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WO2019185262A1 - Procédé permettant de faire fonctionner une chaîne cinématique d'un véhicule à moteur, et module de chaîne cinématique dudit véhicule à moteur - Google Patents

Procédé permettant de faire fonctionner une chaîne cinématique d'un véhicule à moteur, et module de chaîne cinématique dudit véhicule à moteur Download PDF

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Publication number
WO2019185262A1
WO2019185262A1 PCT/EP2019/054779 EP2019054779W WO2019185262A1 WO 2019185262 A1 WO2019185262 A1 WO 2019185262A1 EP 2019054779 W EP2019054779 W EP 2019054779W WO 2019185262 A1 WO2019185262 A1 WO 2019185262A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
internal combustion
combustion engine
sci
speed
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/EP2019/054779
Other languages
German (de)
English (en)
Inventor
Alexander Jungaberle
Holger Bacher
Peter Schiele
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen 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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of WO2019185262A1 publication Critical patent/WO2019185262A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B60W10/024—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters
    • B60W10/026—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters of lock-up 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
    • B60W10/115—Stepped gearings with planetary gears
    • 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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/024—Clutch engagement state of torque converter lock-up clutch
    • 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
    • B60W2710/02—Clutches
    • B60W2710/025—Clutch slip, i.e. difference between input and output speeds
    • 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
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • 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
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—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 drive train of a motor vehicle, as well as a drive train module of such a motor vehicle.
  • the drive train of a conventional motor vehicle with internal combustion engine as the sole drive source usually has a starting element in the power flow between the drive source and drive wheels in order to enable a starting operation of the motor vehicle.
  • An example of such a starting element is a hydrodynamic torque converter.
  • the drive train of a motor vehicle with an electric motor as the only drive source usually requires no starting element, since the electric motor can accelerate the vehicle from a standing position.
  • the powertrain of a parallel hybrid vehicle usually requires a starting element, if a start-up should also be done solely by means of the internal combustion engine.
  • a start-up should also be done solely by means of the internal combustion engine.
  • various variants are known in the prior art.
  • the patent application DE 10 2006 018 058 A1 discloses various starting operations of a motor vehicle with a parallel hybrid drive train, which uses a torque converter as a starting element. In this case, a start of the internal combustion engine is performed during a purely electrical starting process. During the starting process, there is a lock-up clutch in the slip, in order to decouple the drive vibrations occurring during the engine start from the output.
  • a method for controlling a parallel hybrid powertrain which has a first friction clutch between the internal combustion engine and the electric motor, and a second friction clutch between the electric motor and the driving gear.
  • the second separating clutch is controlled in the slip mode.
  • a flywheel connected to the electric machine is accelerated by means of the electric machine.
  • the first friction clutch is closed so that an over- Shot-angular momentum of the flywheel contributes to the engine start.
  • Such a starting process is also referred to as a pulse start.
  • a powertrain module is also provided with a control unit for controlling the method according to claim 1.
  • the method is suitable for operating a motor vehicle drive train which includes an internal combustion engine, an electric machine, a disconnect clutch in the power flow between the internal combustion engine and the electric machine, a transmission for providing different gears between a drive shaft and an output shaft of the transmission and a hydrodynamic torque converter.
  • transducer in the power flow between the electric machine and the drive shaft has.
  • the torque converter is assigned a lock-up clutch. By closing the lock-up clutch, a mechanical connection is made between the impeller and the turbine wheel of the torque converter, so that in the closed state of the lock-up clutch, the hydrodynamic path of the torque converter is bridged. Under “closed” is to be understood as the state of a clutch in which this has no or only a very low differential speed. Under a very low differential speed is to be understood as a so-called micro-slip, which does not exceed an amount of ten revolutions per minute.
  • the disconnect clutch is initially open.
  • the lock-up clutch is controlled in such a way that it is in the slip state during the starting process.
  • a shift element of the transmission is now controlled in such a way that it is also in the slip state during the startup process.
  • a differential speed between impeller and turbine of the torque converter can be limited, so that the power transmission between the electric machine and transmission drive shaft takes place even when increasing the speed of the electric machine to a predominant share on the lock-up clutch instead of the hydrodynamic power path.
  • a possible remaining increase in the torque acting on the transmission drive shaft, caused by the amplification function of the torque converter, can be compensated by the slip state of the shifting element. The torque acting on the output shaft thus remains controllable even during the starting process of the internal combustion engine.
  • the switching element is controlled such that a differential speed of the lock-up clutch during the increase of the rotational speed of the electrical see machine for increasing the angular momentum at least as long as less than or equal to a limit remains until the transmission torque of the clutch for starting the engine is increased.
  • the limit value is preferably selected so that an increase in torque from impeller to turbine wheel either does not occur at all, or does not exceed a predetermined level.
  • the process according to the invention is preferably carried out during a starting process which takes place during a starting process of the motor vehicle, in particular during an acceleration phase of the motor vehicle.
  • the motor vehicle is driven solely by means of the electric machine.
  • both the lock-up clutch and the switching element are converted from the slipping state to the closed state, so that there is a fixed speed ratio between the speed of the rotor and the speed of the output shaft.
  • the differential speed on the switching element and only then reduced the differential speed at the lock-up clutch.
  • the design effort for cooling the switching element can be reduced.
  • the separating clutch is driven in such a way that forms a differential speed at the separating clutch even after already started starting the engine.
  • the disconnect clutch for starting the engine is not fully closed, but remains in a slipping state. After the start of the engine, this can set its own speed. The speed of the engine is set higher than an output side speed of the clutch.
  • both the separating clutch and the switching element are transferred from the slipping state to the closed state in the further course.
  • the differential speed at the switching element, and then the differential at the separating clutch are reduced.
  • the differential speed at the lock-up clutch is preferably reduced only when the differential speed was reduced at the disconnect clutch.
  • the decision as to whether or not the separating clutch remains in the slip state after the starting process of the internal combustion engine has taken place is preferably dependent on a desired driving torque of the motor vehicle.
  • the separating clutch should remain in the slip state, in particular when the desired drive torque reaches or exceeds a defined limit value.
  • the desired drive torque may be characterized, for example, by an accelerator pedal position of the motor vehicle.
  • a powertrain module of a motor vehicle which comprises at least one electric machine, a transmission for providing different gear ratios between a drive shaft and an output shaft of the transmission, a hydrodynamic torque converter in the power flow between the electric machine and the output shaft and a control unit.
  • the control unit is set up to control the method described above.
  • FIG. 1 shows a hybrid powertrain with a hydrodynamic torque converter.
  • FIGS. 2 and 3 each show a time sequence of different sizes of the hybrid drive train.
  • Fig. 1 shows a schematic representation of a hybrid powertrain for a motor vehicle.
  • the hybrid powertrain has an internal combustion engine VM and a second electric machine EM. Between the internal combustion engine VM and the electric machine EM a separating clutch KO is arranged. By means of the separating clutch KO a power flow between the engine VM and the electric machine EM is switchable.
  • the hybrid powertrain further includes a transmission G with a drive shaft GW1 and an output shaft GW2.
  • the output shaft GW2 is connected to a differential gear AG, via which the power applied to the output shaft GW2 power is distributed to drive wheels DW of the motor vehicle.
  • a torque converter TC is arranged in the power flow between the electric machine EM and the drive shaft GW1.
  • the torque converter includes an impeller P which is connected to the electric machine EM, more specifically to a rotor of the electric machine EM.
  • a turbine wheel T of the torque converter TC is connected to the drive shaft GW1.
  • Pump impeller P and turbine wheel T cooperate hydrodynamically, so that power can be transferred hydrodynamically from impeller P to turbine wheel T.
  • Impeller P and turbine T are mechanically connected to each other by closing a lock-up clutch WK.
  • the transmission G is arranged to display different gears between the drive shaft GW1 and the output shaft GW2.
  • several switching elements are provided.
  • One of these is exemplified in FIG. 1 and is referred to therein as SCI.
  • the switching elements incl.
  • the switching element SCI cooperate with not shown in Fig. 1 Planetenrad arrangementsn to form the various gears between the drive shaft GW1 and output shaft GW2. This is only an example. Instead of or in addition to the planetary gear sets and spur gears and / or one or more friction gear can be used, which cooperate with the switching elements, incl.
  • the switching element SCI to the aisle formation.
  • an electronic control unit ECU is provided.
  • the control unit ECU is in communication with a converter INV, which is assigned to the electric machine EM for its control.
  • the control unit ECU is further in communication with the transmission G.
  • the transmission G comprises an actuator for actuating the switching element SCI.
  • the transmission G also includes an actuator for actuating the lock-up clutch WK and an actuator for actuating the separating clutch KO. Again, this is only an example.
  • the separating clutch KO could also be actuated by an actuator, which is independent of the gear G. The same applies to the operation of the lock-up clutch WK.
  • the electric machine EM is set up both to drive the motor vehicle and to start the internal combustion engine.
  • various processes of a starting process of the motor vehicle are shown, in which the motor vehicle is initially driven only by the electric machine EM.
  • the internal combustion engine VM is started by utilizing an angular momentum of the rotor of the electric machine EM.
  • FIG. 2 shows a time sequence of different sizes of the hybrid drive train, including a rotational speed EM_n of the rotor of the electric machine EM, a rotational speed VM_n of the internal combustion engine VM, a rotational speed T_n of the turbine T, a differential rotational speed SCI_n at the switching element SCI, a differential rotational speed WK_n at the lockup clutch WK, a differential speed K0_n on the clutch KO and a speed GW2_n * i.
  • the speed GW2_n * i results from a speed GW2_n of the output shaft GW2 multiplied by an output speed of the switching element SCI.
  • the rotational speed GW2_n * i characterizes the rotational speed GW2_n of the output shaft GW2 taking into account the current gear ratio between an output side of the shifting element SCI and the output shaft GW2.
  • an idling speed VM_n_idle of the internal combustion engine VM is indicated.
  • the rotational speed EM_n already has a value greater than zero, while both the internal combustion engine VM and the output shaft GW2 have no rotational speed VM_n, GW2_n.
  • the motor vehicle is thus at standstill at time T10, with a differential speed WK_n greater than zero.
  • the switching element SCI is closed, so that there is no differential speed SCI_n.
  • the rotational speeds GW2_n * i and T_n start to increase; the motor vehicle drives so.
  • the motor vehicle is driven by the electric machine EM.
  • the differential speed between the rotor and the output shaft GW2 is compensated by a slip operation of the lockup clutch WK, the switching element SCI is still closed at time T1.
  • the speed VM_n remains zero because the clutch KO is open.
  • the speed EM_n is raised to a greater extent than before the time T1 1.
  • the differential speed WK_n increases significantly.
  • the switching element SCI is brought into slippage shortly before a time T12, so that a differential speed SCI_n greater than zero is formed.
  • the differential speed SCI_n is now set so that the differential speed WK_n does not exceed a predetermined level.
  • the speed GW2_n * i increases more, so the vehicle accelerates faster than before the time T12.
  • a transmission torque of the clutch KO is increased at time T13, so that a power flow between the electric machine EM and the internal combustion engine VM is produced.
  • the rotational speed VM_n starts to increase, so that the engine VM is accelerated to its starting rotational speed.
  • the speed EM_n drops sharply.
  • the speed GW2_n * i increases while the motor vehicle thus continues to accelerate.
  • the rotational speeds VM_n, EM_n have the same value, so that the differential rotational speed K0_n becomes equal to zero.
  • the switching element SCI and the lockup clutch WK are still slipping because the rotational speed EM_n is greater than the rotational speed T_n, and the rotational speed T_n is greater than the rotational speed GW2_n * i.
  • the relatively abrupt reaching of the synchronous state of the separating clutch KO has no influence on the rotational speed GW2_n * i.
  • the differential speed SCI_n is reduced until the time T15, the speed T_n and GW2_n * i have reached the synchronous state. Thereafter, the differential speed WK_n is reduced, until the time T16, the speed EM_n the speed GW2_n * i corresponds.
  • both the lock-up clutch are located WK and the switching element SCI in the slip state.
  • vibrations in the drive train which are caused by the starting of the internal combustion engine VM, are thereby decoupled from the output shaft GW2.
  • the electric machine EM can be accelerated to a high speed EM_n, so that the angular momentum of the rotor of the electric machine EM and the elements connected therewith increases. This angular momentum is included as energy in the starting process of the internal combustion engine VM.
  • FIG. 3 shows a further time sequence of the variables of the hybrid drive train shown in FIG. 2.
  • the sequence shown in Fig. 3 is particularly suitable for a starting process in which the desired drive torque is even higher than in the starting process of FIG. 2.
  • the clutch KO is controlled such that even after the start of the engine VM Differential speed between the internal combustion engine VM and rotor of the electric machine EM is formed.
  • the speed VM_n exceeds after the time T14, the speed EM_n. This is possible because the internal combustion engine VM can deliver a torque itself after its start.
  • the rotational speed VM_n can be maintained above the idling rotational speed VM_n_idle immediately after the start of the internal combustion engine VM, as a result of which a higher power output of the internal combustion engine VM is possible.
  • the differential speeds SCI_n, WK_n and K0_n are reduced again.
  • the differential speed SCI_n is thereby reduced first, so that at the time T15, the input speed of the switching element SCI corresponds to the speed GW2_n * i.
  • the synchronous state between the engine VM and the rotor of the electric machine EM is achieved at time T15a.
  • the synchronous state between the rotor of the electric machine EM and the turbine T is reached only at time T16.
  • control unit ECU can be in communication with other control units, in particular with a control unit VM assigned to the engine VM.
  • reference numeral VM assigned to the engine VM.

Landscapes

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

Abstract

L'invention concerne un procédé permettant de faire fonctionner une chaîne cinématique d'un véhicule à moteur. La chaîne cinématique présente au moins un moteur à combustion interne (VM), une machine électrique (EM), une transmission (G) destinée à fournir différents rapports entre un arbre d'entraînement (GW1) et un arbre de sortie (GW2) de la transmission (G), un convertisseur de couple hydrodynamique (TC) à embrayage de pontage (WK) dans le flux de forces entre la machine électrique (EM) et l'arbre d'entraînement (GW1) ainsi qu'un embrayage de coupure (KO) dans le flux de forces entre le moteur à combustion interne (VM) et la machine électrique (EM). Pour le processus de démarrage du moteur à combustion interne (VM), une vitesse de rotation (EM_n) de la machine électrique (EM) est augmentée, pendant que l'embrayage de coupure (KO) est ouvert. Aussi bien un élément de passage de vitesse (SCI) de la transmission (G) que l'embrayage de pontage (WK) sont commandés de telle sorte que les deux embrayages (KO, WK) se situent dans un état de glissement pendant le processus de démarrage du moteur à combustion interne (VM), lequel s'effectue par augmentation d'un couple de transmission de l'embrayage de coupure (KO).
PCT/EP2019/054779 2018-03-29 2019-02-27 Procédé permettant de faire fonctionner une chaîne cinématique d'un véhicule à moteur, et module de chaîne cinématique dudit véhicule à moteur Ceased WO2019185262A1 (fr)

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DE102018204908.4 2018-03-29
DE102018204908.4A DE102018204908A1 (de) 2018-03-29 2018-03-29 Verfahren zum Betrieb eines Antriebsstranges eines Kraftfahrzeugs, und Antriebsstrangmodul eines solchen Kraftfahrzeugs

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