, the two drives are then controlled or regulated when approaching the intersection, i.e., when traveling along the stretch before, during, and immediately after the intersection.

[0030] This makes it possible to avoid inefficient combustion engine operation only at intersections where significant deceleration of the vehicle or even stopping of the vehicle is very likely by prematurely switching off the combustion engine and subsequently using electric drive.

[0031] According to the invention, a stopping probability with which the driver will stop the vehicle at the current, immediately ahead intersection is calculated depending on the intersection class to which the current, immediately ahead intersection belongs and / or depending on the at least one first, at least one second, and / or at least one third piece of driver-related, vehicle-related, road-related, and / or traffic-related information. This stopping probability is compared with a predetermined threshold value, and the two drives are then controlled or regulated depending on the comparison result of the stopping probability with the threshold value.

[0032] Preferably, the minimum drive energy or power required to negotiate the current intersection at the speed requested by the driver through the accelerator or brake pedal settings, as well as the maximum drive energy or power that can be provided by the electric drive with the electric motor and the energy storage system, are also determined. This minimum drive energy or power required to negotiate the intersection is then compared with the maximum drive energy or power that can be provided by the electric drive. The two drives are controlled or regulated based on the comparison result of these two drive energies or powers and based on the comparison result of the stopping probability with the threshold value.

[0033] If the currently determined stopping probability exceeds the specified threshold, and the maximum drive energy or power available from the electric drive exceeds the minimum drive energy or power required to negotiate the intersection, the combustion engine is shut down, and the current intersection is negotiated using only electric power. This advantageously prevents power transmission between the electric motor and the combustion engine.

[0034] This creates a process that can quickly react to short-term disruptions in the route or to short-term changes in the route, thus enabling optimal use of both drives.

[0035] According to a further aspect of the present invention, a hybrid vehicle is provided with an internal combustion engine as the first drive, an electric motor as the second drive, and an energy storage device for providing electrical energy for the electric motor, which is driven by a method described above.

[0036] Advantageous embodiments of the method described above are, insofar as they are otherwise transferable to the hybrid vehicle mentioned above, also to be regarded as advantageous embodiments of this hybrid vehicle.

[0037] An exemplary embodiment of the present invention will now be explained in more detail with reference to the accompanying drawings. They show: Fig. 1 a schematic representation of a device for drive control and / or drive regulation of a hybrid vehicle according to an embodiment of the invention; Fig. 2 shows a schematic representation of a method for drive control and / or drive regulation of a hybrid vehicle according to an embodiment of the invention; and Fig. 3 a schematic representation of a road map with a driving tour.

[0038] It is initially Fig. 1, in which a hybrid electric vehicle FZ with a device V for controlling or regulating the drives of the hybrid electric vehicle FZ is shown.

[0039] The hybrid electric vehicle FZ has an internal combustion engine VM, an engine clutch KP, an electric motor EM, an electrical energy storage unit ES, a transmission GT and vehicle wheels RD.

[0040] The internal combustion engine (VM) serves as the first, primary drive and, during operation, converts chemical energy stored in fossil and organic fuels into mechanical drive energy, which it uses to power the vehicle (FZ). Environmentally harmful exhaust gases are produced as a waste product of this operation.

[0041] The engine clutch KP is used to establish or prevent power transmission KÜ from the combustion engine VM to the electric motor EM and via the transmission GT to the vehicle wheels RD. When the clutch is engaged, the engine clutch KP establishes power transmission KÜ from the combustion engine VM to the electric motor EM and to the vehicle wheels RD. When the clutch is disengaged, it prevents power transmission KÜ from the combustion engine VM to the electric motor EM or to the vehicle wheels RD.

[0042] The electric motor EM serves as a second, secondary drive and switches between generator and electric motor operation as needed. In electric motor operation, the electric motor EM converts the electrical energy stored in the energy storage unit ES into mechanical drive energy, which the electric motor EM uses to power the hybrid electric vehicle FZ. In generator operation, the electric motor EM converts the kinetic energy of the vehicle FZ, for example, during a braking operation of the vehicle FZ, into electrical energy, which is stored in the energy storage unit ES.

[0043] The electrical energy storage unit ES, for example, is designed as a double-layer capacitor (ultra-caps) and serves primarily as an energy source for the electric motor EM. In addition to the electric motor EM, the energy storage unit ES also supplies other electrical energy consumers, such as the electric heater and headlights of the vehicle FZ, with electrical energy.

[0044] The transmission GT is used to translate the rotational movement of the internal combustion engine VM and the electric motor EM into the rotational movement of the vehicle wheels RD, or to transmit torque from the internal combustion engine VM and the electric motor EM to the vehicle wheels RD. The hybrid electric vehicle FZ is propelled by the rotational movement of the vehicle wheels RD.

[0045] The hybrid electric vehicle FZ further comprises a device V, a navigation unit NV, a pedal setting sensor PS, a data memory SP, a vehicle front camera KM and a wheel speed sensor RS.

[0046] The device V serves to control or regulate the internal combustion engine VM and the electric motor EM and comprises a control or regulating device SE, a determination device EE, a determination device BE and a calculation device BE.

[0047] Via a bus system BS shown in the figure as dotted lines, such as CAN and / or LIN bus, the device V receives navigation or sensor data from the navigation unit NV, the front camera KM, the pedal adjustment sensor PS, or the wheel speed sensor RS, and controls and regulates the combustion engine VM and the electric motor EM as well as the engine clutch KP depending on these data.

[0048] The navigation unit NV is used to calculate a route FR1, FR2 to be completed ahead between a current geographical starting position AP of the hybrid vehicle FZ and a geographical target position ZP of the vehicle FZ that is to be reached and manually entered by the driver. Despite being shown separately from the device V in the figure, the navigation unit NV can be a component of the calculation device RE of the device V.

[0049] The pedal adjustment sensor PS detects the pedal adjustment of an accelerator or brake pedal of the vehicle FZ (not shown in detail in the figure) and transmits this sensor data via the bus system BU to the device V. This sensor data provides information about the driver's accelerator and / or brake pedal actuation and thus the driving speed of the vehicle FZ desired by the driver.

[0050] The data storage SP is used to store various driver-related data such as the driver's general driving behavior and vehicle-related data such as the weight of the vehicle FZ.

[0051] The vehicle front camera KM continuously scans the road area in front of the vehicle front, detects traffic signs in this road area, and forwards information about detected traffic signs to the device V via the bus system BU.

[0052] The wheel speed sensor RS continuously detects the wheel speed of one of the vehicle wheels RD and transmits the detected wheel speed to the device V via the bus system BU.

[0053] The device V can be embodied as a correspondingly programmed microprocessor, in which case the control device SE, the detection device EE, the determination device BE, and the calculation device RE are components in this microprocessor or parts of the programs installed on this microprocessor. Alternatively, the aforementioned devices SE, EE, BE, and RE of the device V can be arranged separately from one another in different vehicle components. In this case, these devices also exchange their data via the bus system BU.

[0054] After the hybrid electric vehicle FZ has been described according to the embodiment, Fig. 2 and with the help of Fig.3, the functioning of the device V or the method by which the two drives, i.e. the combustion engine VM and the electric motor EM of the hybrid electric vehicle FZ, are controlled and regulated, is described in more detail using an example of a digital road map.

[0055] After starting the hybrid electric vehicle FZ and after the driver has manually entered a destination, i.e., a desired destination position ZP, via the navigation unit NV, the calculation device RE calculates, in accordance with method step S101, a travel route FR1 based on the current starting position AP at which the vehicle FZ is currently located and the entered destination position ZP. This route FR1 can be used by the vehicle FZ, for example, to reach the destination position ZP most quickly from the starting position AP. The calculation device RE forwards the thus calculated travel route FR1 to the determination device EE.

[0056] For this route FR1, the determination device EE determines a first group of road and traffic situation-related information based on the digital map of the navigation unit NV according to process step S102. The road-related information includes, for example, information about the number of road sections that together make up the route FR1; road classes such as motorway, country road, municipal road, to which the road sections are assigned; road types such as main road, inner-city road, one-way street, to which the road sections are assigned; speed limits in the respective road section; road gradients of the respective road sections; road curves contained in the respective road sections. The traffic situation-related information includes information about traffic volume and congestion on the route FR1.The detection device EE receives this traffic situation-related information, for example, via a radio transmission, which the vehicle FZ receives via a radio reception unit not shown in detail in the figures and forwards to the device V.

[0057] Based on this first group of information, the determination device BE then determines, in method step S104, a first route segment S1 that lies immediately ahead and is to be traveled first. Such a route segment S1 can contain several consecutive road sections of the route FR1 that have similar properties to each other compared to the next following road sections. For example, all road sections of the route segment S1 belong to the same road class and type, have the same speed limit, and similar road gradients.

[0058] Alternatively, the determination device EE determines, according to a previous method step S103, an immediately nearest road intersection K1 in the upcoming route FR1 starting from the current initial position AP of the vehicle FZ and forwards information about the determined road intersection K1, such as information about the location and type of the road intersection K1 as well as other properties of the determined road intersection K1, to the determination device BE.

[0059] The determination device BE then determines, in accordance with method step S104, on the basis of the information received from the determination device EE regarding the currently determined road intersection K1, a road section lying between the current initial position AP of the vehicle FZ and the currently determined, nearest road intersection K1 as the immediately preceding route segment S1 to be traveled first.

[0060] Once a route segment S1 has been determined according to method step S104, in which the operating strategy for the internal combustion engine VM and the electric motor EM must now be created and optimized, the device V proceeds to method step S105. In this method step S105, the determination device EE determines a second group of information about this route segment S1, relating to the driver, the vehicle FZ, the roads of this route segment S1, and the traffic situation in this route segment S1.

[0061] The driver-related information includes, for example, information about the driver's average driving behavior, such as average driving speed, braking, or acceleration behavior, on a road of a road class to which the route segment S1 is assigned. To this end, the determination device EE assigns the route segment S1 to one of the predefined road classes based on the road-related information determined in method step S102. The determination device EE then reads the information about the driver's average driving behavior previously determined for this road class and stored in the data storage device SP.

[0062] This driver-related information provides information about the probable drive power requirement or drive energy requirement of the driver expected to travel the route segment S1.

[0063] The vehicle-related information contains information about the current status of the vehicle (FZ) or its components, such as the total vehicle weight and the charge level of the energy storage unit (ES). This vehicle-related information provides information, for example, about the maximum drive energy or drive power that can be provided by the electric drive with the electric motor (EM) and the energy storage unit (ES).

[0064] The road-related information includes, for example, information about the road class and road type to which route segment S1 is assigned, speed limits and road gradients in this route segment S1, as well as curves contained in the route segment S1. This road-related information also provides information about the drive energy or drive power required to travel the route segment S1.

[0065] The traffic situation-related information contains information on traffic volume, traffic jams on the route segment S1 and provides information on the drive energy or drive power required to travel the route segment S1 or on possible changes to this required drive energy or drive power.

[0066] From the second group of information, in particular from the road and traffic situation-related information, it emerges that the currently determined, immediately ahead route segment S1 in this example is a 30 km / h road in a residential area and that there is no traffic jam in this route segment S1.

[0067] In order to avoid polluting the surroundings of the route segment S1, which is a residential area, with harmful exhaust gases from the combustion engine VM, and also to increase the efficiency of the two drives, this route segment S1 with a speed limit of 30 km / h should be driven with the electric motor EM if possible, because the efficiency of the combustion engine VM is comparatively low at a vehicle speed of 30 km / h.

[0068] In order to check whether the route segment S1 can only be managed with an electric drive, i.e. only with the electric motor EM, the determination device EE determines from the second group of information, in accordance with method step S106, a minimum drive power Pb required to travel the route segment S1 and a minimum drive energy Eb required to travel the route segment S1 as well as a maximum drive power Pae that can be provided by the electric drive or a maximum drive energy Eae that can be provided by the electric drive.

[0069] The minimum required drive power Eb and drive energy Pb for completing, i.e., traveling, route segment S1 are determined from driver-related and vehicle-related information in conjunction with road and traffic situation information. For example, the minimum required drive power Eb can be determined as a function of the total vehicle weight, road gradients, and speed limits on route segment S1. The minimum required drive energy Pb can be determined, for example, as a function of the total vehicle weight, road gradients, speed limits on route segment S1, and the total length of route segment S1.

[0070] Furthermore, the vehicle-related information, in particular the current charge level of the energy storage device ES, as well as the power consumption values ​​of switched-on power or energy consumers in the vehicle FZ, which are supplied with electrical energy by the energy storage device ES, are used to determine the maximum drive power Pae and the maximum drive energy Eae that can be provided by the electric drive with the electric motor EM and the energy storage device ES. This maximum drive power Pae or drive energy Eae that can be provided by the electric drive can be determined, for example, as a function of the charge level of the energy storage device ES and the total power consumption value of other energy consumers.

[0071] The determination device EE further compares the thus determined minimum drive power Pb required for traveling the route segment S1 and the minimum drive energy Eb required for traveling the route segment S1 with the maximum drive power Pae or drive energy Eae that can be provided by the electric drive, respectively, in accordance with step S106.

[0072] Depending on the comparison results, the control or regulating device SE controls and regulates the two drives, i.e. the combustion engine VM and the electric motor EM, as well as the motor clutch KP, in accordance with process step S107.

[0073] If the maximum available drive power Pae exceeds the minimum required drive power Pb and, at the same time, the maximum available drive energy Eae also exceeds the minimum required drive energy Eb, the control or regulating device SE shuts off the combustion engine VM and disconnects the power transmission KÜ between the combustion engine VM and the electric motor EM by disengaging the motor clutch KP. Consequently, the vehicle FZ is driven only by the electric motor EM in the route segment S1.

[0074] If the maximum available drive energy Eae falls below the minimum required drive energy Eb, the control or regulating device SE engages the engine clutch KP and uses the drive energy of the combustion engine VM to drive both the vehicle wheels RD and the electric motor EM, which is then driven in generator mode under the control of the control or regulating device SE. In this case, the electric motor EM converts the excess drive energy of the combustion engine VM into electrical energy, which is then stored in the energy storage device ES. If necessary, this energy temporarily stored in the energy storage device ES is reused by the electric motor EM to drive the vehicle FZ.

[0075] This increases the overall efficiency of both drives and thus also of the combustion engine VM while maintaining the same exhaust and pollutant emissions for the entire route FR1.

[0076] In addition to process steps S105 and S106, the determination device EE also performs process step S108, where it assigns the nearest intersection K1, determined in the previous process step S103 and serving as the end position of the current route segment S1, to one of the predefined intersection classes based on its properties determined based on road-related information. In this example, this intersection K1 is assigned to an intersection class "T-intersections without traffic lights."

[0077] Immediately before reaching this intersection K1, the determination device EE then determines, in accordance with method step S109, a third group of driver-, road-, and traffic-related information about this intersection K1 based on the intersection class to which the intersection K1 is assigned. This information includes, for example, the driver's accelerator and brake pedal settings, which the determination device EE receives from the pedal setting sensor PS; traffic sign Z1 at the intersection K1, which the determination device EE receives from the vehicle front camera KM; and information about the road section from which the vehicle FZ enters the intersection K1 and subsequently via which road section it exits the intersection K1 again; as well as information about traffic volume at the intersection K1.

[0078] Based on this information, the determination device EE further calculates a stopping probability Wa with which the vehicle FZ could stop before the intersection K1. The determination device EE then compares this stopping probability Wa with a predetermined threshold value TH. Depending on the comparison result of the currently calculated stopping probability Wa with the threshold value TH, the control or regulating device SE controls and regulates the combustion engine VM, the electric motor EM, and the engine clutch KP according to method step S110.

[0079] The traffic sign Z1, recorded and transmitted via the vehicle front camera KM, on the road section from which the vehicle FZ will enter the intersection K1 according to the third group of information, is a stop sign in this example and thus indicates a 100% probability of the vehicle FZ stopping immediately before the intersection K1. The information on the traffic volume in this example also indicates a large number of vehicles entering the intersection K1 from the other two road sections and thus a longer stopping time for the vehicle FZ at the intersection K1. In this case, the control or regulating device SE switches off the combustion engine VM well before the intersection K1 according to method step S110, if it has not already been switched off when driving on the road segment S1, and switches the electric motor EM over to generator mode or, allowing the vehicle FZ to roll slowly to the intersection and then decelerate slowly. The kinetic energy of the vehicle FZ generated during this braking process is then converted into electrical energy by the electric motor EM, which is operating in generator mode, and subsequently stored in the energy storage unit ES.

[0080] Immediately after leaving the intersection K1, the device V returns to method step S101 and repeats the method steps from S101 to S110. Thus, immediately after leaving the intersection K1, the calculation device RE calculates, based on the current position of the vehicle FZ and the initially entered target position ZP and in accordance with method step S101, the upcoming route still to be completed, which is now the route FR1 without the road segment S1 already traveled.

[0081] According to method steps S102 and S103, the determination device EE then determines the nearest intersection K2 of the current route to be completed, and according to method step S104, the determination device BE determines the next route segment S2 to be traveled up to the next intersection K2. According to method step S108, the determination device EE assigns the currently determined, nearest intersection K2 to the intersection class "T-intersection without traffic lights" based on its properties determined according to method step S103.The second and third groups of information determined according to method steps S105, S109 indicate that the route segment S2 is a country road and the road intersection K2 is a T-junction without traffic lights, wherein the road section of the route segment S2 which leads the route segment S2 into this road intersection K2 is located on a priority road according to a traffic sign Z2 detected by the vehicle front camera KM.

[0082] Based on this information, the control and regulation device SE controls and regulates the combustion engine VM and the electric motor EM as well as the motor clutch KP when traveling along the route segment S2 and then through the intersection K2 according to process steps S107 and S110. Since this route segment S2 is a country road and the traffic sign Z2 indicates right of way, thus allowing unbraked passage through the intersection K2, the control and regulation device SE drives the vehicle FZ only with the combustion engine VM when traveling along the route segment S2 and the intersection K2.

[0083] Immediately after leaving the intersection K2, the device V repeats method steps S101 to S110. In doing so, the determination device determines a road intersection K3, which is assigned to an intersection class "+ intersection with traffic lights" based on its properties and due to a detected traffic light at the intersection K3. If the determination device EE detects, with the aid of the vehicle front camera KM and in accordance with method step S109, that the traffic lights will turn red immediately before the vehicle FZ enters the intersection K3, the control and regulating device SE switches on the combustion engine VM in accordance with method step S110 and before the intersection K3, and disengages the engine clutch KP, thus interrupting the power transmission KÜ between the combustion engine VM and the electric motor EM and switching the electric motor EM into generator mode.

[0084] Immediately after leaving the road intersection K3, the determination device BE, based on the now available road-related information for the current route FR1 to be completed without the already traveled route segments S1, S2, S3, determines a motorway entrance up to the end point of the motorway entrance, which is now considered the nearest road intersection K4, as the now present, next route segment S4 to be traveled. Based on the information, in particular based on the traffic sign Z4 captured and transmitted by the vehicle's front camera KM, that the now present route segment S4 is a motorway entrance, the control and regulating device SE switches on both the combustion engine VM and the electric motor EM and accelerates the vehicle FZ with the two drives so that the vehicle FZ can quickly reach a recommended speed prevailing on the motorway in subsequent route segments S5, S6.

[0085] Immediately after leaving the intersection K4 and entering the motorway, the determination device EE determines, in accordance with method step S103, the motorway exit from which the vehicle FZ will exit the motorway based on the now available route, as the next intersection K5. The determination device BE then determines, in accordance with method step S104, the motorway section up to the next intersection K5 as the immediately preceding route segment S5 to be traveled next. The control and regulation device SE then controls and regulates the two drives depending on the information now determined in accordance with method steps S102, S105, and S109.

[0086] However, if the motorway exit at intersection K5 is missed due to the driver's inattention, device V detects this error immediately after leaving intersection K5 and immediately instructs calculation device RE to recalculate the route to the initially entered destination position ZP. Thus, starting from the current position according to method step S101, calculation device RE calculates a new route FR2 to destination position ZP. The subsequent method steps S102 to S110 are now carried out based on this new route FR2. Thus, determination device EE determines a new nearest intersection K6 according to method step S103 using the information determined by determination device EE in the previous method step S102. Subsequently, determination device BE determines a new route segment S6, which is now to be traveled immediately next.

[0087] After entering the intersection K6, i.e., after leaving the motorway, the device V repeats method steps S101 to S100. Thus, starting from the current position of the vehicle FZ and in accordance with method step S101, the calculation device RE calculates the current route still to be completed up to the destination position ZP. Based on the first information determined in method step S102, the nearest intersection K7 and the immediately preceding route segment S7 to be traveled next up to the nearest intersection K7 are then determined in method steps S103 and S104. Subsequently, second road-related information relating to the route segment S7 is determined in method step S105. In this example, this second road-related information indicates that the entire route segment S7 lies on a country road.

[0088] To control or regulate the two drives for traveling the currently traveled route segment S7, device V also retrieves the initial road-related information for the entire route still to be completed. In this example, this initial road-related information indicates that after the current immediately preceding route segment S7, only route segments S8 follow, which are located in a residential area WG and have a speed limit of 30 km / h. To optimize the overall efficiency of the two drives and to avoid exhaust emissions in the residential area WG, the subsequent route segments S8 should, if possible, be traveled only with electric drive, i.e., only with the electric motor EM.

[0089] For this purpose, the determination device EE calculates, in accordance with method step S106, not only the minimum drive power Pb or drive energy Eb required to travel the current route segment S7, but also the minimum drive power Pb' or drive energy Eb' required to travel the subsequent route segments S8. Furthermore, the determination device EE determines the state of charge of the energy storage device ES and, based on the current state of charge and the total energy consumption value of the electronic or electrical components of the vehicle FZ, which are also supplied with electrical energy by the energy storage device ES, calculates the maximum drive power Pae and drive energy Eae that can be provided by the electric drive.

[0090] If the maximum drive power Pae and drive energy Eae that can be provided by the electric drive are lower than the minimum drive power Pb' or drive energy Eb' required to travel the subsequent route segments S8, the control and regulating device SE switches the electric motor EM into generator mode when traveling the current route segment S7 according to method step S107 and regulates the combustion engine VM so that it generates more drive power and drive energy than the drive power Pb and drive energy Eb required to travel the current route segment S7. This excess drive power or drive energy generated by the combustion engine VM drives the electric motor EM in generator mode, so that it charges the energy storage device ES with electrical energy.

[0091] Consequently, upon reaching the next intersection K7, the energy storage unit ES is charged with additional energy, which is then converted into propulsion energy for the vehicle FZ by the electric motor EM when traveling the subsequent route segments S8. As a result, route segments S8, which are not recommended for use with the combustion engine VM due to their location in a residential area WG, can now be traveled exclusively with electric propulsion thanks to the electrical energy generated and stored during travel of the preceding route segment S7.

[0092] The device V repeats the method steps S101 to S110 shown above until the vehicle FZ has reached the initially entered target position ZP.

Claims

[1] Method for drive control for a hybrid vehicle (FZ) with an internal combustion engine (VM) as the first drive and an electric motor (EM) as the second drive and an energy storage device (ES) for providing electrical energy for the electric motor (EM), with the following method steps: - Calculating a route (FR1, FR2) to be completed between a current geographical starting position (AP) of the hybrid vehicle (FZ) and a geographical target position (ZP) to be reached by the hybrid vehicle (FZ), - Determining at least one first piece of road-related and / or traffic-related information on the route to be completed (FR1, FR2), - determining an immediately preceding route segment (S1, S2, ..., S8) from the preceding route to be completed (FR1, FR2) depending on the at least one first piece of information, - Determining at least one second piece of driver-related, vehicle-related, road-related and / or traffic situation-related information on the currently determined route segment immediately ahead (S1, S2, ..., S8), - Controlling the combustion engine (VM) and / or the electric motor (EM) when driving on this currently determined, immediately ahead route segment (S1, S2, ..., S8) depending on the at least one second piece of information characterized by the further procedural steps: - Determining the nearest road intersection (K1, K2, ..., K7) in the immediately preceding route segment (S1, S2, ..., S8), - Assigning the currently determined, nearest road intersection (K1, K2, ..., K7) based on its property in one of the given intersection classes, - Control of the combustion engine (VM) and / or the electric motor (EM) when driving through this intersection (K1, K2, ..., K7) depending on the intersection class to which the currently determined, nearest intersection (K1, K2, ..., K7) has been assigned, - Calculating a stopping probability with which the hybrid vehicle (FZ) is stopped at the currently determined, nearest road intersection (K1, K2, ..., K7), depending on the intersection class to which the currently determined, nearest road intersection (K1, K2, ..., K7) was assigned, and / or determining at least one third driver-related, vehicle-related, road-related and / or traffic situation-related information for the currently determined, nearest road intersection (K1, K2, ..., K7), and calculating the stopping probability with which the hybrid vehicle (FZ) will stop at the currently determined, nearest road intersection (K1, K2, ..., K7) is stopped, depending on at least one third piece of information, - comparing the currently calculated stopping probability with a given threshold, - Switching off the combustion engine (VM) and driving to the currently determined, nearest road intersection (K1, K2, ..., K7) with the electric motor (EM) if the currently determined stopping probability exceeds the threshold value. [2] Method according to claim 1, characterized by - Calculating a drive energy (Eb) and / or drive power (Pb) required to travel the immediately preceding route segment (S1, S2, ..., S8) depending on the at least one second piece of information, - Controlling the combustion engine (VM) and / or the electric motor (EM) when driving on the immediately preceding route segment (S1, S2, ..., S8) depending on the drive energy (Eb) and / or drive power (Pb) calculated for this route segment (S1, S2, ..., S8). [3] Method according to one of the preceding claims, characterized by - Determination of the electrical energy (Eae) of the energy storage unit (ES) that can currently be provided for the electric motor (EM), - Control of the combustion engine (VM) and / or the electric motor (EM) when driving on the route segment (S1, S2, ..., S8) immediately ahead depending on the electrical energy (Eae) of the energy storage device (ES) that can currently be made available for the electric motor (EM). [4] Method according to one of the preceding claims, characterized byControlling the combustion engine (VM) and / or the electric motor (EM) when driving on the immediately ahead route segment (S1, S2, ..., S8) depending on the at least one second piece of information in combination with the at least one first piece of information. [5] Method according to one of the preceding claims, characterized by - Determining the nearest road intersection (K1, K2, ..., K7) in the immediately preceding route segment (S1, S2, ..., S8), - Determining a road section from the current geographical starting position (AP) of the hybrid vehicle (FZ) to the currently determined nearest road intersection (K1, K2, ..., K7) as the immediately ahead route segment (S1, S2, ..., S8). [6] Method according to one of the preceding claims, characterized by - Determining at least one third driver-related, vehicle-related, road-related and / or traffic situation-related information for the currently determined, nearest road intersection (K1, K2, ..., K7), - Controlling the combustion engine (VM) and / or the electric motor (EM) when driving through this road intersection (K1, K2, ..., K7) depending on the at least one third piece of information. [7] Method according to one of the preceding claims, characterized by Preventing power transmission between the electric motor (EM) and the combustion engine (VM) if the currently determined stopping probability exceeds the threshold value and the combustion engine (VM) is switched off. [8] Hybrid vehicle (FZ), with - an internal combustion engine (ICE) as the first drive, - an electric motor (EM) as a second drive, - an energy storage device (ES) for providing electrical energy for the electric motor (EM), whereby the hybrid vehicle (FZ) - is driven by a method according to one of claims 1 to 7.

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