CN110715051B - Method for controlling and/or regulating the energy input into a clutch - Google Patents

Method for controlling and/or regulating the energy input into a clutch Download PDF

Info

Publication number
CN110715051B
CN110715051B CN201910623682.4A CN201910623682A CN110715051B CN 110715051 B CN110715051 B CN 110715051B CN 201910623682 A CN201910623682 A CN 201910623682A CN 110715051 B CN110715051 B CN 110715051B
Authority
CN
China
Prior art keywords
clutch
drive
machine
internal combustion
combustion engine
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.)
Active
Application number
CN201910623682.4A
Other languages
Chinese (zh)
Other versions
CN110715051A (en
Inventor
M.富格尔
J.格伦沃尔德
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.)
Volkswagen AG
Original Assignee
Volkswagen 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 Volkswagen AG filed Critical Volkswagen AG
Publication of CN110715051A publication Critical patent/CN110715051A/en
Application granted granted Critical
Publication of CN110715051B publication Critical patent/CN110715051B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • B60W10/04—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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/46—Signals to a clutch outside the gearbox
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F16H63/502—Signals to an engine or motor for smoothing gear shifts
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • B60K2006/4808—Electric machine connected or connectable to gearbox output 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
    • B60W2710/025—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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • 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
    • B60W2710/0666—Engine 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
    • B60W2710/083—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
    • B60W2710/10—Change speed gearings
    • B60W2710/1011—Input shaft speed, e.g. turbine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30404—Clutch temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30406—Clutch slip
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/30806—Engaged transmission ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3114—Vehicle wheels
    • F16D2500/3117—Vehicle wheel torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5102—Detecting abnormal operation, e.g. unwanted slip or excessive temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5104—Preventing failures
    • F16D2500/5106—Overheat protection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70464—Transmission parameters
    • F16D2500/70488—Selection of the gear ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0462—Smoothing ratio shift by controlling slip rate during gear shift transition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0474—Smoothing ratio shift by smoothing engagement or release of positive clutches; Methods or means for shock free engagement of dog clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F16H2063/504—Signals to an engine or motor for bringing engine into special condition by transmission control, e.g. by changing torque converter characteristic to modify engine set point to higher engine speed for better acceleration performance
    • 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

Abstract

The invention relates to a method for controlling and/or regulating the energy input into a clutch (5, 5a) of a drive train (1, 1a) of a vehicle, in particular of a motor vehicle, wherein the drive train (1, 1a) has at least one first drive machine (3), at least one automatically shiftable transmission (4), at least one clutch (5, 5a) operatively arranged between the first drive machine (3) and the transmission (4), and at least one second drive machine (6), wherein the first drive machine (3) is designed as either an internal combustion engine (3a) or a first electric machine (3b), and the second drive machine (6) is designed as either a second electric machine (6a), and wherein the second drive machine (6) designed as a second electric machine (6a) is operatively connected to and/or arranged on the drive train (1, 5a), 1a) Such that the second electric machine (6a) is applicable and/or adapted to the driving of the vehicle independently of the current state (open or engaged) of the clutch (5, 5 a).

Description

Method for controlling and/or regulating the energy input into a clutch
Technical Field
The invention relates to a method for controlling and/or regulating the energy input into a clutch of a drive train of a vehicle, in particular of a motor vehicle, wherein the drive train has at least one first drive machine, at least one automatically shiftable transmission, at least one clutch operatively arranged between the first drive machine and the transmission, and at least one second drive machine, wherein the first drive machine is designed as either an internal combustion engine or a first electric machine, and the second drive machine is designed as either a second electric machine, and wherein the second drive machine, which is designed as a second electric machine, is operatively connected and/or arranged in the drive train in such a way that the second electric machine is able to be used and/or adapted to the driving of the vehicle independently of the current state of the clutch, i.e. open or engaged.
Background
Vehicles or motor vehicles of today, in particular even hybrid vehicles, have a drive train with a (first) drive machine, with an automatically shiftable transmission and with a clutch effectively arranged between the (first) drive machine and the transmission. In particular, a second drive machine is also provided or present. The first drive machine is in particular designed as an internal combustion engine, wherein the second drive machine is in particular designed as an electric machine. It is also conceivable that both the internal combustion engine and the first electric machine, i.e., both "first drive machines", are associated or present as "first drive machines" and are integrated into the drive train on the drive side of the clutch. The second drive machine is in particular designed as a (second) electric machine (as described above) and is effectively connected to and/or arranged in the drive train in such a way that the (second) electric machine can be used for and/or as a drive of the vehicle independently of the current state (open or engaged) of the clutch. In particular, the second drive machine/second electric machine is arranged on the output side of the transmission, in particular for direct drive of the drive wheels.
In modern vehicles or motor vehicles equipped with a clutch, the torque transmission in the drive train is switched off/interrupted or switched on/effected by means of the clutch. In particular, a transmission gear change in the transmission can be carried out by means of a corresponding clutch or by means of a corresponding control device. Basically, a soft/comfortable starting of the motor vehicle is achieved by controlled mutual pressing of the friction linings of the clutch, i.e. by mutual pressing of the friction linings on the input side and on the output side of the clutch (drive side and driven side of the clutch). The latter applies in particular to so-called "dry clutches".
Long standstill times (in particular more than 6 months) or extreme environmental influences (for example caused by salt and/or corrosion when driving through a water-holding surface) lead to changes in the transmission properties of the friction plates of the clutch. Due to the changing friction characteristics, a comfort limitation must occur when the clutch is put into use again. The latter applies in particular to so-called "dry clutches".
In the prior art, a method has also been implemented in part in practice, in which a normalization of the clutch disks is carried out by supplying energy, in particular by introducing a certain amount of friction work, into the clutch disks of the clutch, in order to establish the original transmission performance again, in particular accordingly. This can be carried out in part substantially in normal driving operation. However, in certain and/or sporadic driving situations, in particular driving situations with a high low load share, the energy input into the clutch can be reduced to the required extent or below the minimum input energy. In this case, in the case of motor vehicles with automatically shiftable transmissions, in particular even with automatic transmissions, the appropriate program is carried out in the drive train when the vehicle is "parked", i.e. when the vehicle is stationary, or by a specific driving operation by an experienced customer service person. Such an embodiment is associated with certain boundary conditions in order to ensure the safety of the vehicle and the environment. The program provides a defined torque (clutch torque) for the clutch to be normalized, by corresponding engagement of the friction linings, in particular when the vehicle is stationary, but the transmission gear is engaged and the machine is running. The input energy or friction work is calculated by the difference in rotational speed between the friction disks or, in other words, by the slip rotational speed between the drive side and the driven side of the clutch and the torque set by the clutch (friction work is slip rotational speed x torque of the clutch, or energy input is friction work x time). According to the procedures known or carried out in practice to date, this introduction of the input energy into the clutch leads to the desired normalization of the friction linings. An advantage of this "normalization process" of the friction linings is that possible comfort losses, as described above, after a long time of parking of the vehicle or after extreme environmental influences are avoided. Without the above-described normalization of the friction linings by the known method, the driving comfort of the vehicle and/or the driving comfort for the driver is correspondingly reduced, in particular a corresponding "jerk" is felt by the driver at certain times, for example during a gear change.
A method for heating the lubricating oil in the lubricating oil circuit of a transmission for a motor vehicle is therefore known from DE 10342893 a1 in the prior art. The transmission has corresponding shifting elements, in particular wet-running plate clutches and/or brakes for shifting gears. In the method proposed here, power losses are generated in the lubricating oil circuit during the heat-engine phase of the transmission, the heat of which is dissipated to the circulating lubricating oil. Preferably, this power loss in the shifting element is generated by an additional friction phase, which is possible during the engine warm-up phase.
Furthermore, a method for clutch control of a wet clutch is known from DE 102005039383 a 1. It is determined whether the viscosity of the clutch fluid exceeds a predetermined threshold value. When the determined viscosity exceeds a predefined threshold value, additional clutch energy is transferred to the clutch fluid and the clutch fluid is heated by the additional energy. When the viscosity of the clutch fluid is then again below the predefined threshold, the clutch/transmission control is returned to normal operation.
The methods known hitherto in the prior art are not optimally designed, although they allow the friction surfaces of the clutches of the drive train to be normalized when the vehicle is parked, but other methods known in the prior art basically control and/or regulate the clutches only rarely with regard to normalizing the friction surfaces of the clutches, but rather achieve a control/regulation with regard to the temperature of the clutch fluid and/or of the transmission lubricating oil.
Disclosure of Invention
The object of the invention is therefore to design and/or improve the method described above such that the energy input into the clutch of the drive train of the vehicle can be controlled and/or regulated flexibly, in particular to enable a low-cost normalization of the friction surfaces of the clutch and/or to enable a comfortable driving state of the vehicle.
The object is achieved by a method for controlling and/or regulating the energy input into a clutch of a drive train of a vehicle, in particular of a motor vehicle, having at least one first drive machine, having at least one automatically shiftable transmission, having at least one clutch operatively arranged between the first drive machine and the transmission, and having at least one second drive machine, wherein the first drive machine is designed as either an internal combustion engine or a first electric machine, and the second drive machine is designed as either a second electric machine, and wherein the second drive machine, which is designed as a second electric machine, is operatively connected to and/or arranged in the drive train in such a way that the second electric machine is able to be and/or is adapted to drive the vehicle independently of the current state of the clutch, i.e. open or engaged, it is provided according to the invention that a defined energy input into the clutch is effected during driving operation of the vehicle, the slip speed of the first drive machine and/or the second drive machine and/or the clutch is controlled and/or a transmission shift determined in the transmission is carried out in such a way that the wheel drive power of the vehicle remains substantially the same.
According to the method according to the invention, a certain energy input into the clutch is now achieved during the driving operation of the vehicle, in particular at a driving speed of more than 0km/h and not when the vehicle is parked, in order to normalize the friction linings of the clutch, in particular of the dry clutch. During driving operation of the vehicle, the slip speed of the first and/or second drive machine and/or the clutch is controlled and/or a defined transmission shift is implemented such that the wheel drive power of the vehicle remains substantially the same. In other words, during driving operation of the vehicle, energy is input into the clutch, in particular to normalize the friction surfaces of the clutch, without the driver of the vehicle perceiving and/or feeling this energy input as a result of an unpleasant driving, since the wheel drive power of the vehicle remains substantially the same and the aforementioned components are controlled or driven accordingly for this purpose. The expression "remain substantially the same" here means in particular that during the input of energy into the clutch, the wheel drive power of the vehicle, which is applied to the driving wheels of the vehicle before a defined input of energy into the clutch is achieved or carried out, is not changed to the driver's perception, in particular within a deviation of +/-20% of the wheel drive power.
In a first preferred embodiment of the method according to the invention, the slip speed of the clutch (compared to the slip speed before the determined energy input into the clutch) is increased by means of a transmission shift, in particular an upshift and a transmission input shaft speed reduced thereby, wherein the torque and the rotational speed of the first drive machine remain substantially or remain unchanged. In order to compensate, the second electric machine is now driven by the engine, in particular by means of an energy store, in order to keep the wheel drive power of the vehicle substantially constant. However, the energy input into the clutch is also increased by the increase in the slip speed and is therefore used for the normalization of the friction linings of the clutch.
In a second, further preferred embodiment of the method according to the invention, the slip rotational speed of the clutch and the rotational speed of the first drive machine and the rotational speed of the transmission input shaft are maintained substantially constant, wherein the torque of the first drive machine is increased (compared to the torque before a defined energy input into the clutch). In order to keep the wheel drive power of the vehicle substantially constant for the driver or to achieve it, the second electric machine is then driven in generator mode to compensate. Even in this case, the energy input into the clutch for the normalization of the friction linings is increased accordingly without a significant change in the gear drive output of the vehicle.
In a further preferred third embodiment of the method according to the invention, the slip rotational speed of the clutch is reduced (compared to the state before a specific energy input into the clutch), wherein the torque of the first drive machine is increased and the rotational speed of the first drive machine is reduced, in particular slightly. In order to compensate for this, the second electric machine is driven in generator mode, in particular in order to keep the wheel drive output of the vehicle substantially constant or in this way to prevent the driver from feeling a reduction in the comfort of driving operation.
Finally, in a fourth further preferred embodiment of the method according to the invention, the slip rotational speed of the clutch and the rotational speed of the first drive machine and the rotational speed of the transmission input shaft are maintained substantially constant, in particular (compared to the state before a defined energy input into the clutch) the slip rotational speed is constant, but the torque of the first drive machine is reduced. In order to compensate, the second electric machine is now driven in the engine mode in order to achieve the above-described effect, i.e. to keep the wheel drive power of the vehicle substantially constant.
It is to be noted here that the expression "substantially" means that on the one hand the wheel drive power of the vehicle remains unchanged or lies within the above-mentioned deviation range, and/or that the respective torque and/or rotational speed, in particular correspondingly, as described in connection with the expression "substantially", is maintained unchanged, and that the respective torque and/or rotational speed, in particular correspondingly, is maintained unchanged, so that the driver is thereby not subjected to a loss of driving comfort, and/or the loss of driving comfort is not substantially perceptible/perceptible to the driver. In particular, the respective deviation range for the respective constant torque and/or rotational speed is within +/-20% compared to the state achieved before the respective specific energy is input into the clutch. Again, reference is made to this in combination with the use of the term "substantially".
The method according to the invention can be used in particular on a drive train of a vehicle, which is preferably designed as a hybrid drive train, or in the case of such a drive train. In this case, such a drive train has a first drive machine, in particular an internal combustion engine, in particular an automatically shiftable transmission, in particular a dual clutch transmission, and a clutch, in particular a dual clutch, which is effectively arranged between the transmission and the first drive machine. In particular, in the context of the internal combustion engine, the first electric machine is also effectively associated and/or arranged on the drive side, in particular with respect to the clutch, wherein the second drive machine is designed as a second electric machine and is effectively arranged on the transmission output side in the region of and/or in the region of, in particular, the wheel drive shaft. It is explicitly pointed out here that the expressions "first drive machine" or "second drive machine" and the expressions "first electric machine" or "second electric machine" are not used in a limiting sense here, but that the expressions "first" and "second" are used only for the sake of clarity of the description and the preferred embodiments. In particular in the case of a drive train, in which the first drive machine is designed as an internal combustion engine and no further "first" electric machine is provided, but only the second drive machine, which is associated with the output side of the clutch, is designed as an electric machine, which is referred to in the description as the "second electric machine", although this does not necessarily mean that the first electric machine (as the first drive machine) must be associated. The use of the expressions "first" and "second" is therefore intended to illustrate or be used in conjunction with the context, or is used appropriately, in particular, with respect to the expressions "first drive machine"/"second drive machine".
Although the method according to the invention can be used, as already mentioned above, in particular in a hybrid drive train, namely for a dual clutch transmission, a dual clutch, a first electric machine arranged upstream of the clutch on the drive side and an internal combustion engine arranged on the drive side, and for a second electric machine (as a second drive machine) arranged on the output side of the clutch (dual clutch), the drive train can also be designed differently, in particular with only the internal combustion engine as the first drive machine or with only the first electric machine and not necessarily with the dual clutch and the dual clutch transmission. The respective application cases are very diverse and can be very different.
As a result, however, the disadvantages described above are avoided and corresponding advantages are achieved.
Drawings
There are currently a number of possible solutions for designing and improving the method according to the invention in an advantageous manner. The preferred embodiments of the invention are further explained below with reference to the drawings and the accompanying description. In the drawings:
figure 1 shows a simplified schematic diagram of a method for controlling and/or regulating the energy input into a clutch of a drive train of a vehicle known hitherto from the prior art,
figure 2 shows a schematic view of a first preferred embodiment of the method according to the invention for upshifting,
figure 3 shows a schematic view of a second preferred embodiment of the method according to the invention for not upshifting,
figure 4 shows a schematic view of a third preferred embodiment of the method according to the invention in particular for avoiding acoustic disadvantages,
figure 5 shows a schematic diagram of a fourth preferred embodiment of the method according to the invention in particular for limiting the clutch temperature,
fig. 6 shows a schematic representation of a drive train of a motor vehicle having the components primarily shown here, for which the method according to the invention can be used in particular.
Detailed Description
Fig. 1 shows firstly the energy E which has hitherto been known from the prior art for controlling and/or regulating the input into a clutch of a drive train of a vehicleClutch deviceA simplified schematic of the process of (a). The time t is schematically shown on the respective x-axis and the wheel drive power R is schematically shown on the respective y-axis (from top to bottom)Driving powerSpeed n of internal combustion engineInternal combustion engineMachine for workingAnd the rotational speed n of the transmission input shaftTransmission input shaftTorque M of internal combustion engineInternal combustion engineAnd energy E input into the clutchClutch device. In fig. 1 to 5, the energy E input into the clutch is shownClutch deviceAt least initially, it is schematically shown that the frictional work K introduced into the clutch with respect to time t is explicitly shown here by means of the y-axisFriction of. The curves shown in fig. 1 to 5 (in the lowermost view) thus result in the energy E input into the clutchClutch deviceAs the area under the respective curve or as the introduced frictional work KFriction ofThe corresponding time integration. For a better understanding of this diagram, the term "E" shown here is based on FIGS. 1 to 5Clutch deviceAnd KFriction ofReference should be made to this relationship.
As is clear from fig. 1, in the prior art, the energy E input into the clutchClutch deviceIs increased or decreased only by the slip speed n of the clutchSlippageIs implemented.
FIG. 1 shows a schematic diagram for controlling and/or regulating the energy E input into a clutchClutch deviceA state of (1), wherein the slip revolution nSlippageRemains unchanged, i.e. is not changed, and the torque M of the internal combustion engine, here the first drive machineInternal combustion engineAnd the rotational speed n of the internal combustion engine or of the first drive machineInternal combustion engineRemain substantially unchanged so that the wheel drive power R of the vehicleDriving powerRemains substantially unchanged and the energy input into the clutch is correspondingly unchanged with respect to time t.
Fig. 1 therefore shows very substantially a method for controlling a clutch, in particular for a drive train without a corresponding (second) electric machine. The slip speed n for increasing and/or decreasing the energy input into the clutch is not explicitly shown in fig. 1SlippageBut is only indicated by arrows in the lowermost diagram of fig. 1. The summary of the present specification is provided here by corresponding customer service systems and/or methods used and known in the prior art, in part, in normal driving operationParts have been briefly described.
The method according to the invention is further explained in particular with reference to fig. 1 and/or in comparison with fig. 1, in particular with reference to fig. 2 to 5.
Fig. 2 to 5 also show the change in time t on the respective x-axis and the wheel drive power R of the vehicle on the respective y-axis (from top to bottom)Driving powerRotational speed n of the first drive machine 3 and of the transmission input shaftInternal combustion engineAnd nEWAnd thus (as a difference) slip speed nSlippageAnd the torque M of the first drive machine 3Internal combustion engineCorresponding control of the second drive machine 6, in particular of the second electric machine 6a, i.e. the torque M of the second electric machine 6aE2And the corresponding friction work KFriction ofOr energy E input into the clutch 5 correspondinglyClutch deviceAnd the corresponding profile for the above section with respect to time t. For better understanding, reference is also made to the terms in the illustrations of fig. 1 to 5, in which the torque M of the first drive machine 3a is shownInternal combustion engineHowever, this torque can also be expressed, in particular in the terms shown in fig. 1 to 5, by the abbreviation "VM" for the torque of the first drive machine 3, which is designed as an internal combustion engine or as an internal combustion engine 3a, and by "GE" for the torque of the transmission input shaft. In the representation of fig. 1 to 5, the torque of the transmission input shaft is slightly, hardly visible at the torque MInternal combustion engineLower, i.e. approximately equal to the torque MInternal combustion engineAre identical and no further individual reference numerals or corresponding reference symbols are provided in fig. 1 to 5. The abbreviation "EM 2" used herein to describe the second electric machine 6a is used in part in fig. 1 to 5. Reference may be made to this.
The method according to the invention is used in particular for a drive train 1, in particular a hybrid drive train, as shown in fig. 6. However, the use of the method according to the invention for further, differently designed drive trains, in particular further hybrid drive trains, of a vehicle is also conceivable or possible.
Before further describing the method according to the invention, a very preferred embodiment of the drive train 1 shown in fig. 6 is further explained, wherein the method according to the invention is particularly preferably used.
Fig. 6 shows a drive train 1, in particular a hybrid drive train 1a, of a vehicle, in particular a motor vehicle, which is only partially schematically shown here and is not fully shown in particular.
Fig. 6 shows a hybrid drive train 1a, which is partially shown here, together with the drive wheels 2 of a motor vehicle, which are not further shown. The hybrid drive train 1a has at least one first drive machine 3, in this case in particular two first drive machines 3, namely an internal combustion engine 3a and a (first) electric machine 3 b. The two first drive machines 3, the internal combustion engine 3a and the first electric machine 3b drive an automatically shiftable transmission 4, in particular a dual clutch transmission 4 a. The transmission 4 is designed in particular as an automatic transmission and/or as an automated transmission. A clutch 5, in particular a dual clutch 5a, is effectively arranged between the first drive machine 3 (internal combustion engine 3a and first electric machine 3b) and the transmission 4. In other words, the two first drive machines 3, i.e. the internal combustion engine 3a and the first electric machine 3b, are arranged on the drive side or effectively in front of the clutch 5. A second drive motor 6 is also provided, which is designed as a second electric motor 6 a. The second drive machine 6, in this case the second electric machine 6a, is in this case operatively connected to and/or arranged on the drive train 1, in particular in the hybrid drive train 1a, such that the second electric machine 6a can be used and/or for driving the vehicle independently of the current state of the clutch 5, i.e. independently of the opening or engagement of the clutch 5.
As shown in fig. 6, the second drive machine 6, in this case the second electric machine 6a, is connected after the clutch 5 on the output side into the drive train 1 or into the hybrid drive train 1a, in particular also arranged on the output side of the transmission 4, in particular to drive the vehicle with the respective drive shaft of the drive wheels 2. Fig. 6 also shows an energy store 7 and further components, in particular also an on-board electrical system 8. In particular, the first and/or second electric machine 3b and 6a is/are driven in an engine-like manner by means of the energy store 7, or the energy of the respective electric machine 3b and/or 6a, which is driven in a generator-like manner, is/are stored in the energy store 7. The control device for controlling the components shown in fig. 6 is not explicitly shown, but is connected to the respective components in terms of control technology via control and/or signal lines.
In general, it is again pointed out here that, as described above, other configurations/possibilities for the configuration of the drive train 1 are also conceivable or feasible, in which the method according to the invention can be used/applied. The expressions "first" and "second" electric machine used here within the context of the description of the method according to the invention are therefore not limitative and correspondingly relate substantially to the expressions "first drive machine" and "second drive machine". For example, a configuration of the drive train is conceivable in which, for example, only one first drive machine is associated with the internal combustion engine, but a second drive machine is also associated, which is designed as an electric machine. In this case, the single electric machine can be referred to as the second electric machine according to the invention, i.e., corresponding to the "second" drive machine, although only one electric machine is associated with the drive train as "second" drive machine/"second" electric machine. For this reason, the description and the claims may be referred to again for the sake of clarity or for the understanding.
Fig. 2 to 5 show a method according to the invention.
First, all fig. 2 to 5 have in common that the wheel drive power R of the vehicleDriving powerRemain substantially the same or remain substantially unchanged. The latter can be the wheel drive power R in the corresponding coordinate system or in the corresponding illustrationDriving powerIs seen by the corresponding constantly extending line.
The method according to the invention is based on the object of providing a wheel drive output R during a driving mode of the vehicleDriving powerRemaining substantially unchanged, in particular for maintaining the driving comfort of the driver, so that a certain energy E input in the clutch 5 is achievedClutch deviceThere is no "jerk" in the drive train 1 during the control of the other components. The expression "substantially" means that the wheel drive power R of the vehicle is compared to the wheel drive power R of the vehicle before the energy is input into the clutchDriving powerInput into the clutch during vehicle travelWheel drive power R during determined/desired energyDriving powerRemain the same, or rather remain the same or fluctuate by up to +/-20%. The term "substantially the same" or "hold/maintain substantially unchanged" used hereinafter in the description is therefore used to indicate that the respective value or the respective slip speed n is controlledSlippageRotational speed n of the first drive machineInternal combustion engineRotational speed n of the input shaft of the transmissionEWAnd/or the torque M of the internal combustion engine 3aInternal combustion engineAnd torque M of the second drive machineE2The driver's perceived comfort is made the same, in particular the driver does not feel and/or does not know the change, which, in the case of the implementation of the method according to the invention, is indeed very confusing also when a specific or desired input is input into the clutch during driving operation of the vehicle, but the expression "substantially" always includes together +/-20% of the respective deviation threshold value of the respective value (compared to the state achieved before the specific energy input into the clutch).
Fig. 2 to 5 show, in part, corresponding/analogous representations to fig. 1, corresponding methods according to the invention or various preferred embodiments in which a certain input of energy E into the clutch 5 is effected during the driving operation of the vehicleClutch deviceOr a determined work of friction KFriction ofAs shown in the lowermost figure. The slip speed n of the first drive machine 3 and/or the second drive machine 6 and/or the clutch is controlled in this caseSlippageIs and/or is shifted in the transmission 4 such that the wheel drive power R of the vehicleDriving powerRemain substantially the same. In fig. 4 to 5, the wheel drive powers R are shown in the uppermost diagram with respect to time tDriving powerThe rotational speed n of the first drive motor 3 is shown in each case in the second diagram from the top with respect to time tInternal combustion engineHere, the rotational speed n of the internal combustion engineInternal combustion engineAnd the rotational speed n of the transmission input shaft of the transmission 4EW. In the further figures, the third figure from the top, the respective torque M of the first drive machine 3, in particular of the internal combustion engine, is shown with respect to time tInternal combustion engineIn particular hereTorque M of internal combustion engineInternal combustion engineAnd the torque M of the second drive machine 6, i.e. of the second electric machine 6aE2. Finally, in the last diagram from the above, the determined or desired frictional work K introduced into the clutch 5 during the driving operation of the vehicle is shown as a function of time tFriction ofOr the input energy E can be shown in an integrated manner over time tClutch device. The clutch 5, in particular the double clutch 5a, is in particular designed as a dry friction clutch.
Fig. 2 shows a first preferred embodiment of the method according to the invention. As shown in fig. 2, slip speed n of clutch 5 is presentSlippageShifting by means of a transmission, in particular upshifting, and the speed n of the transmission input shaft reduced therebyEWAnd rises. For example, as shown in FIG. 2, the transmission 4 is shifted from five to six, and the transmission input shaft speed n of the transmission input shaft of the transmission 4EWAnd thus correspondingly reduced. At the same time, the slip speed n of the clutch 5SlippageAnd thus rises. Torque M of the first drive machine 3Internal combustion engineAnd a rotational speed nInternal combustion engineRemaining substantially unchanged or remaining unchanged, as also shown in fig. 2. Now slip speed nSlippageThe second electric machine 6a is now correspondingly motor-driven for compensation. This is also evident from the torque M of the second electric machine 6a in fig. 2E2Is correspondingly visible here as a continuously rising ramp with respect to the slip or slip speed nSlippageThe slope of (a) extends oppositely. As described above, the wheel drive power R is obtained by such control of the componentsDriving powerRemains substantially the same, but wherein the energy E input into the clutch 5Clutch deviceCorrespondingly higher, especially friction work KFriction ofAlso rises in a ramp-like manner as shown in fig. 2. In this way, the determined energy E input into the clutch 5 is controlled accordingly during the driving operation of the vehicleClutch deviceBy means of the energy E, as described aboveClutch deviceIn this way, the friction surfaces of the clutch 5 can be treated in a normalized manner.
FIG. 3 shows the direction of movement of the vehicle during driving operationEnergy E input in the clutch 5Clutch deviceThe control of (3) does not involve switching to a high gear in the transmission. The slip speed n of the clutch 5 is set hereSlippageAnd the rotational speed n of the first drive motor 3Internal combustion engineAnd the speed n of the input shaft of the transmissionEWRemains substantially unchanged as shown in fig. 3. However, the torque M of the first drive machine 3, in particular of the internal combustion engine, is used hereInternal combustion engineIs increased (compared to the state that was achieved before the determined energy was input into the clutch 5), as can also be seen from fig. 3 compared to fig. 2. In order to make the wheel drive power RDriving powerRemaining substantially the same, the second electric machine 6a is driven generator-wise for compensation purposes, as can also be seen in fig. 3. As can also be seen in FIG. 3, the result is that energy E is thus input into the clutch 5Clutch deviceWithout the driver feeling that the driving comfort is disturbed.
Fig. 4 shows a further preferred embodiment for carrying out the method according to the invention. As can be seen in FIG. 4, the slip speed n of the clutch 5SlippageReduced (compared to the driving situation shown in fig. 1), wherein the rotational speed n of the first drive motor 3 is reducedInternal combustion engineIn particular, it is slightly reduced (compared to the driving situation shown in fig. 1) and the torque M of the first drive machine 3 is reducedInternal combustion engineIs increased (compared to the driving situation shown in fig. 1) in order to determine the input energy EClutch deviceIs introduced into the clutch 5. Also shown in fig. 4, but now for wheel drive power RDriving powerRemaining substantially the same, the second electric machine 6a operates in generator mode, as can be seen in fig. 4 or by means of the negative torque M in this caseE2Shown. Finally, fig. 4 shows the energy E input into the clutch 5 during the driving operation of the vehicleClutch deviceBy means of the energy EClutch deviceThe friction plates of the clutch 5 are normalized. The method shown in fig. 4 is used in particular when improving acoustics.
Fig. 5 finally shows a further, particularly preferred embodiment of the method according to the invention. The slip speed n of the clutch 5 is set hereSlippage(compared to the driving situation before the energy input into the clutch 5) and the rotational speed n of the first drive motor 3Internal combustion engineAnd the speed n of the input shaft of the transmissionEWRemains substantially unchanged as shown in fig. 5 compared to fig. 1. However, the torque M of the first drive machine 3Internal combustion engineThe driving state (compared to the driving state before the determined energy is input into the clutch) is correspondingly reduced. This is correspondingly shown in fig. 5 (compared to fig. 1). Now in order to drive the wheels of the vehicle with power RDriving powerRemaining substantially the same, the compensation is now carried out with a torque M in the form of a motorE2The second motor 6a is driven as shown in fig. 5. This results in a reduced energy E, which is likewise shown in fig. 5, which is input into the clutch 5 during the driving operation of the vehicleClutch device. This state can be used to reduce the energy E input into the clutch 5Clutch deviceIn particular for not exceeding the existing component limit temperature.
As is clear from the drive train 1a shown in fig. 6, which is preferably designed as a hybrid drive train 1a, two first drive machines 3, in particular an internal combustion engine 3a and a first electric machine 3b, are associated here. It is conceivable to provide or to provide only one internal combustion engine or only one first electric machine, in particular on the drive side, effectively before the clutch 5, in the drive train 1. In particular, however, the second drive motor 6, in particular the second electric motor 6a, is effectively arranged or present on the output side and/or is correspondingly effectively arranged downstream of the clutch 5 in the drive train 1. It is again evident from the above description that the expression "second" in the second electric machine 6a is used without limitation, as already mentioned at the outset, so that the first electric machine, here the first electric machine 3b, must be provided anyway. It is therefore conceivable to have a drive train 1 with only one, i.e. one, second electric machine 6 a. The expression "second" electric machine is used here essentially corresponding to the expression "second" drive machine. This is again indicated last.
List of reference numerals:
1 drive train
1a hybrid drive train
2 driving wheel
3 first driver
3a internal combustion engine
3b first electric machine
4 speed variator
4a dual clutch transmission
5 Clutch
5a double clutch
6 second driving machine
6a second electric machine
7 energy storage
8 vehicle electrical system
EClutch deviceEnergy input into the clutch
KFriction ofFriction work of clutch
MInternal combustion engineTorque of the first drive machine
nInternal combustion engineRotational speed of the first drive machine
nEWRotational speed of transmission input shaft
nSlippageSlip rotational speed
RDriving powerWheel drive power
ME2Torque of the second drive machine

Claims (10)

1. Control and/or regulation of energy E input into a clutch (5, 5a) of a drive train (1, 1a) of a vehicleClutch deviceWherein the drive train (1, 1a) has at least one first drive machine (3), at least one automatically shiftable transmission (4), at least one clutch (5, 5a) operatively arranged between the first drive machine (3) and the transmission (4), and at least one second drive machine (6), wherein the first drive machine (3) is designed as an internal combustion engine (3a) or as a first electric machine (3b), and the second drive machine (6) is designed as a second electric machine (6a), and wherein the second drive machine (6) designed as a second electric machine (6a) is operatively connected to and/or arranged in the drive train (1, 1a) such that the second electric machine (6a) is applicable and/or suitable for driving the vehicle independently of the current state, i.e. open or engaged, of the clutch (5, 5a), characterized in that the input determination into the clutch (5, 5a) is effected during the driving operation of the vehicleEnergy E ofClutch deviceWherein the slip speed n of the first drive machine (3) and/or the second drive machine (6) and/or the clutch (5, 5a) is controlledSlippageAnd/or a transmission shift determined in the transmission (4) is carried out in such a way that the wheel drive power R of the vehicle isDriving powerRemains substantially the same, wherein the slip speed n of the clutch (5, 5a)SlippageAnd the rotational speed n of the first drive machine (3)Internal combustion engineAnd the speed n of the input shaft of the transmissionEWRemains substantially unchanged, wherein the torque M of the first drive machine (3)Internal combustion engineIs raised.
2. Method according to claim 1, characterized in that the slip speed n of the clutch (5, 5a)SlippageIs increased by means of a transmission gear shift, wherein the torque M of the first drive machine (3)Internal combustion engineAnd a rotational speed nInternal combustion engineRemain substantially or remain unchanged.
3. A method according to claim 2, characterized in that said second electric machine (6a) is motor driven for effecting the compensation.
4. Method according to claim 1, characterized in that the second electrical machine (6a) is driven generator-wise for achieving the compensation.
5. Method according to claim 1, characterized in that the slip speed n of the clutch (5, 5a) is reducedSlippageWherein the torque M of the first drive machine (3)Internal combustion engineIs increased and the rotational speed n of the first drive machine (3)Internal combustion engineAnd decreases.
6. A method according to claim 5, characterized in that the second electric machine (6a) is driven generator-wise for effecting the compensation.
7. The method of claim 1, whereinCharacterized in that the slip speed n of the clutch (5, 5a)SlippageAnd the rotational speed n of the first drive machine (3)Internal combustion engineAnd the speed n of the input shaft of the transmissionEWRemains substantially unchanged, wherein the torque M of the first drive machine (3)Internal combustion engineIs reduced.
8. Method according to claim 7, characterized in that, for the purpose of balancing, the second electric machine (6a) is motor-driven.
9. Method according to one of claims 1 to 8, characterized in that an internal combustion engine (3a) or a first electric machine (3b) is assigned or present and/or respectively operatively arranged in the drive train on the drive side, effectively before the clutch, and in that the second electric machine (6a) is assigned or present and/or respectively operatively arranged in the drive train (1, 1a) on the driven side, effectively after the clutch (5, 5 a).
10. Method according to claim 2, characterized in that the slip speed n of the clutch (5, 5a)SlippageBy changing up gear and reducing speed n of input shaft of speed changerEWAnd rises.
CN201910623682.4A 2018-07-12 2019-07-11 Method for controlling and/or regulating the energy input into a clutch Active CN110715051B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018211659.8A DE102018211659A1 (en) 2018-07-12 2018-07-12 Method for controlling and / or regulating an energy input into a clutch of a drive train of a vehicle, in particular a motor vehicle
DE102018211659.8 2018-07-12

Publications (2)

Publication Number Publication Date
CN110715051A CN110715051A (en) 2020-01-21
CN110715051B true CN110715051B (en) 2021-07-16

Family

ID=69210119

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201910623682.4A Active CN110715051B (en) 2018-07-12 2019-07-11 Method for controlling and/or regulating the energy input into a clutch

Country Status (2)

Country Link
CN (1) CN110715051B (en)
DE (1) DE102018211659A1 (en)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10342893A1 (en) 2003-09-17 2005-05-25 Zf Friedrichshafen Ag Process to pre-heat automotive gearbox components circulates engine oil to the gearbox during the cold start phase
DE102005039383A1 (en) 2004-09-03 2006-03-09 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method for control of wet clutches in drive train of motor vehicle entails transmitting additional clutch energy to clutch fluid to heat it if viscosity of clutch fluid lies above predetermined threshold
DE102009038553A1 (en) * 2009-02-17 2010-08-19 Volkswagen Ag Drive train i.e. hybrid-drive train such as parallel-hybrid-drive train, operating method for motor vehicle i.e. hybrid vehicle, involves changing partial torque provided for direct drive path to difference torque with reverse sign
JP2012121447A (en) * 2010-12-08 2012-06-28 Toyota Motor Corp Drive system for vehicle
JP6260173B2 (en) * 2013-09-27 2018-01-17 トヨタ自動車株式会社 Vehicle control device
DE102015208849A1 (en) * 2015-05-13 2016-11-17 Schaeffler Technologies AG & Co. KG Method for protecting a clutch of a motor vehicle
DE102015219340A1 (en) * 2015-10-07 2017-04-13 Robert Bosch Gmbh Method and device for operating a drive device, drive device
DE102016204936A1 (en) * 2016-03-24 2017-09-28 Volkswagen Aktiengesellschaft Method for operating a drive device for a hybrid motor vehicle

Also Published As

Publication number Publication date
CN110715051A (en) 2020-01-21
DE102018211659A1 (en) 2020-01-16

Similar Documents

Publication Publication Date Title
EP1939059B1 (en) Mode changeover control device for a hybrid vehicle
US8386106B2 (en) Starting method of a thermal engine of a vehicle with hybrid propulsion
EP3168504B1 (en) Lock-up-clutch control device
US9937925B2 (en) Shift control method for hybrid vehicle with DCT
JP5769025B2 (en) Vehicle line pressure control device
CN107521486B (en) Shift control method for hybrid vehicle
KR20120112697A (en) Control device
JP2005033983A (en) Power transmission system for hybrid electric vehicle
CN103958311A (en) Control device for hybrid vehicle
JP3454172B2 (en) Hybrid vehicle control method
CN107035855B (en) A kind of wet-type dual-clutch main oil pressure control method and system
WO2013022038A1 (en) Control device
CN107304838B (en) Method for operating a drive train of a motor vehicle and drive train module of a motor vehicle
CN110715051B (en) Method for controlling and/or regulating the energy input into a clutch
US10393256B2 (en) Control device for vehicle drive apparatus
CN109070894B (en) Method for operating a drive train of a motor vehicle and drive train module of such a motor vehicle
EP3045779A1 (en) Oil pressure controller for automatic transmission
EP3822517B1 (en) Control system and control method for vehicle
JP5578362B2 (en) Control device
EP2833029A1 (en) Automatic transmission and method for controlling same
JP6222380B2 (en) Familiar control device for vehicle start clutch
WO2014060820A2 (en) Drive control device for vehicles
JP6414499B2 (en) Control device for vehicle drive device
CN110799780B (en) Control device for automatic transmission
WO2023062569A1 (en) Down-shift acceleration overshoot compensation in automotive electronic longitudinal dynamics control of autonomous motor vehicles

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant