CN115871635A - Method and control unit for operating a hybrid drive train - Google Patents

Method and control unit for operating a hybrid drive train Download PDF

Info

Publication number
CN115871635A
CN115871635A CN202211086914.5A CN202211086914A CN115871635A CN 115871635 A CN115871635 A CN 115871635A CN 202211086914 A CN202211086914 A CN 202211086914A CN 115871635 A CN115871635 A CN 115871635A
Authority
CN
China
Prior art keywords
transmission
oil
torque converter
combustion engine
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202211086914.5A
Other languages
Chinese (zh)
Inventor
W·吉森基兴
A·郎
A·罗姆
A·施蒂默尔
N·弗莱明
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 CN115871635A publication Critical patent/CN115871635A/en
Pending legal-status Critical Current

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
    • 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
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefore
    • F16H61/0031—Supply of control fluid; Pumps therefore using auxiliary pumps, e.g. pump driven by a different power source than the engine
    • 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
    • B60K6/50—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
    • 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
    • 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
    • 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
    • B60W10/111—Stepped gearings with separate change-speed gear trains arranged in series
    • 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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • 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
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • 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
    • B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling state
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • F16H57/0413—Controlled cooling or heating of lubricant; Temperature control therefor
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • F16H57/0415—Air cooling or ventilation; Heat exchangers; Thermal insulations
    • F16H57/0417—Heat exchangers adapted or integrated in the gearing
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0436—Pumps
    • F16H57/0439—Pumps using multiple pumps with different power sources or a single pump with different power sources, e.g. one and the same pump may selectively be driven by either the engine or an electric 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 ; 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
    • B60K2006/4825—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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/104—Output 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/107—Temperature
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/30—Auxiliary equipments
    • B60W2510/305—Power absorbed by auxiliaries
    • 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
    • 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
    • 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
    • B60W2710/30—Auxiliary equipments
    • B60W2710/305—Auxiliary equipments target power to auxiliaries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The invention relates to a method for operating a hybrid vehicle drive train comprising an internal combustion engine, an electric machine, a transmission and an output. The internal combustion engine can be connected via a shift element to a transmission input shaft, which is coupled to a pump impeller of the torque converter, to a rotor of the electric machine and to a transmission oil pump. The oil volume flow can be conducted via the transmission oil pump via the torque converter and the oil cooler, and the turbine of the torque converter can be connected to the output via a further shift element of the transmission. Where the oil temperature is determined. When the oil temperature is greater than a threshold value and the output speed is zero, the shift element is opened and the operative connection between the internal combustion engine and the transmission input shaft is released. The transmission oil pump is driven by the electric motor when the shift element is open and conducts an oil volume flow through the torque converter and the oil cooler to cool the transmission oil.

Description

Method and control unit for operating a hybrid drive train
Technical Field
The invention relates to a method for operating a hybrid drive train. The invention also relates to a controller for carrying out the method and to a corresponding computer program product.
Background
Hybrid powertrains known in practice generally have an internal combustion engine, an electric machine, a transmission and an output. As a starting element, a hydrodynamic torque converter is usually arranged between the internal combustion engine and a switchable wheel set of the transmission. Furthermore, a torque converter lock-up clutch may be assigned to the torque converter. The torque converter lockup clutch is provided to couple the impeller and the turbine of the torque converter. In the closed state of the torque converter lock-up clutch, a mechanical connection is established between the drive side and the output side of the torque converter by means of the torque converter lock-up clutch. This is the case in operating states of such a vehicle drive train in which the function of a hydrodynamic torque converter is not required, whereby hydraulic losses in the region of the hydrodynamic torque converter are avoided.
Furthermore, the internal combustion engine can be connected via a shift element to a transmission input shaft, which is coupled to a pump impeller of the hydrodynamic torque converter, a rotor of the electric machine and a transmission oil pump. The hybrid vehicle can thus be driven both by the internal combustion engine and by the electric machine, or the torque applied to the output can be supported at least partially in the region of the internal combustion engine and/or in the region of the electric machine. Furthermore, the switching element offers the possibility of decoupling the internal combustion engine from the output and of operating a hybrid vehicle equipped with a hybrid drive train solely by means of the electric machine.
The operative connection between the turbine of the torque converter and the output of the hybrid drive train can be influenced or shifted by means of a further shift element of the transmission. Thus, by engaging and disengaging saidThe further shift element can engage and disengage different gear ratios in the transmission or interrupt the force flow between the turbine and the output in a so-called neutral operating state or neutral operating state of the transmission. Furthermore, it can be provided that the output of the hybrid drive train is passed through an overdetermination (of the transmission)
Figure BDA0003835500950000011
) The simultaneous engagement of a plurality of further shift elements characterizes the overdetermination of the transmission, which is connected in a rotationally fixed manner to the transmission housing and thus to the vehicle body, and the output is held in a rotationally fixed manner.
In a so-called start-up operating state, during which the vehicle is started from a stationary state of the vehicle in the forward driving direction or in the reverse driving direction, the differential rotational speed between the rotational speed of the internal combustion engine and the rotational speed of the output is compensated in the region of the hydraulic torque converter. In this start-up operating state, high power losses occur in the region of the hydraulic torque converter, which lead to an increase in the temperature of the transmission oil.
When the hydrodynamic torque converter is operated, the oil is guided through the torque converter by the transmission oil pump, which is heated in the region of the torque converter. Furthermore, the oil is conducted through an oil cooler in order to limit the temperature of the transmission oil to an allowable operating temperature and to perform cooling in the area of the oil cooler. In particular, the starting process and the additional towing operation (or respectively) on a slope
Figure BDA0003835500950000021
Ramp operation), the operating temperature of the oil in the torque converter may rise to a critical temperature in a short operating time. Since the transmission oil pump is connected to the transmission input shaft and therefore also to the pump impeller of the hydrodynamic torque converter as a function of the drive, the oil quantity delivered by the transmission oil pump is insufficient to regulate the oil temperature in a suitable manner on the basis of a low drive rotational speed of the transmission oil pump.
Hybrid vehicle systems are also known in which the transmission oil pump can additionally be driven by an electric motor. Such motors are designed to have low performance to limit manufacturing costs and installation space requirements. This results in that during the critical operating state curve of the hybrid drive train described in detail above, sufficient cooling power for the transmission oil cannot be achieved even with additional drive by the electric motor.
Disclosure of Invention
Based on the prior art described above, the object of the present invention is to provide a method for operating a vehicle drive train, by means of which the operating temperature of the transmission oil can be limited to permissible values in a simple manner even during unfavorable operating state curves of the hybrid vehicle drive train. Furthermore, a controller designed to carry out the method and a computer program for carrying out the method are to be provided.
From a process-technical point of view, the object is achieved by a process having the features of patent claim 1. The controller and the computer program product are the subject matter of the other independent claims. Advantageous embodiments are the dependent claims and the features specified below.
A method for operating a hybrid vehicle drive train is provided, which comprises an internal combustion engine, an electric machine, a transmission and an output. The internal combustion engine can be connected via a shift element to a transmission input shaft, which is coupled to a pump impeller of the hydrodynamic torque converter, to a rotor of the electric machine and to a transmission oil pump. The oil volume flow can be conducted through the torque converter and the oil cooler by the transmission oil pump. The turbine of the torque converter can be connected to the output via a further shift element of the transmission. The oil temperature is determined during hybrid vehicle powertrain operation.
According to the invention, when the oil temperature is greater than a threshold value and the output speed is zero, the shift element is opened and the operative connection between the internal combustion engine and the transmission input shaft is released. Furthermore, the transmission oil pump is driven by the electric motor operated by the electric motor when the shift element is open, and the transmission oil pump conducts an oil volume flow through the torque converter and the oil cooler for cooling the transmission oil.
With the method according to the invention, the oil temperature can be reduced only by the flexible variable drive of the transmission oil pump by the electric machine when the vehicle is stationary and the internal combustion engine is decoupled at the same time. This is because, when the shift element is in the open state, the internal combustion engine is decoupled or decoupled from the transmission input shaft and the transmission oil pump can be driven independently of the operating state of the internal combustion engine by the electric machine at a speed which is significantly higher than the idle speed of the internal combustion engine, at which the internal combustion engine which is being started is normally operated when the vehicle is stationary.
During operation of the hybrid vehicle drive train according to the invention, the electric machine can be operated in a simple manner at high rotational speeds in order to be able to deliver a maximum cooling oil volume flow via the transmission oil pump through the torque converter and the oil cooler. The high oil volume flow is then guided through the heated torque converter and cools the torque converter.
Furthermore, the method according to the invention can be integrated in a simple manner into the driving strategy of existing hybrid vehicle drive schemes without complicated constructional measures and without the driving comfort being impaired by the method according to the invention. The latter advantage is achieved thereby: the driving of the transmission oil pump by the electric machine while the vehicle is stationary is not perceived by the operator of the hybrid vehicle because the operation of the electric machine is essentially silent.
In one variant of the method according to the invention, the output is held rotationally fixed in the transmission region if the transmission oil pump is driven by the electric machine. The vehicle is then automatically secured against undesired rolling away and the operator of the vehicle, whose hybrid vehicle drive train operates according to the invention, is thereby relieved in a simple manner.
In order to be able to operate the torque converter with the lowest possible differential rotational speed between the pump impeller and the turbine wheel during the cooling of the transmission oil according to the invention, in a further variant of the method according to the invention, the pump impeller is decoupled from the output by correspondingly operating the further shift element, by means of which the transmission is shifted into a so-called neutral operating state.
In one variant of the method according to the invention, if the oil temperature is below a further threshold value which is less than or equal to the threshold value, the drive of the transmission oil pump by the electric machine is terminated, which drive is increased in comparison with the normal operation of the hybrid drive train when the vehicle is stationary.
Furthermore, provision may be made for the increased drive of the transmission oil pump to be terminated if there is a request for a starting process of the hybrid-drive-train-equipped vehicle. The driving operation of such a hybrid vehicle is then not influenced by the method according to the invention.
The switching element can be closed when the internal combustion engine is started and the output speed is zero. The speed of the internal combustion engine which is started then preferably corresponds to the idle speed level. This operating state of the hybrid vehicle drive train exists if the oil temperature is below the threshold value. This method makes it possible for the hybrid vehicle drive train to be operated with a high degree of spontaneity and to fulfill the request for the starting process within a short operating time.
If the motor speed is greater than the idle speed of the internal combustion engine at which the transmission oil pump is driven by the motor when the oil temperature is greater than the threshold value, the cooling oil power provided by the motor-side drive of the transmission oil pump when the vehicle is stationary is greater than the cooling oil power at which the internal combustion engine is started and the switching element is closed. This is particularly advantageous, since the rotational speed of the cranked internal combustion engine can be maintained at the idle speed level, but the cooling power can be increased.
Furthermore, it can be provided that the transmission oil pump can additionally be driven by an electric motor. The transmission oil pump may be driven by the electric motor if the driving rotational speed of the electric motor is greater than the rotational speed of the transmission input shaft.
For this purpose, in an embodiment of the hybrid vehicle drive train which is simple in construction and can be operated with low control and regulation costs, it can be provided that the transmission oil pump is operatively connected both to the electric motor and to the transmission input shaft via a corresponding freewheel device (or freewheel device), which in each case connects the transmission oil pump to the drive source with a higher drive rotational speed.
This makes it possible, on the one hand, in a simple manner to use the drive power of the electric motor only for driving the transmission oil pump and to brake the electric motor without the transmission input shaft. At correspondingly low drive speeds, on the other hand, the electric motor is not additionally driven or dragged by the transmission input shaft rotating at higher speeds.
The invention also relates to a controller for carrying out the method according to the invention. The controller for example comprises means for performing the method according to the invention. These means may be hardware means and software means. The hardware-related means of the controller or control unit are, for example, a data interface in order to exchange data with components of the hybrid vehicle drive train which are involved in carrying out the method according to the invention. Other hardware-related means are, for example, a memory for data storage and a processor for data processing. Furthermore, the software-related means may be program modules for performing the method according to the invention.
In order to carry out the method according to the invention, the controller can be designed with at least one receiving interface, which is designed to receive signals from the signal detector. The signal detector can be configured, for example, as a sensor which detects the measured variables and transmits them to the controller. The signal detector may also be referred to as a signal sensor. Thus, the receiving interface may receive a signal from the signal detector indicating a need to increase the cooling power of the transmission oil. The signal may be generated, for example, by a driving strategy that is activated and executed in a controller region of the hybrid vehicle drive train or in another controller region of the hybrid vehicle drive train.
The controller may also have a data processing unit to evaluate and/or process the received input signal or information of the received input signal.
The controller may also be designed with a transmission interface, which is designed to output a control signal to the actuator. The term "actuator" is understood to mean an actuator that executes commands of the controller. The actuator can be designed, for example, as a solenoid valve.
If during operation of the hybrid vehicle drive train: the temperature of the oil in the transmission exceeds a threshold value, the controller issues a request to increase the cooling power when the vehicle is stationary.
The hybrid vehicle drive train may include an internal combustion engine, an electric machine, a transmission and an output. The internal combustion engine can be connected via a shift element to a transmission input shaft, which is coupled to a pump impeller of the hydrodynamic torque converter, to a rotor of the electric machine and to a transmission oil pump. The oil volume flow can be conducted through the torque converter and the oil cooler by the transmission oil pump. The turbine of the torque converter can be connected to the output via a further shift element of the transmission.
If the oil temperature is greater than a threshold value and the output rotational speed is determined to be zero, the control device opens the shift element and disconnects the operative connection between the internal combustion engine and the transmission input shaft. The transmission oil pump is driven at high rotational speeds by the electric motor when the shift element is open and then conducts a correspondingly high oil volume flow through the torque converter and the oil cooler for cooling the oil.
The above signals are to be considered merely illustrative and not restrictive of the invention. The detected input signal and the outputted control signal may be transmitted to the CAN-BUS through the vehicle BUS. The control device or controller can be designed, for example, as a central electronic controller or as an electronic transmission controller of a hybrid vehicle drive train.
The solution according to the invention can also be embodied as a computer program product which, when run on a processor of the control unit, instructs the processor according to software to carry out the relevant inventive method steps. In this case, the solution of the invention also comprises a computer-readable medium on which the above-mentioned computer program product is retrievably stored.
The invention is not limited to the given combination of features of the independent or dependent claims. Furthermore, there is the possibility of combining the individual features with one another, even if they come from the claims, the following description of the embodiments or directly from the drawings. Reference to the drawings by the use of reference signs in the claims shall not limit the scope of protection of the claims.
Drawings
Preferred developments are given by the dependent claims and the following description. An embodiment of the present invention is explained in detail below with reference to the drawings, but is not limited thereto. The attached drawings are as follows:
fig. 1 shows a highly schematic representation of a hybrid drive train with an internal combustion engine, an electric machine, a hydrodynamic torque converter, a transmission and an output.
Detailed Description
Fig. 1 shows a hybrid vehicle drive train 1, which comprises an internal combustion engine 2, an electric machine 3, a transmission 4 and an output or output shaft 5. The internal combustion engine 2 can now be connected to the transmission input shaft 7 via the friction-locking shift element 6. The transmission input shaft 7 is connected to a pump impeller 8 of a hydrodynamic torque converter 9, which currently forms the starting element of the hybrid vehicle drive train 1. The hydrodynamic torque converter 9 furthermore comprises a turbine wheel 10 which can be coupled to the output 5 via a wheel set 11 of the transmission 4 in a manner known per se. The wheel set 11 has further shift elements 12, which can be engaged or disengaged in the force flow of the hybrid vehicle drive train 1, respectively. By means of the further shift element 12, different gear ratios for forward driving and at least one gear ratio for reverse driving can be formed in the transmission 4.
Furthermore, by appropriate actuation of the further shift element 12, the operative connection between the turbine 10 and the output 5 can be separated in the region of the wheel set 11, and the transmission 4 is then in a so-called neutral operating state. Furthermore, the output 5 can be designed to be rotationally fixed in the region of the transmission 4 by corresponding actuation of the further shift element 12, the transmission 4 then being in a so-called overrun state and the wheel set 11 being locked.
The hydrodynamic torque converter 9 can be supplied with transmission oil by a transmission oil pump 13. The transmission oil supplied to the hydrodynamic torque converter 9 flows through the hydrodynamic torque converter 9 and is subsequently conducted through an oil cooler 14, in the region of which the transmission oil dissipates thermal energy into the environment 15 of the transmission 4. Furthermore, an electric motor 16 is shown in the drawing, which forms an alternative drive for the transmission oil pump 13.
A so-called torque converter lockup clutch can be assigned to the hydrodynamic torque converter 9, by means of which the pump impeller 8 and the turbine impeller 10 can be connected to one another in a rotationally fixed manner in order to avoid hydraulic losses in the region of the hydrodynamic torque converter 9, if it is not necessary to compensate for a rotational speed difference between the transmission input shaft 7 and the output 5 in the region of the torque converter 9.
A vehicle equipped with the hybrid vehicle driveline 1 may be driven by the internal combustion engine 2 alone, by the electric machine 3 alone or by both the electric machine 3 and the internal combustion engine 2. This means that the internal combustion engine 2, the electric machine 3 or the internal combustion engine 2 and the electric machine 3 exert a corresponding drive torque on the output 5. Furthermore, during so-called freewheeling operation of the hybrid vehicle drive train 1, the torque applied at the output 5 can be supported at least partially in the region of the internal combustion engine 2, the electric machine 3 or in the region of the electric machine 3 and the internal combustion engine 2. The electric machine 3 is operated as a generator during freewheeling operation and as a motor during traction operation of the hybrid drive train 1.
Furthermore, in generator mode of the electric machine 3 and with a correspondingly applied drive torque of the internal combustion engine 2 or in freewheeling mode of the hybrid drive train 1, the battery assigned to the electric machine 3 can be charged.
If a vehicle equipped with the hybrid vehicle drive train 1 is on a so-called hill (handle) and there is a corresponding requirement for a starting process in the direction of an uphill slope, the internal combustion engine 2 and the electric machine 3 simultaneously provide a high drive torque in order to correspondingly drive the vehicle up the hill. In this operating state of the hybrid vehicle drive train 1, the shift element 6 is closed and a high power loss occurs in the hydrodynamic torque converter 9, which leads to an increase in the transmission oil temperature in the hydrodynamic torque converter 9. In this operating state of the hybrid drive train 1, the further shift element 12 is engaged and disengaged to form a gear ratio for forward driving or the at least one gear ratio for reverse driving, respectively, and the rotational speed of the output 5 is relatively low.
The transmission oil pump 13 delivers a volumetric flow of oil as a function of the rotational speed of the transmission input shaft 7 or as a function of the drive of the optional electric motor 16. During slow hill starts and, for example, additional towing operations, the operating temperature inside the torque converter 9 rises within a short operating time. Based on the excessively low rotational speed of the transmission input shaft 7 and the insufficient driving of the electric motor 16, the transmission cooling is not yet sufficient to sufficiently lower the transmission oil temperature. Therefore, the operating temperature of the transmission 4 may rise to an inadmissibly high value.
In order to be able to increase the cooling power of the transmission 4 at least temporarily in each case, when the vehicle equipped with the hybrid vehicle drive train 1 is stationary, i.e. when the rotational speed of the output 5 is zero, the shift element 6 is opened and the internal combustion engine 2 is decoupled from the remainder of the hybrid vehicle drive train 1. Subsequently, by driving the electric machine 3 accordingly, the rotational speed of the electric machine 3 and thus of the transmission input shaft 7, which is connected in a rotationally fixed manner to the rotor 3A of the electric machine 3, is increased to a rotational speed level which is higher than the idle rotational speed of the internal combustion engine 2. This causes the transmission oil pump 13 to be driven at a correspondingly high rotational speed and the volumetric oil flow delivered by the transmission oil pump 13 to increase. The heated torque converter 9 is then acted upon by the transmission oil pump 13 during standstill of the vehicle with a preferably maximum cooling oil volume flow and the transmission oil temperature can be lowered in the region of the oil cooler 14 toward the permissible temperature level. The internal combustion engine 2 can be switched off or can also be operated in the start-up state, for example, in order to be able to cool the internal combustion engine 2.
Depending on the respective application, the wheel set 11 can be transferred into its overrun mode, in which the output 5 is held rotationally fixed in the region of the wheel set 11, by appropriate actuation of the further shift element 12. In the region of the hydrodynamic torque converter 9, a rotational speed difference then exists between the pump wheel 8 and the turbine wheel 10, which rotational speed difference corresponds to the driving rotational speed of the electric machine 3.
Conversely, if the output 5 is held rotationally fixed, for example by actuating a service brake of a vehicle equipped with the hybrid vehicle drive train 1, the wheel set 11 can be transferred into the neutral operating state by actuating the further shift element 12 accordingly. Based on the decoupled operating state of the turbine 10, the turbine 10 is then dragged by the pump wheel 8 with almost no power loss and the transmission oil pump 13 can be driven with almost the full drive power of the electric machine 3 in order to reduce the transmission oil temperature to within the desired range.
List of reference numerals
1. Hybrid vehicle powertrain
2. Internal combustion engine
3. Electrical machine
Rotor of 3A motor
4. Speed variator
5. Output terminal
6. Switching element
7. Transmission input shaft
8. Pump impeller of hydraulic torque converter
9. Hydraulic torque converter
10. Turbine of hydraulic torque converter
11. Wheel set
12. Additional shift element of a wheel set
13. Transmission oil pump
14. Oil cooler
15. Environment of transmission
16. Electric motor

Claims (10)

1. Method for operating a hybrid vehicle drive train (1) comprising an internal combustion engine (2), an electric machine (3), a transmission (4) and an output (5), the internal combustion engine (2) being connectable via a shift element (6) to a transmission input shaft (7) which is coupled to a pump wheel (8) of a hydrodynamic torque converter (9), to a rotor (3A) of the electric machine (3) and to a transmission oil pump (13), via which transmission oil pump (13) an oil volumetric flow can be conducted through the torque converter (9) and an oil cooler (14), a turbine (10) of the torque converter (9) being connectable via a further shift element (12) of the transmission (4) to the output (5) and an oil temperature being determined in the transmission (4), characterized in that,
when the oil temperature is greater than a threshold value and the rotational speed of the output (5) is zero, the switching element (6) is opened and the operative connection between the internal combustion engine (2) and the transmission input shaft (7) is disconnected,
the transmission oil pump (13) is driven by the electric machine (3) operated by an electric motor when the switching element (6) is open and conducts a volume flow of oil through the torque converter (9) and the oil cooler (14) for cooling the transmission oil.
2. Method according to claim 1, characterized in that the output (5) is held rotationally fixed in the region of the transmission (4) if the transmission oil pump (13) is driven by the electric machine (3).
3. Method according to claim 1 or 2, characterized in that the drive of the transmission oil pump (13) on the part of the electric machine (3) is terminated if the oil temperature is below a further threshold value which is smaller than or equal to said threshold value.
4. A method according to any one of claims 1-3, characterized in that, if there is a request for a starting process, the drive of the transmission oil pump (13) on the part of the electric machine (3) is terminated.
5. Method according to any of the preceding claims, characterized in that if the oil temperature is below the threshold value, the switching element (6) is closed with the internal combustion engine (2) running and the output (5) speed is zero and the speed of the internal combustion engine (2) corresponds to the idle speed level.
6. Method according to any of the preceding claims, characterized in that the rotational speed of the electric motor (3) is greater than the idle rotational speed of the combustion engine (2), and in that the transmission oil pump (13) is driven by the electric motor (3) at the rotational speed of the electric motor when the oil temperature is greater than the threshold value.
7. Method according to any of the preceding claims, characterized in that the transmission oil pump (13) can additionally also be driven by one electric motor (16), the transmission oil pump (13) being driven by the electric motor (16) if the driving rotational speed of the electric motor (16) is greater than the rotational speed of the transmission input shaft (7).
8. Controller for operating a hybrid vehicle drive train (1) comprising an internal combustion engine (2), an electric machine (3), a transmission (4) and an output (5), the internal combustion engine (2) being connectable via a shift element (6) to a transmission input shaft (7) which is coupled to a pump wheel (8) of a hydrodynamic torque converter (9), to a rotor (3A) of the electric machine (3) and to a transmission oil pump (13), via which transmission oil pump (13) an oil volumetric flow can be conducted through the torque converter (9) and an oil cooler (14), a turbine (10) of the torque converter (9) being connectable via a further shift element (12) of the transmission (4) to the output (5) and an oil temperature in the transmission (4) being determined, characterized in that,
the control device is designed such that, when the oil temperature is greater than a threshold value and the rotational speed of the output (5) is zero, the switching element (6) is opened and the operative connection between the internal combustion engine (2) and the transmission input shaft (7) is released,
the transmission oil pump (13) is driven by the electric machine (3) operated by an electric motor when the switching element (6) is open and conducts a volume flow of oil through the torque converter (9) and the oil cooler (14) for cooling the transmission oil.
9. Controller according to claim 8, characterized in that it performs the method according to any of claims 1 to 7 on the control side.
10. Computer program product with program code means stored on a computer-readable data carrier for performing all the steps of the method according to any one of claims 1 to 7, when the computer program product is executed on a computer or a corresponding computing unit, in particular a controller according to claim 8.
CN202211086914.5A 2021-09-28 2022-09-07 Method and control unit for operating a hybrid drive train Pending CN115871635A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021210850.4 2021-09-28
DE102021210850.4A DE102021210850A1 (en) 2021-09-28 2021-09-28 Method and control unit for operating a hybrid drive train

Publications (1)

Publication Number Publication Date
CN115871635A true CN115871635A (en) 2023-03-31

Family

ID=85477008

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202211086914.5A Pending CN115871635A (en) 2021-09-28 2022-09-07 Method and control unit for operating a hybrid drive train

Country Status (2)

Country Link
CN (1) CN115871635A (en)
DE (1) DE102021210850A1 (en)

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5249976B2 (en) 2010-03-05 2013-07-31 アイシン・エィ・ダブリュ株式会社 Hybrid drive device

Also Published As

Publication number Publication date
DE102021210850A1 (en) 2023-03-30

Similar Documents

Publication Publication Date Title
US6746366B2 (en) Control system and control method for a hybrid electric vehicle powertrain
US9446761B2 (en) Control device
EP1939059B1 (en) Mode changeover control device for a hybrid vehicle
CN101209711B (en) Mode changeover control device for a hybrid vehicle
JP4371381B2 (en) Hybrid drive device and travel control method for hybrid drive device
US9127765B2 (en) Vehicle drive apparatus control apparatus
JP6065812B2 (en) Control device for hybrid vehicle
JP5305115B2 (en) Control device
CN105752074B (en) Torque converter clutch capacity based on regenerative braking request
JP2009074592A (en) Vehicular control device
JP5245560B2 (en) Vehicle drive control device and control method
WO2014091588A1 (en) Control device for hybrid vehicle
JP2009214640A (en) Control device for hybrid car
JP5217396B2 (en) Control device for hybrid vehicle
CN101456346A (en) Method of smoothing non-driver-commanded restarts of a hybrid vehicle
CN114771493A (en) Hybrid vehicle transmission shift control for electric machine thermal management
CN107304838B (en) Method for operating a drive train of a motor vehicle and drive train module of a motor vehicle
JPH10339185A (en) Combined veicle driving apparatus of internal combustion engine and electric motor and control method thereof
CN112572399A (en) Control device and control method for hybrid vehicle
US10124797B2 (en) Method for controlling vehicle in case of oil-pump failure
CN115871635A (en) Method and control unit for operating a hybrid drive train
US10793154B2 (en) Method for operating a drive train of a motor vehicle, and drive train module of a motor vehicle of this type
KR101063218B1 (en) Hydraulic control device and method between oil pump and clutch for hybrid vehicle
CN111547042A (en) Method and control unit for operating a drive train of a motor vehicle
JP2016124522A (en) Hybrid vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication