Control system comprising at least one electronic control unit for controlling an internal combustion engine in a hybrid vehicle

Abstract

A control system has at least one electronic control unit for controlling an internal combustion engine in a hybrid vehicle, which records at least the vehicle speed and the driver's desired driving performance and the driving performance specified by a safety control system or a driver assistance system. The control unit is designed such that, below a pre-defined vehicle speed threshold and/or in the event of recognition of an urban area, while in a purely electric driving mode, it only engages the internal combustion engine when the current desired driving performance exceeds a pre-defined upper threshold, preferably once the maximum tractive force at the wheel for purely electric driving is at least reached.

Claims

1. A control system, comprising: an electronic control unit configured to control an internal combustion engine in a hybrid vehicle, wherein the control unit is configured to detect a vehicle speed and an accelerator pedal angle, below a predefined vehicle speed threshold, the control unit starts the internal combustion engine only: after determining whether or not a maximum possible tractive force on a wheel for purely electric driving has been reached, and when the current accelerator pedal angle exceeds a given value.

2. The control system as claimed in claim 1, wherein the control unit is configured such that the predefined upper threshold of the accelerator pedal angle is defined below a vehicle speed-independent accelerator pedal angle threshold provided for an escape function.

3. The control system as claimed in claim 2, wherein the control unit is configured such that, above the predefined vehicle speed threshold, a dynamic accelerator pedal angle prediction is performable, by which, even before the predefined upper threshold of the accelerator pedal angle is exceeded by the current accelerator pedal angle or before the accelerator pedal angle of the maximum possible tractive force on the wheel for purely electric driving is exceeded, the internal combustion engine is startable.

4. An electronic control unit that controls an internal combustion engine in a hybrid vehicle, the electronic control unit comprising a processor and associated non-transitory memory having stored thereon program code that, when executed by the processor, carries out the acts of: detecting a vehicle speed and an accelerator pedal angle; in a purely electric driving mode, starting the internal combustion engine only when a current accelerator pedal angle exceeds a predefined upper threshold when below a predefined vehicle speed threshold, and after a maximum possible tractive force on a wheel for purely electric driving has been reached.

5. The control system as claimed in claim 1, wherein the control unit is configured such that the predefined upper threshold of the accelerator pedal angle is defined below a vehicle speed-independent accelerator pedal angle threshold provided for an escape function.

6. The control system as claimed in claim 1, wherein the control unit is configured such that, above the predefined vehicle speed threshold, a dynamic accelerator pedal angle prediction is performable, by which, even before the predefined upper threshold of the accelerator pedal angle is exceeded by the current accelerator pedal angle or before the accelerator pedal angle of the maximum possible tractive force on the wheel for purely electric driving is exceeded, the internal combustion engine is stumble.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 shows essential components for the functional operation of the control system according to an embodiment of the invention in a hybrid vehicle.

(2) FIG. 2 shows a characteristic-based illustration of the functional operation for starting the internal combustion engine in an already known “AUTO eDrive mode”, illustrated as a speed-dependent potential vehicle acceleration on a level roadway.

(3) FIG. 3 shows a characteristic-based illustration of the functional operation for starting the internal combustion engine in an already known “MAX eDrive mode” with escape function, illustrated as a speed-dependent potential vehicle acceleration on a level roadway.

(4) FIG. 4 shows a characteristic-based illustration of the functional operation for starting the internal combustion engine in the new “URBAN eDrive mode” by way of the control system according to the invention, illustrated as a speed-dependent potential vehicle acceleration on a level roadway.

DETAILED DESCRIPTION OF THE DRAWINGS

(5) FIG. 1 illustrates a so-called road-locked hybrid vehicle F (e.g. a BMW i8) with an electric motor 1, which acts, for example, on the front axle VA as a first drive motor, and with an internal combustion engine 3, which acts on the rear axle HA as a second drive motor. A second electric motor 2 can be provided in addition to the internal combustion engine 3. Furthermore, a second transmission 4, preferably in the form of an electronically controllable automatic transmission (such as is already known from the prior art from BMW mass produced vehicles), is connected to the internal combustion engine 3 on the input side. In an analogous way, the invention can also be applied to a differently arranged order of the components 2, 3 and 4. In addition, the electric motor 1 could be arranged on the rear axle and the internal combustion engine 3 on the front axle. The electric motor 1 co-operates with a two-gear transmission 7 without any interposed clutch.

(6) The hybrid vehicle F can usually be operated in an operating mode (AUTO eDrive) with an internal combustion engine 3 that can be started and stopped automatically as necessary. Furthermore, the hybrid vehicle F can have a selection device (“MAX eDrive” pushbutton) that can be operated by the driver for the manual change to an operating mode (MAX eDrive), in which in principle driving is as far as possible purely electric.

(7) Furthermore, in the hybrid vehicle there is an electronic transmission selection device 9 known per se (for example from BMW mass produced vehicles), via which driving positions P, R, N and D and switching modes “S” or “M,” which are customary for the driver and provided for the automatic transmission 4, can be selected.

(8) Finally, a likewise known gas pedal is illustrated schematically in FIG. 1, the deflection of which, in particular in the form of a gas pedal angle FP, is detected, as is known, for example via a potentiometer.

(9) The drive control of the hybrid vehicle F is preferably carried out by a first electronic control device 5, by which in principle a wheel-torque-based overall drive control for all the drive motors that are present can be carried out. Furthermore, a functional module GS-E for transmission control is contained, for example, likewise in the control device 5 or preferably (as shown here) in an additional control device 8 mechatronically locally more closely associated with the two-gear transmission 7.

(10) To identify the vehicle operation in the urban area, a navigation system 10 can also be connected to the control unit 5.

(11) The control devices 5 and 8 are preferably connected to each other via a data bus (e.g. CAN) and exchange sensor and control signals as necessary. For example, the control device 5 can obtain the vehicle speed v as information from the control device 8.

(12) The control device 5 has a functional module 11 according to the invention, for example in the form of a software program module. The functional module 11 is configured (in particular programmed) in such a way that it makes the control system according to the invention functionally operable.

(13) Stored in the control device 5 or in the functional module 11 are characteristics and/or algorithms for changing the operating modes, for example from the known MAX eDrive modes to the AUTO eDrive mode or vice versa, which will be explained in detail below by using FIGS. 2 to 4.

(14) FIG. 2 illustrates, schematically, the basically known AUTO eDrive mode, in which, in particular depending on the purely electric maximum possible tractive force on the wheel (illustrated as a speed-dependent potential vehicle acceleration (limiting) characteristic on a level roadway a/v max_e) and the maximum possible tractive force on the wheel for combined (electric and internal combustion engine) driving (illustrated as a speed-dependent potential vehicle acceleration (limiting) characteristic on a level roadway a/v max_g), the internal combustion engine 3 is automatically started and stopped as necessary.

(15) FIG. 3 illustrates, schematically, the known MAX eDrive mode, in which, in accordance with the maximum possible tractive force on the wheel (a/v max_e) for purely electric driving, in principle driving is carried out purely electrically. However, within the meaning of an escape function, the internal combustion engine 3 is nevertheless started if a kick-down command is output, in particular via the gas pedal. The abbreviation Z identifies the starting of the internal combustion engine 3.

(16) By using FIG. 4, the control system according to the invention and the functional operating mode thereof as distinct from the prior art will be explained in more detail. In FIG. 4, a vehicle speed threshold of about 65 km/h here is predefined. This threshold is chosen, by way of example, since it reflects the generally maximum speed v driven in urban regions (towns). The new operating mode according to the invention is therefore also called “URBAN eDrive” by the Applicant. According to the invention, below this vehicle speed threshold of about 65 km/h here and/or when an urban region is detected by the navigation system 10, starting from purely electric driving, the control unit 5 or the functional module 11 starts the internal combustion engine 3 only when the current desired driving performance FP exceeds a predefined upper threshold of about 90% here, preferably after the acceleration-speed (limiting) characteristic a/v max_e for purely electric driving has at least been reached.

(17) The upper threshold of the desired driving performance FP of about 90% here is preferably defined below the vehicle speed-independent desired driving performance threshold—kick-down here—provided for the escape function according to FIG. 3.

(18) According to FIG. 4, the control unit 5 is configured in such a way that, above the predefined vehicle speed threshold of about 65 km/h here, a dynamic desired driving performance prediction P_dyn is performed, by way of which, even before the predefined upper threshold of 90% here of the desired driving performance FP is exceeded and/or before the maximum possible tractive force on the wheel a/v max_e for purely electric driving is exceeded, the internal combustion engine 3 can be started. The dynamic desired driving performance prediction P_dyn calculates an anticipated desired driving performance FP′, for example by using the current desired driving performance FP and by using the current gradient thereof. A check is made by the control unit 5 as to whether the maximum possible tractive force on the wheel for purely electric driving a/v max_e will thereby soon be exceeded with a comparatively high probability. If this is the case, the internal combustion engine 3 is started before the purely electric maximum possible tractive force a/v max_e is reached.

(19) The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.