CONTROL METHOD FOR A HYBRID DRIVE, CONTROLLER, AND HYBRID DRIVE

• Main Author: SEGTROP, Benjamin
• Format: Patent
• Language: English; French; German
• Published: 26.10.2022
• Subjects: ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS INVEHICLES; ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OFTRANSMISSIONS IN VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GASEXHAUST OR FUEL SUPPLY OF PROPULSION UNITS, IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE ORDIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; PERFORMING OPERATIONS; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TOTHE CONTROL OF A PARTICULAR SUB-UNIT; TRANSPORTING; VEHICLES IN GENERAL

The invention relates to a control method for a hybrid drive in a vehicle (200) comprising an internal combustion engine (2) and an electric motor (23) for determining a torque distribution between the internal combustion engine (2) and the electric motor (23). Operational state information (FW, SB), charge state information (SOC, SOCref) of a traction battery (21), and a difference (δ) between an emission upper limit (EMG) and a cumulated actual emission variable (EMK) are taken into consideration in a cost function (J), and the operating state of the internal combustion engine (2), and thus the internal combustion engine drive torque (MVKM), is influenced by means of a reference variable (x(t)) such that at least two actual emission variables (EM1, EM2) are set in such a manner that in an operating period with a combination of different arbitrary operating states of the hybrid drive, and thus of the internal combustion engine (2), set in a random order, the corresponding cumulated actual emission variables (EMK) do not exceed emission upper limits (EMG) for said operating period. The cost function (J) is minimized in that the reference variable (x(t)) is selected from Pareto-optimal alternatives using an indifference curve (I) determined from a differential function (δ(t)), and the internal combustion engine torque component (MVKM) can thus be optimized with respect to emission.