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WO2018086892A1 - Procédé permettant de faire fonctionner une chaîne cinématique hybride et chaîne cinématique hybride - Google Patents

Procédé permettant de faire fonctionner une chaîne cinématique hybride et chaîne cinématique hybride Download PDF

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Publication number
WO2018086892A1
WO2018086892A1 PCT/EP2017/077375 EP2017077375W WO2018086892A1 WO 2018086892 A1 WO2018086892 A1 WO 2018086892A1 EP 2017077375 W EP2017077375 W EP 2017077375W WO 2018086892 A1 WO2018086892 A1 WO 2018086892A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
torque
hybrid
transmission
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/EP2017/077375
Other languages
German (de)
English (en)
Inventor
Tilo Marschall
Franz Bichler
Claas Henkel
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of WO2018086892A1 publication Critical patent/WO2018086892A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0616—Position of fuel or air injector
    • B60W2710/0627—Fuel flow rate
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • 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 operating a hybrid powertrain, as well as a hybrid powertrain, which is operated with such a method.
  • Hybrid drive trains as such are known from the prior art, DE 10 2015 205 932 A1 deals with a special form of such a drive train.
  • an internal combustion engine is combined with an electric drive machine to overcome driving resistance when driving the vehicle. Since such vehicles cover a wide range of speeds and an internal combustion engine has only a limited operating range, a hybrid transmission with multiple gears (different, discrete gear ratios between a transmission input and a transmission output shaft) is provided. Due to the different gears is an adjustment of the operating map of the internal combustion engine (speed, torque) to the load request (Driving resistance, driving speed) allows. When switching from an existing, engaged gear in a target gear speed matching to the internal combustion engine is necessary.
  • the internal combustion engine has a high speed in third gear, a circuit is initiated by the driver or a vehicle control unit.
  • the torque-conducting connection between the internal combustion engine and the transmission output shaft, which is connected to the drivable axle, is disconnected.
  • the 4th gear is engaged, the speed of the transmission input shaft is, as the insertion of the target gear is done very quickly, usually higher than the speed of the internal combustion engine, as it loses only slowly due to the inertia of speed.
  • the internal combustion engine is braked quickly to the correct speed, it can be braked by a regenerative load by the electric drive machine.
  • a hybrid drive train is understood to mean a motor vehicle drive train in which an internal combustion engine and an electric drive machine, in particular an electric motor / generator, can be used as a drive source for overcoming driving resistances.
  • an internal combustion engine is a thermal engine with internal combustion and in particular an internal combustion engine in reciprocating design, which is preferably operable according to the gasoline or diesel principle to understand.
  • an electric drive machine is understood to mean an electromechanical energy converter which can be operated in a motor and in a generator operating range.
  • electric power (voltage, current) can be supplied in the motor operating range of the electric drive machine and this outputs mechanical power (speed, torque).
  • mechanical power (speed, torque) can be supplied and this outputs electrical power (voltage, current) from, preferably the torque is controllable in generator operation.
  • an electromechanical energy converter is to be understood as a so-called electric motor / generator.
  • a hybrid transmission means a shiftable transmission, in particular a speed change transmission.
  • the hybrid transmission has 2 or more discrete transmission ratios.
  • a transmission ratio is to be understood as meaning a transmission ratio between an input shaft and an output shaft of the hybrid transmission.
  • Such a discrete transmission ratio can be colloquially referred to as a gear or as a switching stage.
  • the hybrid transmission is designed as a spur gear with at least 2 parallel shafts, preferably as a so-called dual-clutch transmission and particularly preferably as a planetary gear with one or more Planetengetriebad accountsn.
  • the hybrid transmission is automatic, preferably automated and particularly preferably manually switchable.
  • the switchable hybrid transmission adapted to transmit the drive power, which is provided by the internal combustion engine, and preferably, the switchable hybrid transmission is adapted to transmit the providable by the internal combustion engine and the electric drive machine drive power.
  • a slip-controllable clutch is understood to mean a torque transmission device which can be selectively switched between a state in which a torque can be transmitted (closed state) and a state in which no torque can be transmitted by this slip-controllable clutch (open state).
  • the slip-controllable clutch has a state in which, on the one hand, a torque can be transmitted from an input side to an output side of the slip-controllable clutch and, on the other hand, the input side can be rotated in a partially closed state relative to the output side.
  • the slip-controllable coupling is designed as a frictional clutch, preferably a disk or disc clutch.
  • the slip controllable coupling is designed as a hydrodynamic torque converter.
  • the input side of the slip-controlled clutch is torque-conductively connectable to the internal combustion engine and the output side of this clutch is torque-conductively connected to the transmission input shaft and preferably the output side is connected to the transmission input shaft.
  • a torque on the torque-conductively connected to another component is transferable.
  • this torque with a certain, preferably fixed, speed ratio of the one component to the other component transferable.
  • a torque-conducting connection can be understood as a speed-proof connection.
  • the detection of the rotational speed is to be understood as meaning the measurement of the rotational speed of the corresponding component, or the determination of the rotational speed via other known velocity variables, such as the rotational speed of other components or the driving speed.
  • Methods for detecting the rotational speed are known from the prior art.
  • the rotational speed of the input side of the slip-controlled clutch is greater than the rotational speed of the output side, in particular in the case of an upshift operation (change from the nth to the ⁇ + 1th gear)
  • the slip-controllable clutch is engaged, ie when it closes an unwanted jerk, as the torque-conducting connected to the input side of the internal combustion engine is decelerated by the closing of the clutch, as it loses only slowly due to their inertia in speed.
  • an output ratio is to be understood as the discrete transmission ratio of the hybrid transmission, in which it is currently in the moment, that is to say that transmission ratio with which drive power can be transmitted from the input shaft to the output shaft, or is transmitted at the moment.
  • a target transmission ratio is to be understood as meaning the discrete transmission ratio into which the hybrid transmission is to be switched, starting from the output transmission ratio, so that drive power can be transmitted from the input shaft to the output shaft with this target transmission ratio after switching.
  • the 3rd gear represents the output gear ratio
  • the 4th gear is the target gear ratio.
  • the internal combustion engine is operated when switching from the output ratio to the target ratio in a low-consumption or consumption-optimal operating range.
  • the electric drive machine for applying the braking clutch torque is operated in a regenerative operating range.
  • a regenerative operating range is the conversion of mechanical power (speed, torque) into an electrical power (voltage, Electricity).
  • this electrical power which is obtained by the application of the braking clutch torque, fed into a hybrid vehicle electrical system, or supplied thereto.
  • such a control of the electric drive machine energy recovery is possible and thus the efficiency of the hybrid powertrain can be increased.
  • a hybrid powertrain which has the internal combustion engine, the electric drive machine and the switchable hybrid transmission with the input and output shaft, which is switchable in at least two different, discrete gear ratios, ie in particular at least a first and another gear , Further, the hybrid powertrain is controllable by means of a control device on which the above-mentioned operating method is executable on a data memory, preferably on an internal data memory and preferably on a memory module, as a computer program product.
  • the slip-controllable clutch is designed as a frictional clutch, preferably as a hydrodynamic torque converter. Further preferably, the frictional clutch is designed as a disk or preferably disk clutch. Preferably, the slip-controllable clutch is designed as a single or multiple disc clutch and preferably as a multi-plate clutch with a plurality of friction plates. In particular, such a drive train has an efficient switching behavior.
  • the electric drive machine can be directly connected with the internal combustion engine in a torque-conducting manner.
  • the electric drive machine with the internal combustion engine rotatably connected.
  • the electric drive machine is coaxial and preferably concentric with a Output shaft of the internal combustion engine, in particular a crankshaft of the internal combustion engine arranged.
  • the prime mover is designed as a so-called crankshaft starter generator. In particular, by means of such an embodiment of the invention, a particularly space-saving design is possible.
  • the electric drive machine by means of an intermediate gear with the internal combustion engine can be connected in a torque-conducting manner.
  • this intermediate gear is designed as a traction mechanism, preferably as a positive traction mechanism and particularly preferably as a chain transmission or more preferably as a toothed or ribbed belt transmission.
  • the intermediate gear is designed as a gear transmission.
  • the electric drive machine based on the geometry, between the internal combustion engine and the hybrid transmission is arranged.
  • a particularly space-saving design of the hybrid powertrain is possible.
  • the electric drive machine based on the geometry, arranged in a housing of the hybrid transmission.
  • the hybrid powertrain by means of such an embodiment of the hybrid powertrain a modularization of the hybrid transmission and the internal combustion engine is made possible.
  • the proposed powertrain can be used in a motor vehicle, preferably a car to overcome the driving resistance.
  • a motor vehicle preferably a car to overcome the driving resistance.
  • FIG. 1 shows a schematized hybrid drive train
  • FIG. 2 a simplified flowchart for the operating method.
  • the hybrid powertrain 1 shows a schematic representation of a hybrid powertrain 1 is shown.
  • the hybrid powertrain 1 has an internal combustion engine 2 and an electric motor generator 3 and is controllable by means of the control device 2a. From these two drive machines (2, 3) drive power is available to overcome driving resistances. The drive power provided by these drive machines (2, 3) is transmitted by means of the hybrid transmission 4 in the direction of the drive wheels 6.
  • the drive wheels 6 may be front wheels and additionally or alternatively rear wheels (front, four-wheel, rear wheel drive).
  • the internal combustion engine 2 can be selectively connected to the hybrid transmission 4 via the clutch 5.
  • the transmission ratio of the hybrid transmission 4, ie the transmission ratio between the input shaft 8 and the output shaft 9 of this transmission 4, is variable in discrete stages. In this case, such a discrete translation stage colloquially as a transition.
  • the hybrid powertrain 1 has a dual-mass flywheel 7 for reducing torsional vibrations of the internal combustion engine 2. With the position 7a, an alternative position for the arrangement of the dual-mass flywheel 7 of the internal combustion engine 2 is shown.
  • the hybrid powertrain 1 is controlled via the hybrid powertrain controller 2a.
  • the control method is stored on an internal memory module as an executable computer program.
  • the internal combustion engine 2 as well as the electric motor generator 3 are non-rotatably connected to the input side 5 a of the clutch 5.
  • the input shaft 8 of the hybrid transmission 4 is rotatably connected to the output side 5b of the clutch 5.
  • the electric drive machine 3 is driven at the upshift from the output gear ratio in the target gear ratio such that it applies a regenerative braking torque to the internal combustion engine 2 (regenerative
  • the electrical power recovered via the regenerative braking torque can be supplied to the energy storage / vehicle electrical system 3a.
  • FIG. 2 shows a schematic process flow for the operating method for the proposed hybrid drive train.
  • Fig. 1 is given for individual elements, although the element as such in Fig. 2 is not shown.
  • a shift request ie a change from the output gear ratio to the target gear ratio is requested and the slip controllable clutch (5, not shown) is opened.
  • hybrid vehicles today have, in addition to the internal combustion engine, one or more electric motors that can be coupled to the internal combustion engine in order to provide electrical energy for the vehicle electrical system as generator during operation of the electric motor.
  • this arrangement should be used to quickly synchronize the rotational energy of the engine during transmission circuits by building a regenerative load (regenerative clutch torque) on the electric motor generator to the target speed. This is done with the aim of the combustion process in the internal combustion engine by the switching intervention as little as possible to influence.
  • This electric motor generator can be arranged at different positions, as follows, not exhaustive, enumeration shows:
  • crankshaft-proof connection for example crankshaft starter generator (KSG) or starter-generator driven via chain / gear wheel stage / belt,

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé de fonctionnement pour une chaîne cinématique hybride (1) comprenant un moteur à combustion interne (2), un moteur à propulsion électrique (3) et une transmission hybride (4) commutable, ladite transmission (4) comporte un arbre d'entrée (8) et un arbre de sortie (9) et est conçue de manière à modifier un rapport de transmission entre lesdits arbres (8, 9) dans des étapes séparées, le moteur à combustion interne (2) peut être relié en transmission de couple au moyen d'un embrayage (5) à régulation antipatinage de manière sélective avec l'arbre d'entrée, l'embrayage (5) à régulation antipatinage présentant un côté entrée qui peut être relié en transmission de couple avec le moteur à combustion interne (2) ainsi qu'un côté sortie (5b) qui peut être relié en transmission de couple avec l'arbre d'entrée de la transmission (8) et le moteur à propulsion électrique (3) peut être relié en transmission de couple avec le moteur à combustion interne (2). Pour passer d'un rapport de transmission de sortie à un rapport de transmission cible de la transmission hybride (4), l'embrayage (5) à régulation antipatinage est ouvert, le moteur à propulsion électrique (3) est relié ou demeure relié en transmission de couple avec le moteur à combustion interne (2) et la vitesse de rotation du côté entrée (5a) et celle du côté sortie (5b) de l'embrayage (5) à régulation antipatinage sont enregistrées chacune et, dans le cas où la vitesse de rotation du côté entrée (5a) est plus importante que la vitesse de rotation du côté sortie (5b), un couple d'embrayage à effet freinant est appliqué du moteur à propulsion électrique (3) au moteur à combustion interne (2).
PCT/EP2017/077375 2016-11-08 2017-10-26 Procédé permettant de faire fonctionner une chaîne cinématique hybride et chaîne cinématique hybride Ceased WO2018086892A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016221789.5A DE102016221789A1 (de) 2016-11-08 2016-11-08 Verfahren zum Betrieb eines Hybridantriebsstrangs, und Hybridantriebsstrang
DE102016221789.5 2016-11-08

Publications (1)

Publication Number Publication Date
WO2018086892A1 true WO2018086892A1 (fr) 2018-05-17

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PCT/EP2017/077375 Ceased WO2018086892A1 (fr) 2016-11-08 2017-10-26 Procédé permettant de faire fonctionner une chaîne cinématique hybride et chaîne cinématique hybride

Country Status (2)

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DE (1) DE102016221789A1 (fr)
WO (1) WO2018086892A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109443614A (zh) * 2018-10-24 2019-03-08 重庆长安汽车股份有限公司 一种自动变速器的液力变矩器效率测试系统及方法
CN111795139B (zh) * 2020-06-15 2022-07-15 北京汽车股份有限公司 混合动力变速箱的换挡控制方法、装置、车辆和电子设备

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DE102014111515A1 (de) * 2014-08-13 2016-02-18 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betrieb eines Hybrid-Fahrzeugs und Hybrid-Fahrzeug
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US20110034296A1 (en) * 2008-05-09 2011-02-10 Volvo Lastvagnar Ab Method and drive train for performing a gear shift in a vehicle
DE102009045485A1 (de) * 2009-10-08 2011-04-14 Robert Bosch Gmbh Verfahren zum Betreiben einer Antriebsvorrichtung, Antriebsvorrichtung
DE102010043591A1 (de) * 2010-11-09 2012-05-10 Zf Friedrichshafen Ag Verfahren zur Steuerung eines Hybridantriebsstrangs eines Kraftfahrzeugs
DE102015103109A1 (de) * 2014-03-13 2015-09-17 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Antriebsstrang für ein fahrzeug und verfahren zum zusammenbauen des antriebsstrangs
DE102015202334A1 (de) * 2015-02-10 2016-08-11 Schaeffler Technologies AG & Co. KG Zweimassenschwungrad mit integriertem Freilauf
DE102015205932A1 (de) 2015-04-01 2016-10-06 Bayerische Motoren Werke Aktiengesellschaft Elektrifizierbare Drehmomentübertragungsvorrichtung

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