DE102013220399A1 - Method for controlling a hybrid powertrain - Google Patents
Method for controlling a hybrid powertrain Download PDFInfo
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- DE102013220399A1 DE102013220399A1 DE102013220399.3A DE102013220399A DE102013220399A1 DE 102013220399 A1 DE102013220399 A1 DE 102013220399A1 DE 102013220399 A DE102013220399 A DE 102013220399A DE 102013220399 A1 DE102013220399 A1 DE 102013220399A1
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- 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
- B60K6/36—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 transmission gearings
- B60K6/365—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 transmission gearings with the gears having orbital motion
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- 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
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- 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
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- 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
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
- B60W10/115—Stepped gearings with planetary gears
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
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- 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
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
- F16H63/3043—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force comprising friction clutches or brakes
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- 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
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; 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 motors or the generators
- B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
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- 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
- B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
- B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0062—Adapting control system settings
- B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
- B60W2050/0083—Setting, resetting, calibration
- B60W2050/0088—Adaptive recalibration
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- 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
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
- F16H2061/064—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means for calibration of pressure levels for friction members, e.g. by monitoring the speed change of transmission shafts
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- 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
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
- F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
- F16H2061/283—Adjustment or calibration of actuator positions, e.g. neutral position
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- 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
- F16H2342/00—Calibrating
- F16H2342/04—Calibrating engagement of friction elements
- F16H2342/042—Point of engagement
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- 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
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Combustion & Propulsion (AREA)
- Chemical & Material Sciences (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Fluid Mechanics (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Braking Arrangements (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Die Erfindung betrifft ein Verfahren zur Steuerung eines hybridischen Antriebsstrangs mit einer Brennkraftmaschine mit einer Kurbelwelle und einer in einer Riemenscheibenebene der Brennkraftmaschine angeordneten und mittels eines schaltbaren Planetengetriebes mit der Kurbelwelle in Wirkeingriff stehenden Elektromaschine, wobei das Planetengetriebe während eines Startvorgangs der Brennkraftmaschine von einem eine zwischen einem Hohlrad des Planetengetriebes und einem drehfest angeordneten Gehäuse angeordnete Bremse betätigenden Aktor über einen Aktorweg auf eine vorgegebene Schließposition gesteuert wird. Um eine Überbelastung des Aktors und der Bremse zu vermeiden, wird die Schließposition mit einem mittels einer aus einer elektrischen Steuergröße des Aktors und einer Verfahrgeschwindigkeit des Aktors ermittelten Gradientenänderung bestimmten Tastpunkt zwischen Hohlrad und Gehäuse verglichen und abhängig von diesem eingestellt.The invention relates to a method for controlling a hybrid drive train with an internal combustion engine having a crankshaft and an electric machine which is arranged in a pulley plane of the internal combustion engine and is operatively engaged with the crankshaft by means of a switchable planetary gear, the planetary gear being switched from one to another during a starting process of the internal combustion engine The ring gear of the planetary gear and a rotatably arranged housing arranged brake actuating actuator is controlled via an actuator path to a predetermined closing position. In order to avoid overloading the actuator and the brake, the closed position is compared with a touch point between the ring gear and the housing, which is determined by means of a gradient change determined by means of an electrical control variable of the actuator and a travel speed of the actuator, and is set as a function thereof.
Description
Die Erfindung betrifft ein Verfahren zur Steuerung eines hybridischen Antriebsstrangs mit einer Brennkraftmaschine mit einer Kurbelwelle und einer in einer Riemenscheibenebene der Brennkraftmaschine angeordneten und mittels eines schaltbaren Planetengetriebes mit der Kurbelwelle in Wirkeingriff stehenden Elektromaschine, wobei das Planetengetriebe während eines Startvorgangs der Brennkraftmaschine von einem eine zwischen einem Hohlrad des Planetengetriebes und einem drehfest angeordneten Gehäuse angeordnete Bremse betätigenden Aktor über einen Aktorweg auf eine vorgegebene Schließposition gesteuert wird.The invention relates to a method for controlling a hybrid powertrain with an internal combustion engine with a crankshaft and arranged in a pulley plane of the internal combustion engine and by means of a switchable planetary gear with the crankshaft in operative engagement electric machine, wherein the planetary gear during a starting operation of the internal combustion engine of a between a Ring gear of the planetary gear and a rotatably arranged housing arranged brake actuating actuator is controlled via a Aktorweg to a predetermined closed position.
Hybridische Antriebsstränge mit einer in die Riemenscheibe einer Brennkraftmaschine eingebundenen Elektromaschine sind beispielsweise aus der
Aufgabe der Erfindung ist daher, ein Verfahren vorzuschlagen, bei dem ein gattungsgemäßer hybridischer Antriebsstrang dauerhaft und ohne Verschleiß der Reibbeläge der Bremse und ohne Überbelastung des Aktors betrieben werden kann. The object of the invention is therefore to propose a method in which a generic hybrid powertrain can be operated permanently and without wear of the friction linings of the brake and without overloading the actuator.
Die Aufgabe wird durch die Merkmale des Anspruchs 1 gelöst. Die diesem untergeordneten Ansprüche geben vorteilhafte Ausführungsformen wieder.The object is solved by the features of
Das vorgeschlagene Verfahren dient der Steuerung eines hybridischen Antriebsstrangs mit einer Brennkraftmaschine mit einer Kurbelwelle und einer in einer Riemenscheibenebene der Brennkraftmaschine angeordneten und mittels eines schaltbaren Planetengetriebes mit der Kurbelwelle in Wirkeingriff stehenden Elektromaschine. Hierbei wird das Planetengetriebe während eines Startvorgangs der Brennkraftmaschine von einem eine zwischen einem Hohlrad des Planetengetriebes und einem drehfest angeordneten Gehäuse angeordnete Bremse betätigenden Aktor über einen Aktorweg reibschlüssig geschaltet. In vorgeschlagener Weise wird der Startvorgang bei bevorzugt geschlossener Bremse durchgeführt. Eine Schließposition der Bremse wird durch Verfahren eines Aktors beziehungsweise einer Aktormechanik entlang eines Aktorwegs eingestellt. Um eine Überlastung des Aktors, der Aktormechanik und der Bremse zu vermeiden, wird die Schließposition mit einem mittels einer aus einer elektrischen Steuergröße des Aktors und einer Verfahrgeschwindigkeit des Aktors ermittelten Gradientenänderung bestimmten Tastpunkt zwischen Hohlrad und Gehäuse verglichen und abhängig von diesem eingestellt. Die Gradientenänderung wird dabei an einem Knickpunkt entlang des Aktorwegs ermittelt, an dem sich eine Lüftwegskraft, die durch einen inneren Widerstand wie Reibung des Aktors und der Aktormechanik sowie der durch diese betätigten Bauteile der Bremse bedingt ist, und die Anpresskraft, die bei Ausbildung eines Reibeingriffs der Bremse infolge der Verspannung der bewegten Bauteile der Bremse gegen das Gehäuse ausgebildet wird, schneiden. Der durch die Lüftwegs- und Anpresskraft gebildete Knickpunkt kann dabei dem Tastpunkt zugeordnet werden. Die Ermittlung kann durch den Schnittpunkt der Tangenten von Lüftwegskraft und Anpresskraft entlang des Axialwegs erfolgen.The proposed method is used to control a hybrid powertrain with an internal combustion engine having a crankshaft and an arranged in a pulley plane of the internal combustion engine and by means of a switchable planetary gear with the crankshaft in operative engagement electric machine. In this case, the planetary gear during a starting operation of the internal combustion engine is frictionally engaged by a one between a ring gear of the planetary gear and a rotatably arranged housing arranged brake actuating actuator via an actuator. In a proposed manner, the starting process is performed at preferably closed brake. A closed position of the brake is set by moving an actuator or an actuator mechanism along an actuator path. In order to avoid an overload of the actuator, the actuator mechanism and the brake, the closing position is compared with a determined by means of a determined from an electrical control variable of the actuator and a travel speed of the actuator gradient between the ring gear and housing and adjusted depending on this. The gradient change is determined at a break point along the Aktorwegs at which a Lüftwegskraft, which is due to an internal resistance such as friction of the actuator and the actuator mechanism and actuated by these components of the brake, and the contact pressure, the formation of a frictional engagement the brake is formed due to the tension of the moving components of the brake against the housing, cut. The break point formed by the Lüftwegs- and contact force can be assigned to the touch point. The determination can be made by the intersection of the tangents of Lüftwegskraft and contact force along the Axialwegs.
Gemäß einer vorteilhaften Ausführungsform des Verfahrens kann der Tastpunkt bei konstanter Verfahrgeschwindigkeit des Aktors und einer Gradientenänderung der elektrischen Steuergröße, beispielsweise einer elektrischen Spannung oder einem elektrischen Strom ermittelt werden. Hierbei kann der Elektromotor des Aktors in an sich üblicher Weise gesteuert werden, um einen Axialweg bis zur Schließposition zurückzulegen, beispielsweise mittels einer Pulsweitenmodulation. Hierbei wird auf eine konstante Verfahrgeschwindigkeit geregelt und die Änderung der elektrischen Steuergröße erfasst. Aus dieser Steuergröße wird die Gradientenänderung am Übergang von der Lüftwegskraft in die Anpresskraft bestimmt und als Tastpunkt festgelegt. Aufgrund der steilen Kennlinie der Anpresskraft über den Aktorweg kann anhand der bestimmten Gradientenänderung ein Knickpunkt in schneller und einfacher Weise ermittelt und als Tastpunkt festgelegt werden. According to an advantageous embodiment of the method, the touch point can be determined at a constant travel speed of the actuator and a gradient change of the electrical control variable, for example, an electrical voltage or an electric current. Here, the electric motor of the actuator can be controlled in a conventional manner to cover an axial path to the closed position, for example by means of a pulse width modulation. This is controlled to a constant travel speed and detects the change in the electrical control variable. From this control variable, the gradient change at the transition from the Lüftwegskraft is determined in the contact pressure and set as the touch point. Due to the steep characteristic curve of the contact force over the Aktorweg can be determined based on the specific gradient change a break point in a quick and easy way and set as the touch point.
In einer alternativen Ausführungsform des Verfahrens kann der Tastpunkt bei konstanter elektrischer Größe und einer Gradientenänderung der Verfahrgeschwindigkeit ermittelt werden. Hierbei wird die elektrische Größe, beispielsweise Strom, Spannung oder Pulsweiten einer Spannung konstant vorgegeben. Aufgrund der unterschiedlichen Last über den Lüftwegbereich und den Betätigungsbereich der Bremse stellen sich über den Weg unterschiedliche Verfahrgeschwindigkeiten ein, die an einem Knickpunkt zwischen Lüftweg und Betätigungsweg der Bremse zu einer Gradientenänderung der Verfahrgeschwindigkeit führen. Der Knickpunkt wird dabei dem Tastpunkt zugeordnet. In an alternative embodiment of the method, the touch point can be determined with a constant electrical variable and a gradient change of the travel speed. Here, the electrical variable, for example, current, voltage or pulse widths of a voltage is set constant. Due to the different load on the Lüftwegbereich and the operating range of the brake set on the way different traversing speeds that lead to a change in gradient of the traversing speed at a break point between Lüftweg and actuation of the brake. The break point is assigned to the touch point.
In vorteilhafter Weise kann bei bekannter mechanischer Steifigkeit zwischen Aktor und Bremse abhängig von dem ermittelten Tastpunkt die Schließposition auf eine maximale Anpresskraft begrenzt werden. Durch die Beziehung der Steifigkeit über den Aktorweg kann beispielsweise anhand einer Kraftkennlinie unabhängig von Änderungen eines Reibwerts der Bremse und Verschleißvorgängen ausgehend vom Tastpunkt eine über den Aktorweg auftretende Anpresskraft ermittelt werden und die Schließposition zur Vermeidung von Überbeanspruchung auf eine maximale Anpresskraft begrenzt werden. Hierbei kann die Schließposition innerhalb der maximalen Anpresskraft auf einen vorgegebenen Schlupf zwischen Hohlrad und Gehäuse eingestellt werden. Hierbei kann der Aktor schlupfgeregelt gesteuert werden. Alternativ kann der Aktor weggesteuert betätigt werden, wobei der entsprechend gesteuerte Aktorweg in Schließposition auf einen gleichen oder kleineren maximalen Aktorweg bei maximaler Anpresskraft gesteuert wird. Hierbei kann der zur Ansteuerung der Schließposition zu steuernde Aktorweg eine vorgegebene, adaptierbare Wegdifferenz zwischen dem Tastpunkt und dem der Schließposition entsprechenden Wegpunkt sein. Advantageously, with known mechanical stiffness between actuator and brake depending on the determined touch point, the closed position can be limited to a maximum contact force. Due to the relationship of the stiffness over the Aktorweg can be determined, for example, based on a force characteristic independent of changes in a coefficient of friction of the brake and wear processes starting from the touch point occurring over the Aktorweg contact force and the closed position to avoid overstressing to a maximum contact force. Here, the closing position can be set within the maximum contact pressure to a predetermined slip between the ring gear and the housing. In this case, the actuator can be controlled slip controlled. Alternatively, the actuator can be actuated remotely controlled, wherein the appropriately controlled Aktorweg is controlled in the closed position to a same or smaller maximum Aktorweg at maximum contact force. In this case, the actuator travel to be controlled for activating the closed position can be a predetermined, adaptable path difference between the touch point and the waypoint corresponding to the closed position.
Weiterhin kann zur Vermeidung eines Einlaufens des Aktors und dessen Aktormechanik an einer über längere Zeit konstanten Schließposition vorgesehen sein, bei vorgegebenem Schlupf unterhalb der Schließposition bei maximaler Anpresskraft zu vorgegebenen, beispielsweise regelmäßig vorgesehenen Zeitpunkten die Schließposition an die Schließposition bei maximaler Anpresskraft einzustellen.Furthermore, in order to avoid an entry of the actuator and its actuator mechanism can be provided at a constant closing position over a longer period, set the closing position to the closed position at maximum contact pressure at a predetermined slip below the closed position at maximum contact force at predetermined, for example regularly scheduled times.
In vorteilhafter Weise kann anhand des Tastpunkts, einer Bremskennlinie der Anpresskraft über den Aktorweg und einem Startmoment der Brennkraftmaschine ein Reibwert eines zwischen Hohlrad und Gehäuse angeordneten Bremsbelags ermittelt werden. Aus diesem Reibwert kann wiederum der zu erwartende Schlupf bei vorgegebenem Aktorweg ermittelt werden, so dass eine Schließposition mit entsprechend ermitteltem Schlupf gezielt und daher schneller angefahren werden kann. Dies kann zu beschleunigten Startzeiten der Brennkraftmaschine führen. Das Startmoment kann anhand des Kennfelds der Brennkraftmaschine, deren Auslegungsparameter, Außen- und/oder Kühlwassertemperatur und/oder dergleichen ermittelt oder modelliert werden. Advantageously, a coefficient of friction of a brake lining arranged between the ring gear and the housing can be determined on the basis of the touch point, a braking characteristic of the contact force via the actuator travel and a starting torque of the internal combustion engine. From this coefficient of friction, in turn, the expected slip can be determined for a given actuator travel, so that a closed position with appropriately determined slip can be approached specifically and therefore more quickly. This can lead to accelerated start times of the internal combustion engine. The starting torque can be determined or modeled based on the map of the internal combustion engine, their design parameters, outdoor and / or cooling water temperature and / or the like.
Des Weiteren kann zur Aktivierung des Reibbelags der Bremse eine auf vorgegebenen Schlupf zwischen Hohlrad und Gehäuse mittels eines vorgegebenen Aktorwegs eingestellte Schließposition zur Erhöhung einer in den Bremsbelag eingetragenen Reibenergie zumindest kurzzeitig mit größerem Schlupf bei vermindertem Aktorweg betrieben werden. Durch den erhöhten Energieeintrag in den Reibbelag kann dabei ein oberflächlich verhärteter Reibbelag wieder aktiviert und damit mit einem höheren Reibwert versehen werden. Hierdurch werden insgesamt das Bremsverhalten der Bremse verbessert und die Anpresskraft vermindert.Furthermore, in order to activate the friction lining of the brake, a closing position set to predetermined slip between the ring gear and the housing by means of a predetermined actuator travel can be operated at least for a short time with greater slip with reduced actuator travel to increase a friction energy introduced into the brake lining. Due to the increased energy input into the friction lining a surface hardened friction lining can be reactivated and thus provided with a higher coefficient of friction. As a result, the overall braking performance of the brake can be improved and the contact pressure reduced.
Die Erfindung wird anhand der in den
Die
Der Elektromotor des Aktors
Die
BezugszeichenlisteLIST OF REFERENCE NUMBERS
- 11
- Antriebsstrang powertrain
- 22
- Brennkraftmaschine Internal combustion engine
- 33
- Elektromaschine electric machine
- 44
- Kurbelwelle crankshaft
- 55
- Rotor rotor
- 66
- Umschlingungsmitteltrieb Umschlingungsmitteltrieb
- 77
- Planetengetriebe planetary gear
- 88th
- Steg web
- 99
- Planetenräder planetary gears
- 1010
- Sonnenrad sun
- 1111
- Riemen belt
- 1212
- Hohlrad ring gear
- 1313
- Aktor actuator
- 1414
- Bremse brake
- 1515
- Gehäuse casing
- 1616
- Diagramm diagram
- II
- Teildiagramm partial diagram
- IIII
- Teildiagramm partial diagram
- IIIIII
- Teildiagramm partial diagram
- FF
- Betätigungskraft operating force
- FA F A
- Anpresskraft contact force
- FL F L
- Lüftwegkraft Lüftwegkraft
- Fmax F max
- maximale Anpresskraft maximum contact force
- vv
- Verfahrgeschwindigkeit traversing
- vL v L
- konstante Verfahrgeschwindigkeit constant travel speed
- vmin min
- minimale Verfahrgeschwindigkeit minimum travel speed
- SS
- Schließposition closed position
- Smax S max
- maximale Schließposition maximum closed position
- UU
- Spannung tension
- UL U L
- konstante Spannung constant tension
- Umax U max
- maximale Spannung maximum voltage
- xx
- Aktorweg actuator travel
- x0 x 0
- Tastpunkt touch point
- xA x A
- Anpressweg pressing path
- xL x L
- Lüftweg Air gap
ZITATE ENTHALTEN IN DER BESCHREIBUNG QUOTES INCLUDE IN THE DESCRIPTION
Diese Liste der vom Anmelder aufgeführten Dokumente wurde automatisiert erzeugt und ist ausschließlich zur besseren Information des Lesers aufgenommen. Die Liste ist nicht Bestandteil der deutschen Patent- bzw. Gebrauchsmusteranmeldung. Das DPMA übernimmt keinerlei Haftung für etwaige Fehler oder Auslassungen.This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
Zitierte PatentliteraturCited patent literature
- DE 102011087697 A1 [0002] DE 102011087697 A1 [0002]
Claims (9)
Priority Applications (1)
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DE102013220399.3A DE102013220399A1 (en) | 2012-11-08 | 2013-10-10 | Method for controlling a hybrid powertrain |
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DE102012220359.1 | 2012-11-08 | ||
DE102012220359 | 2012-11-08 | ||
DE102012223035 | 2012-12-13 | ||
DE102012223035.1 | 2012-12-13 | ||
DE102013220399.3A DE102013220399A1 (en) | 2012-11-08 | 2013-10-10 | Method for controlling a hybrid powertrain |
Publications (1)
Publication Number | Publication Date |
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DE102013220399A1 true DE102013220399A1 (en) | 2014-05-08 |
Family
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DE102013220399.3A Withdrawn DE102013220399A1 (en) | 2012-11-08 | 2013-10-10 | Method for controlling a hybrid powertrain |
DE112013005327.6T Ceased DE112013005327A5 (en) | 2012-11-08 | 2013-10-10 | Method for controlling a hybrid powertrain |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
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DE112013005327.6T Ceased DE112013005327A5 (en) | 2012-11-08 | 2013-10-10 | Method for controlling a hybrid powertrain |
Country Status (3)
Country | Link |
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KR (1) | KR102073316B1 (en) |
DE (2) | DE102013220399A1 (en) |
WO (1) | WO2014071931A1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102015216166A1 (en) | 2015-08-25 | 2017-03-02 | Schaeffler Technologies AG & Co. KG | Method for adapting a touch point of an automated separating clutch in the drive train of a hybrid vehicle |
DE102016203434A1 (en) | 2016-03-02 | 2017-09-07 | Audi Ag | Method for adapting a gripping point of a separating clutch for a vehicle |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102011087697A1 (en) | 2010-12-24 | 2012-06-28 | Schaeffler Technologies Gmbh & Co. Kg | Method for controlling a switchable planetary gear in a pulley plane of a drive train |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19918592B4 (en) | 1999-04-23 | 2013-05-23 | Fev Gmbh | Actuator for positioning an actuating means |
DE10292346D2 (en) * | 2001-05-29 | 2004-04-15 | Luk Lamellen & Kupplungsbau | Method for setting the gripping point of a clutch actuated by a clutch actuator and control system |
JP5984847B2 (en) | 2011-01-20 | 2016-09-06 | シェフラー テクノロジーズ アー・ゲー ウント コー. カー・ゲーSchaeffler Technologies AG & Co. KG | Method for controlling planetary gear in belt drive and belt drive |
-
2013
- 2013-10-10 DE DE102013220399.3A patent/DE102013220399A1/en not_active Withdrawn
- 2013-10-10 KR KR1020157011834A patent/KR102073316B1/en active IP Right Grant
- 2013-10-10 WO PCT/DE2013/200215 patent/WO2014071931A1/en active Application Filing
- 2013-10-10 DE DE112013005327.6T patent/DE112013005327A5/en not_active Ceased
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102011087697A1 (en) | 2010-12-24 | 2012-06-28 | Schaeffler Technologies Gmbh & Co. Kg | Method for controlling a switchable planetary gear in a pulley plane of a drive train |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102015216166A1 (en) | 2015-08-25 | 2017-03-02 | Schaeffler Technologies AG & Co. KG | Method for adapting a touch point of an automated separating clutch in the drive train of a hybrid vehicle |
DE102016203434A1 (en) | 2016-03-02 | 2017-09-07 | Audi Ag | Method for adapting a gripping point of a separating clutch for a vehicle |
WO2017148728A1 (en) | 2016-03-02 | 2017-09-08 | Audi Ag | Method for adapting an engagement point of a vehicle clutch |
CN108779817A (en) * | 2016-03-02 | 2018-11-09 | 奥迪股份公司 | The method that the junction of separation clutch used for vehicles is adapted to |
CN108779817B (en) * | 2016-03-02 | 2020-05-15 | 奥迪股份公司 | Method for adapting the engagement point of a separating clutch of a vehicle |
US11041533B1 (en) | 2016-03-02 | 2021-06-22 | Audi Ag | Method for adapting an engagement point of a vehicle clutch |
DE102016203434B4 (en) | 2016-03-02 | 2022-01-27 | Audi Ag | Method for adapting a gripping point of a separating clutch for a vehicle |
Also Published As
Publication number | Publication date |
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KR102073316B1 (en) | 2020-02-03 |
WO2014071931A1 (en) | 2014-05-15 |
DE112013005327A5 (en) | 2015-11-12 |
KR20150102947A (en) | 2015-09-09 |
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