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WO2014071934A1 - Procédé de commande d'un train de transmission - Google Patents

Procédé de commande d'un train de transmission Download PDF

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Publication number
WO2014071934A1
WO2014071934A1 PCT/DE2013/200224 DE2013200224W WO2014071934A1 WO 2014071934 A1 WO2014071934 A1 WO 2014071934A1 DE 2013200224 W DE2013200224 W DE 2013200224W WO 2014071934 A1 WO2014071934 A1 WO 2014071934A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
interval
actuator
combustion engine
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2013/200224
Other languages
German (de)
English (en)
Inventor
Marian Preisner
Markus Lienhard
Alexander Dreher
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to CN201380055839.9A priority Critical patent/CN104755748B/zh
Priority to DE112013005297.0T priority patent/DE112013005297B4/de
Publication of WO2014071934A1 publication Critical patent/WO2014071934A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/003—Starters comprising a brake mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
    • F02N15/043—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the gearing including a speed reducer
    • F02N15/046—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the gearing including a speed reducer of the planetary type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0083—Setting, resetting, calibration
    • B60W2050/0087—Resetting start and end points of actuator travel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • F02N15/025—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch of the friction type
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a method for controlling a hybrid powertrain with an internal combustion engine with a crankshaft and arranged in a pulley plane of the internal combustion engine and by means of a switchable planetary gear with the crankshaft in operative engagement electric machine, wherein the planetary gear during a starting operation of the internal combustion engine of a between a Ring gear of the planetary gear and a rotatably arranged housing arranged brake actuating actuator via a Aktorweg frictionally engaged and dependent on a key start at stationary ring gear or a pulse start with rotating ring gear by means of different operating parameters.
  • Hybrid drive trains with an electric machine integrated in the pulley of an internal combustion engine are known, for example, from DE 10 201 1087 697 A1.
  • the electric machine is integrated by means of a switchable planetary gear in the belt drive, so that they can start at standstill working planetary gear, the stationary engine and, for example, depending on the operating situation at not underseated or understating operation, the running internal combustion engine in the drive, with a stationary internal combustion engine, for example recuperate open valves, electrically drive the motor vehicle with the corresponding drive train and / or can drive ancillaries such as an air conditioning compressor.
  • the planetary gear is switched by means of a brake which is actuated by an actuator along an actuator travel and thereby frictionally connects the ring gear of the planetary gear with a fixed housing component.
  • a predetermined actuator travel is assigned to an engagement point of the brake with the maximum transferable braking torque.
  • this point of engagement varies, so that slip can occur when the brake is closed, which leads to high wear of the friction linings of the brake, or Matteranpressung, the high load on the actuator and whose mechanics entails, can occur.
  • the object of the invention is therefore to propose a method in which a generic hybrid powertrain can be operated permanently and without wear of the friction linings of the brake and without overloading the actuator.
  • the proposed method is used to control a hybrid powertrain with an internal combustion engine having a crankshaft and an arranged in a pulley plane of the internal combustion engine and by means of a switchable planetary gear with the crankshaft in operative engagement electric machine.
  • the planetary gear during a starting operation of the internal combustion engine is frictionally engaged by a one between a ring gear of the planetary gear and a rotatably arranged housing arranged brake actuating actuator via an actuator.
  • the starting process is performed at preferably closed brake.
  • a closed state of the brake is recognized, for example, by a routine implemented in a control unit, if, during a key start, a first operating parameter in the form of a differential speed between ring gear and housing within a predetermined threshold of the differential rotational speed or at pulse start a second operating parameter in the form of a dynamic friction coefficient within a given interval.
  • a key start is understood to be a start of the stationary internal combustion engine when the electric machine is stationary, for example a cold start.
  • the driver starts the engine by a key or a corresponding device such as a start button or the like.
  • the starting of the internal combustion engine takes place while the rotor of the electric machine is already rotating, if, for example, after a temporary shutdown of the motor vehicle at a traffic light, a railway crossing or the like and to drive the air conditioning compressor activated electric machine should be restarted. Furthermore, at low ambient temperatures and thus hard to start the engine, the electric machine can be accelerated in advance.
  • the differential speed used during a key start to assess a closed brake can be obtained from the rotor speed of the electric machine without any further sensors, since, taking into account the ratio of the planetary gear, the rotational speed of the ring gear can be determined therefrom.
  • the friction partner of the ring gear is fixed to the housing so that there is a differential speed from the rotor speed which reflects the slip of the brake. If a sufficiently small slip is determined as part of the measurement accuracy of the rotor speed, for example, at differential speeds of less than 100 1 / min, preferably less than 10 1 / min, a closed brake is assumed. For larger differential speeds, the slip can be reduced by appropriately further closing the brake by means of the actuator.
  • a necessary correction of the actuator travel is determined and stored for adaptation of the Aktorwegs in subsequent startup operations at the key start in the control unit. If no rotational speed difference can be measured for a given actuator travel for closing the brake, the actuator travel is corrected immediately or in a subsequent starting process in order to set a measurable rotational speed difference within the threshold and thus avoid an overpressing of the brake under high load of the actuator.
  • a corresponding correction of the Aktorwegs can also be stored and used to adapt the Aktorwegs.
  • the rotor When a pulse start is carried out, the rotor already rotates when the internal combustion engine is stationary. As a result, the ring gear also rotates with respect to the rotatably arranged housing.
  • the planetary gear is to be switched, that is, rotatably coupled by means of the brake ring gear and housing.
  • a second operating parameter in the form of a dynamic coefficient of friction value lies within a predetermined interval. As a result, the closing behavior of the brake can be assessed even at the beginning of a large difference in rotational speed between the ring gear and the housing during a pulse start.
  • the interval may be a time interval of a reduction of the differential speed.
  • the actuator travel is corrected in the direction of a higher pressing. If the time interval is undershot, the brake is delivered less far because of an imminent overpressure, thus reducing the actuator travel.
  • the interval may be represented as a brake torque interval of a brake torque of the brake.
  • the braking torque can be determined as follows:
  • the method can, if during a
  • a set current Aktorweg corrected by a predetermined amount to achieve an operating parameter within this interval to an adapted Aktorweg and the adapted Aktorweg be set during the subsequent boot process for this interval.
  • a corresponding correction of Aktorwegs against a calibrated or previously adapted Aktorweg is used to adapt the original Aktorwegs.
  • a correction of the actuator travel in each case an operating variable by means of small, discrete and per adaptation process equal correction steps of Aktorwegs be provided so that an amount of correction or adaptation of Aktorwegs takes place in predetermined steps per startup.
  • FIG. 1 is a block diagram of a hybrid powertrain
  • Figures 2 to 9 are diagrams of Aktor ein over time during a key start with associated speeds of the ring gear and the internal combustion engine at different calibration states of
  • FIGS. 10 to 15 diagrams of actuator paths over time during a pulse starts with associated speeds of the ring gear and the internal combustion engine at different calibration states of the
  • Umschlingungsmitteltrieb 6 further, not shown ancillaries may be added, which can be selectively and depending on the circuit of the planetary gear from the electric machine 3 or the internal combustion engine 2 driven.
  • the electric machine 3 also starts the disengaged internal combustion engine 2 when the brake 14 is closed.
  • a key start is distinguished with the crankshaft 4 stationary and the rotor 5 stationary and a pulse start with the rotor 5 rotating and the crankshaft 4 stationary.
  • the actuator path x imposed by the actuator 13 of the brake 14 is checked by means of different operating parameters to provide an overpressure with high load on the actuator 13 and a high differential speed between the ring gear 12 and the housing 15 with high wear on the friction linings the brake 14 with the brake 14 to monitor and adapt if necessary.
  • the speed difference between the ring gear 12 and the housing 15 is determined in the embodiment shown on the basis of the rotor speed of the rotor 5, taking into account the translation of the planetary gear 7, so that it is possible to dispense with additional sensors.
  • FIGS. 2 to 9, with reference to the drive train of FIG. 1, show the typical behavior of a starting operation of the internal combustion engine 2 by means of the electric machine 3 during a key start.
  • FIGS. 2, 4, 6, 8 each show the actuator travel x against the time t with the aid of the curves 16, 16a, 16b, 16c as ideal and with reference to the curves 17, 17a, 17b, 17c as the actual behavior.
  • the line 18, which extends over the FIGS. 2, 4, 6, 8, shows the ideal actuator travel x, in which the brake 14 is closed without overpressing with the differential speed minimized.
  • the associated figures 3, 5, 7, 9, shown below each of FIGS. 2, 4, 6, 8, show the rotational speeds n of the internal combustion engine 2 and of the electric motors.
  • the curves 19, 19 a, 19 b, 19 c show the rotational speeds of the electric machine and the curves 20, 20 a, 20 b, 20 c, the rotational speeds of the internal combustion engine. 2
  • FIGS. 2 and 3 show a starting process after the start of the electric machine 3 and when the brake 14 is actuated.
  • the actuator travel Xi calibrated below the line 18 slip occurs on the brake 14 which, based on an exceeding of the threshold 21 in the form of the rotational speed n. ⁇ is detected by the controller 13 controlling the actuator.
  • the Aktorweg Xi is corrected to the Aktorweg x 2 , to prevent the slippage of the brake 14.
  • the internal combustion engine is started.
  • Figures 4 and 5 show a subsequent startup with key start.
  • the actuator path Xi of FIG. 2 was adapted to the actuator path x 3 by adding a smaller correction than the correction added to the actuator path x 2 of FIG. 2.
  • the internal combustion engine 2 is started without slippage of the ring gear 12 relative to the housing. From the lack of exceeding the threshold 22 for a minimum slip in the form of the speed n 2 , however, it is recognized that there is an overpressure.
  • the correction of Aktorwegs x 3 is again reduced by a predetermined amount.
  • Figures 6 and 7 show the properly adapted, lying on the line 18 and thus the ideal Aktorweg x, Aktorweg x 3 , in which without Matteranpressung and only negligible, for example, lying below the accuracy of slip slip of the ring gear 12, the internal combustion engine 2 of the Electric machine 3 is started.
  • the line 18 is not constant in practical embodiments over the operating time of the drive train 1, so that according to Figures 8 and 9 in subsequent starts at key starts again slip can occur, which is compensated according to Figures 2 to 7 by the currently adapted Aktorweg x 3 is adapted again.
  • Figures 10 to 15 show, with respect to the powertrain 1 of Figure 1, the behavior of the brake 14 during a pulse start.
  • the curves 23, 23a, 23b of the actuator paths x over time t and in FIGS. 11, 13, 15 the rotational speeds n over time t based on curves 24, 24a, 24b the rotational speeds for the electric machine 3 and based on the curves 25, 25 a, 25 b of the rotational speeds of the internal combustion engine 2 are shown.
  • an accessory such as an air conditioning compressor.
  • the brake 14 is closed at time t 2 .
  • the differential rotational speed determined by the rotational speed n of the electric machine 3 is determined as slip of the ring gear 12 relative to the housing 15 in the interval ⁇ t, such as time interval.
  • the interval At starts at the time t 3 at which the actuator travel x set on the basis of the dashed curve with time delay is practically set.
  • the minimum interval At min is specified. If the slippage of the brake 14 decreases within this interval, it is to be assumed that there is an overpressure.
  • the maximum time interval At max is specified. If, within this interval, the slip of the brake is not degraded, it is to be assumed that slip is inadmissible. It should be pointed out here that the actuator paths x of a key start and a pulse start are preferably determined and adapted independently of one another. However, the correlation between these actuator paths x of the key and pulse start may be compared to generally assess the state of the brake 14.
  • the slip extends beyond the time t 5 , ie outside the time interval At max , so that the originally set actuator travel x 4 is increased to the actuator travel x 5 . Furthermore, a correction variable is determined from the correction of the actuator travel x 4 to the actuator travel x 5 , with which the actuator travel x 4 is adapted to the actuator travel x 6 .
  • FIGS. 12 and 13 show the application of the more than additive compensated actuator travel x 6 .
  • the slip decreases within the time interval At min and synchronicity between the electric machine 3 and the internal combustion engine 2 is achieved.
  • this is a Matteranpressung, so that the Aktorweg x 6 is adapted in the other direction to shorter Aktor compassion.
  • Figures 14 and 15 show the applied at time t 3 from the pulse start of Figures 12 and 15 adapted Aktorweg x 7 , which leads to a reduction of the slip of the ring gear 12 and thus to a synchronous speed development of electric machine 3 and internal combustion engine 2 outside the time interval At min , but within the time interval At max leads, so that an adjustment of the brake 14 between unacceptable Matteranpressung and high slip of the ring gear 12 relative to the housing 15 is achieved.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un procédé de commande d'un train de transmission (1) qui comporte un moteur à combustion interne (2) équipé d'un vilebrequin (4) et une machine électrique (3) qui est disposée dans un plan de poulie à courroie du moteur à combustion interne et qui est en engagement fonctionnel avec le vilebrequin via un engrenage planétaire commutable (7). Selon l'invention, au cours d'un processus de démarrage du moteur à combustion interne, l'engrenage planétaire est commuté au moyen de différents paramètres de fonctionnement par un actionneur (13), qui actionne un frein (14) qui est disposé entre une couronne de train planétaire (2) de l'engrenage planétaire et un boîtier (15) solidaire en rotation, sur une course d'actionneur par friction et en fonction d'un démarrage par clé, lorsque la couronne de train planétaire est fixe, ou en fonction d'un démarrage par impulsion lorsque la couronne de train planétaire est en rotation. Afin d'éviter d'une part l'usure du frein due au patinage et d'autre part un endommagement de l'actionneur dû à une surpression, le processus de démarrage est réalisé de préférence lorsque le frein est serré. Le frein est reconnu comme serré lorsque, dans le cas d'un démarrage par clé, un premier paramètre de fonctionnement, qui se présente sous la forme d'une vitesse de rotation différentielle entre la couronne de train planétaire et le boîtier, se trouve en deçà d'un seuil prédéterminé de la vitesse de rotation différentielle et, dans le cas d'une impulsion de démarrage, un second paramètre de fonctionnement, qui se présente sous la forme d'un coefficient de friction dynamique, se trouve à l'intérieur d'un intervalle prédéterminé.
PCT/DE2013/200224 2012-11-06 2013-10-14 Procédé de commande d'un train de transmission Ceased WO2014071934A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201380055839.9A CN104755748B (zh) 2012-11-06 2013-10-14 用于控制动力传动系的方法
DE112013005297.0T DE112013005297B4 (de) 2012-11-06 2013-10-14 Verfahren zur Steuerung eines hybridischen Antriebsstrangs

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102012220189 2012-11-06
DE102012220189.0 2012-11-06
DE102012222563 2012-12-07
DE102012222563.3 2012-12-07

Publications (1)

Publication Number Publication Date
WO2014071934A1 true WO2014071934A1 (fr) 2014-05-15

Family

ID=49584571

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2013/200224 Ceased WO2014071934A1 (fr) 2012-11-06 2013-10-14 Procédé de commande d'un train de transmission

Country Status (3)

Country Link
CN (1) CN104755748B (fr)
DE (2) DE102013220639A1 (fr)
WO (1) WO2014071934A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1369279A1 (fr) * 2002-06-04 2003-12-10 Mitsubishi Denki Kabushiki Kaisha Dispositif de contrôle pour un véhicule
DE102011087697A1 (de) 2010-12-24 2012-06-28 Schaeffler Technologies Gmbh & Co. Kg Verfahren zur Steuerung eines schaltbaren Planetengetriebes in einer Riemenscheibenebene eines Antriebsstrangs
DE102011089026A1 (de) * 2011-01-20 2012-08-02 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung eines Planetengetriebes in einem Riementrieb und Riementrieb

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008054979A1 (de) * 2008-12-19 2010-06-24 Robert Bosch Gmbh Verfahren und Vorrichtung für Start-Stopp-Anlagen von Brennkraftmaschinen in Kraftfahrzeugen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1369279A1 (fr) * 2002-06-04 2003-12-10 Mitsubishi Denki Kabushiki Kaisha Dispositif de contrôle pour un véhicule
DE102011087697A1 (de) 2010-12-24 2012-06-28 Schaeffler Technologies Gmbh & Co. Kg Verfahren zur Steuerung eines schaltbaren Planetengetriebes in einer Riemenscheibenebene eines Antriebsstrangs
DE102011089026A1 (de) * 2011-01-20 2012-08-02 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung eines Planetengetriebes in einem Riementrieb und Riementrieb

Also Published As

Publication number Publication date
CN104755748A (zh) 2015-07-01
DE112013005297A5 (de) 2015-07-16
DE112013005297B4 (de) 2019-07-18
CN104755748B (zh) 2018-05-25
DE102013220639A1 (de) 2014-06-12

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