DE102017129571A1 - Temperature model for hybrid module and method for protecting a hybrid module - Google Patents

Abstract

A temperature model for a hybrid module (5) in a drive train (11) of a motor vehicle (10) and a method for protecting the hybrid module (5) by means of the temperature model of the hybrid module (5) are disclosed. The hybrid module (5) is essentially composed of a dry-running separating clutch (2), a dry-running first partial clutch (21), a dry-running second partial clutch (22) and an electric machine (4). A control unit (12) is provided, in which the temperature model for real-time control of the hybrid module (5) of the motor vehicle (10) is installed.

Description

The present invention relates to temperature model for a hybrid module of a motor vehicle. In particular, the hybrid module comprises an electric machine consisting of a stator and a rotor. The rotor is rotatable about an axis and has at least one rotor carrier, which carries on an outer circumference a plurality of magnetizable elements, which are arranged opposite to the stator. Furthermore, the hybrid module includes a disconnect clutch, which includes a first part clutch and a second part clutch The disconnect clutch, a first part clutch and a second part clutch are automatically and individually controlled.

Furthermore, the invention relates to methods for protecting the hybrid module of a motor vehicle by means of a temperature model. The hybrid module comprises at least one dry-running separating clutch, a dry-running first partial clutch, a dry-running second partial clutch and an electric machine.

The German patent application DE 10 2007 053 706 A1 relates to a method for controlling at least one dual clutch of a motor vehicle with two friction clutches. The friction clutch has clutch plates or a pressure plate and a central plate. A temperature of at least one or more clutch plates is determined. Possible deformations of coupling components due to temperature influences can be better taken into account in the control of the clutch, in particular a dual clutch with two friction clutches, that at least one temperature gradient within the respective clutch plate is determined and based on the determined data and / or a temperature model, a current control characteristic in Dependence of an already stored characteristic curve for controlling the friction clutch is determined.

The German patent application DE 10 2006 013 907 A1 relates to a method and a device for determining the temperature of one or more friction elements of a frictional connection. For this purpose, the current temperature or a change in temperature of the respective friction element or the entire frictional connection is measured directly by means of at least one temperature sensor. For this purpose, suitable measuring signals are generated and supplied to an electronic evaluation and / or display unit.

The German patent application DE 10 2005 061 080 A1 discloses a method and apparatus for detecting damage to a clutch having at least two frictional engagement and torque transmitting components. For this purpose, the slip between the torque-transmitting components and the friction surfaces of the friction-bearing components is first determined. An individual damage value (ESW) is calculated according to a defined function. An ESW value is determined as a single clutch damage when ESW exceeds a predetermined value.

The French patent application FR 2 908 484 A1 discloses a diagnostic method of a dry clutch of a motor vehicle in the operating state. For this purpose, internal temperature gradients of a thermal model of a coupling are calculated. The heating state of the clutch is compared with the calculated gradient.

The international patent application WO 2005/057039 A1 relates to a method for temperature-dependent control of a multi-plate clutch in the drive train of a motor vehicle. The multi-plate clutch comprises an input component, an output component and clutch plates for torque transmission between the two. At a speed difference between the input member and output member results in the disc clutch friction, which has a heating of the clutch plates result. When operating below a defined permanently permissible first temperature, the multi-plate clutch is regulated depending on the traction requirement. When operating between the first temperature and a higher second temperature, the multi-plate clutch is controlled so that the introduced friction power is reduced. When operating above the first temperature, the second temperature is set lower. When the second temperature is exceeded, the multi-plate clutch is controlled so that the clutch-specific temperature decreases.

The German patent application DE 4124722 A1 discloses an apparatus and method for protecting a friction clutch from thermal overload. For this purpose, a temperature-calculating unit and a logic unit are provided, which generates a release signal, by which a valve for the application of the clutch actuator is controlled. The enable signal depends on the comparison with theoretically calculated thresholds.

The European patent application EP 1 630 442 A1 discloses a clutch control device. A target clutch torque is achieved based on a control amount of an actuator. For this purpose, a first detection means for detecting a clutch disc temperature is provided. A second detecting means is for detecting the clutch stroke moved by an operation of the actuator.

The German patent application DE 101 55 459 A1 relates to a motor vehicle with a device and a method for calculating a temperature, in particular for a device for the automated actuation of a clutch or a transmission.

The German patent application DE 101 55 462 A1 relates to a motor vehicle with a device for the automated actuation of a clutch and / or a transmission. When a detected overload of the drive unit, the transmission switches to an operating mode. A load signal is measured with a sensor and made available to an electronic unit. On the basis of the load signal, a temperature or a cumulative load can be determined by integration or summation of the load signal over time. It is particularly expedient if, during a temperature determination, cooling by a cooling function as a function of time is taken into account.

The German patent application DE 197 23 393 A1 relates to a motor vehicle with an automated torque transmission system and / or an automated transmission.

The German patent application DE 10 2004 006 730 A1 relates to methods for implementing at least one protection strategy for the clutch of an automated manual transmission of a vehicle during an activated creep function. Depending on at least one activation criterion, at least one protection strategy for the clutch is performed so that the thermal load on the clutch is reduced.

The German patent application DE 10 2011 085 750 A1 relates to a method for controlling an automated clutch or an automated transmission or drive unit in a vehicle. Protective measures for the clutch and / or for the transmission and / or for a drive unit are provided by the control.

The German patent application DE 10 2015 208 849 A1 discloses a method for protecting a clutch of a motor vehicle, wherein by a slip state of the clutch, an energy input into the clutch. It is to ensure compliance with at least one performance-specific limit value of the clutch, a limited by a maximum value, clutch load indicative characteristic that can be changed during a coupling process, pre-calculated. A driving strategy of the vehicle is adjusted in response to the predicted clutch load indicative characteristic.

The German patent application DE 10 2015 208 854 A1 relates to a method for protecting a clutch of a motor vehicle, in which the motor vehicle is driven by an internal combustion engine. Each time the clutch is actuated, energy is applied to the clutch. A temperature increase of the clutch can be easily determined, wherein a temperature change of the clutch is a characterizing energy input based on a heat capacity of the clutch. Starting from a time of actuation of the clutch, the energy input is predetermined.

As can be seen from the above cited prior art, there are already some printed documents on temperature models of friction clutches. In the application of dry-running clutches these are to be found for single-disc start-up clutches or double clutches. In the area of multi-disc clutches, the temperature models for wet-running multi-plate clutches can be found.

The invention has for its object to provide a temperature model for a hybrid module in the drive train of a motor vehicle, with the protection of all components of a hybrid module from thermal damage and thus an increase in comfort during driving is possible.

This object is achieved by temperature model for a hybrid module in a drive train of a motor vehicle, comprising the features of claim 1.

Another object of the invention is to provide a method with which the protection of a hybrid module is given by means of a temperature model, so that individual components of the hybrid module are preserved from thermal damage while driving.

This object is achieved by a method for protecting a hybrid module in a drive train of a motor vehicle, comprising the features of claim 5.

The temperature model according to the invention for a hybrid module in a drive train of a motor vehicle comprises an electric machine with a stator and a rotor, wherein the rotor rotatable about an axis has at least one rotor carrier. The rotor carrier carries on an outer circumference a plurality of permanent magnets, which are arranged opposite to the stator. Furthermore, the hybrid module comprises a separating clutch and a double clutch, which has a first partial clutch and a second partial clutch. The separating clutch, the first part clutch and the second part clutch are Dry clutches. A control unit is provided, in which the temperature model for real-time control of the components of the hybrid module of the motor vehicle is installed.

With the developed (calculated) temperature model, the thermal budget of a hybrid module can be specifically optimized or adapted to additional requirements. Furthermore, it is advantageous that individual components of the hybrid module can be protected against thermal damage during driving with the temperature model according to the invention. By calculating the developed temperature model in real time in the vehicle software, the separating clutch and the two partial clutches and the electrical machine can be protected against overheating. When critical temperatures (threshold values) are reached, protective measures can be taken.

The temperature model for the hybrid module comprises the dry-running separating clutch, the dry-running first partial clutch, the dry-running second partial clutch, an outer carrier of the rotor of the electric machine, a first residual mass and a second residual mass.

The temperature model combines the dry-running three friction clutches with the support member of the rotor of the electric machine, with a first residual mass (this describes on average the air and component temperature of all not separately considered components near the engine) and with a second residual mass (this describes on average the Air and component temperature of all components not considered separately near the gearbox). The carrier component of the rotor of the electric machine is connected to the electric machine, with the first residual mass and the second residual mass. The friction clutches could be multi-plate clutches, also "normal" single-disc clutches. Although the following description mentions only multi-plate clutches, it should not be construed as limiting the invention. In the event that single-disc clutches are used, it would ultimately mean only that the multi-plate clutches are reduced to two masses. The separating clutch then comprises two steel masses and only one friction plate. The first part clutch comprises two steel masses and only one friction plate. The second part clutch comprises two steel masses and only one friction plate.

The temperature model of the hybrid module further comprises an existing temperature model for the type of electric machine used in the hybrid module.

The calculation of the temperature model should be based on a physical modeling (thermal masses, conductive and convective heat transfer) to be able to map different layout concepts of the clutch, the first part clutch and the second part clutch in the hybrid module.

The method according to the invention has the advantage that it contributes to increasing the thermal robustness of the individual components of the hybrid module in its design. This is done at the workplace through the targeted structural adaptation of the thermal budget of the hybrid module in the sense of concept development. The dry running friction clutches (separating clutch, first partial clutch, second partial clutch) have a maximum tolerable temperature of 350 ° C. In the electric machine, the permanent magnets in the rotor are the critical component, which must not exceed a maximum temperature of 150 ° C. For the conflict of the maximum temperatures, which differ by 200 ° C., the best possible solution can be found with the temperature model of the hybrid module. When driving, the temperature model in the method according to the invention contributes to the protection of the components of the hybrid module.

The method of protecting the hybrid module uses a temperature model tailored to the particular type of hybrid module installed. The hybrid module has at least one dry-running separating clutch, a dry-running first partial clutch, a dry-running second partial clutch and an electric machine. In order to be able to ensure the protection of the hybrid module while driving, a temperature model calculated for a hybrid module is stored in a control unit (in the electronic memory) of a motor vehicle. When driving, the control unit records the engine speed, the speeds of the two transmission input shafts and the engine torque. From this, a differential speed is calculated for the two partial clutches and then the friction line is calculated from the differential speed and the engine torque. The friction loss can also be expressed as a friction load. Thus, with the control unit, the frictional load of the clutch, the first part clutch and the second part clutch can be detected with the control unit. For this purpose, the duration of the load of the separating clutch, the first part clutch and the second part clutch is detected. The control unit controls the individual clutches of the hybrid module, so that it is possible to calculate the temperature of the clutches in a simple manner from the calculated friction power registered in the slats of the clutches. On the basis of the temperature model, the temperature can thus be determined as a function of the time for the separating clutch, the first partial clutch, the second partial clutch and the electric machine. The main focus is on the calculation of the Temperature of the permanent magnets of the rotor. The control unit intervenes in real time in such a way that the separating clutch, the first partial clutch and the second partial clutch are controlled such that the temperature of the separating clutch, the first partial clutch, the second partial clutch or the electric machine are kept below a respective permissible threshold value.

The method according to the invention has the advantage that adaptation of adaptation and compensation strategies during driving operation is possible, which leads to an increase in comfort when driving with the motor vehicle. The coefficient of friction of a dry-running friction clutch depends, among other things, on the temperature. In order to compensate for this effect, which leads to uncomfortable drives and / or circuits when driving, a temperature calculation in the control unit of the motor vehicle in real time is necessary and advantageous.

For the calculation of the temperature model of the complete hybrid module, which consists of the dry-running separating clutch, the dry-running first part clutch, the dry running second part clutch and the electric machine, the conductive and the convective heat conduction according to the arrangement of the clutch, the first part clutch and the second part clutch considered in the hybrid module and the convective heat conduction with the environment. In the temperature model of the hybrid module an existing and dependent on the type of the electric machine temperature model is integrated.

With the temperature model, the temperature of all outer disks and inner disks of the separating clutch, the temperature of all outer disks and inner disks of the first part clutch and the temperature of all outer disks and inner disks of the second part clutch can be calculated while driving. For this purpose, the control unit is used, which has implemented appropriate software. The calculated values are compared with the temperature model stored in the memory of the control unit.

In the calculation of the temperature of the separating clutch, the first partial clutch, the second partial clutch and the rotor of the electric machine, a first residual mass and a second residual mass are included. The inclusion of the first residual mass and the second residual mass makes it possible to selectively optimize a design of the thermal budget of the hybrid module or to adapt it to additional requirements.

The control unit determines when driving from the load of the registered friction power for the clutch, the first part clutch and the second part clutch or for the electric machine, the self-heating of the clutch, the first part clutch and the second part clutch. From the duration of the operation of the electric machine and taking into account the position of the internal combustion engine and the transmission, the temperature is calculated, which prevails in the separating clutch, the first part clutch, the second part clutch and the electric machine (in particular in the permanent magnet). The temperature model of the respective concept of the hybrid module serves for the calculation.

The temperature model for a hybrid module has the advantage that it can contribute to the protection of the individual components of the hybrid module from thermal damage while driving. By calculating the developed temperature model in real time in the vehicle software, the dry running clutches and the electric machine can be protected from overheating. For this purpose, appropriate protective measures are initiated by the control unit at critical temperatures.

Furthermore, the invention offers the advantage that an adaptation of adaptation and compensation strategies while driving contributes to an increase in comfort. The coefficient of friction of a friction clutch depends, among other things, on the temperature. In order to compensate for this effect, which leads to uncomfortable drives and / or circuits during driving, a temperature calculation in a control device in the vehicle in real time is necessary.

The invention provides a possibility of increasing the thermal robustness of the individual components of the hybrid module in its design. This takes place at the workplace (in the design of the hybrid module) through the targeted structural adaptation of the thermal household in the sense of concept development. The dry friction clutches have a maximum tolerable temperature of 350 ° C. In the electric machine, the permanent magnets in the rotor are the critical component, which must not exceed a maximum temperature of 150 ° C. The permissible maximum temperatures (threshold values) differ by 200 ° C., so that the invention provides the best possible solution for this purpose.

Another advantage of the present invention is that a calculation of the thermal budget of the complete hybrid module is possible. As already mentioned, the hybrid module consists of three dry-running clutches and an electric machine. For this purpose, the conductive and convective heat conduction are considered and modeled according to the arrangement of the couplings in the hybrid module. For the calculation of temperatures In the electrical machine, an existing model was used, which can be integrated into the developed temperature model. Here also different models of the electric machine can be integrated.

The temperature model calculates the temperature of each thermal mass in the model. This is the temperature of all steel plates of the separating clutch ( 2 or 3 Plates, depending on the concept), the temperature of all steel plates of the first part coupling ( 2 . 3 or 4 Plates, depending on the concept) and the temperature of all steel plates of the second separating clutch ( 2 . 3 or 4 Plates, depending on the concept). Likewise, the temperature or up to three temperatures of the rotor carrier of the electric machine is calculated. Also, the temperature of the environment near the engine and the environment near the transmission can be calculated. The temperature of the rotor of the electric machine is adopted and displayed. Furthermore, this temperature is needed to describe the thermal interactions between the electric machine and the three clutches.

• 1 einen schematischen Aufbau eines Antriebsstrangs des Standes der Technik mit einem Hybridmodul, das zwischen einem Verbrennungsmotor und einem Getriebe angeordnet ist;
• 2 eine schematische Darstellung einer Ausführungsform des Hybridmoduls, bei dem die Trennkupplung und die beiden Teilkupplungen axial (in Reihe) angeordnet sind;
• 3 eine schematische Darstellung einer Ausführungsform des Hybridmoduls, bei dem die Trennkupplung neben der elektrischen Maschine und die beiden Teilkupplungen axial (in Reihe) angeordnet sind;
• 4 eine schematische Darstellung einer Ausführungsform des Hybridmoduls, bei dem die Trennkupplung von der elektrischen Maschine umgeben ist und die Teilkupplungen neben (rechts) der elektrischen Maschine angeordnet sind;
• 5 eine schematische Darstellung einer Ausführungsform des Hybridmoduls, bei dem die Trennkupplung neben der elektrischen Maschine angeordnet ist und die Teilkupplungen axial (in Reihe) angeordnet und von der elektrischen Maschine umgeben sind;
• 6 eine schematische Darstellung der thermischen Interaktion der Elemente des Hybridmoduls, die zur Berechnung eines Temperaturmodels für das Hybridmodul berücksichtigt werden; und
• 7 eine graphische Darstellung der Temperatur als Funktion der Zeit für die einzelnen Elemente des Hybridmoduls.

In the following, embodiments of the invention and their advantages with reference to the accompanying figures will be explained in more detail. The proportions in the figures do not always correspond to the actual size ratios, as some shapes are simplified and other shapes are shown enlarged in relation to other elements for ease of illustration. Showing:

• 1 a schematic structure of a powertrain of the prior art with a hybrid module, which is arranged between an internal combustion engine and a transmission;
• 2 a schematic representation of an embodiment of the hybrid module, in which the separating clutch and the two partial clutches are arranged axially (in series);
• 3 a schematic representation of an embodiment of the hybrid module, in which the separating clutch in addition to the electric machine and the two part clutches are arranged axially (in series);
• 4 a schematic representation of an embodiment of the hybrid module, in which the separating clutch is surrounded by the electric machine and the part clutches are arranged next to (right) of the electric machine;
• 5 a schematic representation of an embodiment of the hybrid module, in which the separating clutch is arranged adjacent to the electric machine and the partial clutches are arranged axially (in series) and surrounded by the electric machine;
• 6 a schematic representation of the thermal interaction of the elements of the hybrid module, which are taken into account for calculating a temperature model for the hybrid module; and
• 7 a graphical representation of the temperature as a function of time for the individual elements of the hybrid module.

For identical or equivalent elements of the invention, identical reference numerals are used. Furthermore, for the sake of clarity, only reference numerals in the individual figures are shown, which are required for the description of the respective figures.

1 shows a schematic view of a drive train 11 of a motor vehicle 10 , according to the prior art. The internal combustion engine 3 is a hybrid module 5 downstream. The hybrid module 5 includes on the side of the engine 3 a separating clutch 2 , At the one gear 6 assigned side of the hybrid module 5 is a double clutch 1 coming from the first part clutch 21 and the second part clutch 22 exists, provided. The output of the gearbox 6 is in the embodiment shown here with a differential 8th connected to that of the internal combustion engine 3 and / or the electric machine 4 generated torque on the driven wheels 9 of a motor vehicle 10 transfers. The internal combustion engine 3 , the hybrid module 5 , the disconnect clutch 2 and the double clutch 1 (first partial clutch 21 and second part clutch 22 ) are along a drive shaft 7 arranged. A control unit 12 serves to control the components of the motor vehicle 10 and thus also for controlling the hybrid module 5 ,

In the 2 to 5 are different embodiments of a hybrid module 5 disclosed. Each performance form includes a disconnect clutch 2 that with one from a first part clutch 21 and a second part clutch 22 existing double clutch 1 , are linked together. The separating clutch 2 , the first part clutch 21 and the second part clutch 22 are designed as dry-running friction clutches.

2 shows a schematic representation of a configuration of the hybrid module 5 , Here are the disconnect clutch 2 and the partial clutches 21 . 22 in the direction of an axis A (in series) of the hybrid module 5 arranged. The separating clutch 2 and the first part clutch 21 are from the electric machine 4 surround. The second part clutch 22 can still be partly from the electric machine 4 be surrounded. In the electric machine 4 is thus the disconnect clutch 2 , the first part clutch 21 or the second part clutch 22 integrated. The separating clutch 2 can if necessary the internal combustion engine 3 start or this from the drive train 11 separate. The first part clutch 21 is about a first partial transmission shaft 27 a partial transmission (not shown) assigned. The second part clutch 22 is over a second partial transmission shaft 28 also associated with a partial transmission (not shown). The first part clutch 21 and the second part clutch 22 Either only that of the electric machine 4 or that of the electric machine 4 with the internal combustion engine 3 transmitted combined torque. The electric machine 4 consists of a stator 14 and a rotor 15 , The rotor 15 includes a rotor carrier 16 who is an outer wearer 17 for the outer plates 2A . 21A . 22A the separating clutch 2 , the first partial clutch 21 and the second part clutch 22 includes. The separating clutch 2 , the first part clutch 21 and the second part clutch 22 each have an inner support 18 for the inner plates 21 . 21I . 22I the separating clutch 2 , the first partial clutch 21 and the second part clutch 22 on.

A dual mass flywheel 40 is through a wall 50 from the electric machine 4 , the disconnect clutch 2 , the first partial clutch 21 and the second part clutch 22 separated. The dual mass flywheel 40 connects a crankshaft 13 of the internal combustion engine 3 with the drive shaft 20 , An inner carrier 18 the separating clutch 2 is about a connection 25 with the drive shaft 20 connected. An inner carrier 18 the first part clutch 21 is about a connection 25 with a first partial transmission shaft 27 connected. An inner carrier 18 the second part clutch 21 is about a connection 25 with a second partial transmission shaft 28 connected. The following description refers to a dual mass flywheel 40 , However, this should not be construed as limiting the invention. For the invention, it is irrelevant whether it is a dual-mass flywheel 40 or a normal flywheel.

The separating clutch 2 , the first part clutch 21 and the second part clutch 22 are designed as dry clutches.

3 shows a schematic representation of an embodiment of the hybrid module 5 in which the separating clutch 2 next to (left of) the electric machine 4 is arranged. The first part clutch 21 and the second part clutch 22 are consecutively (in series) in the direction of the axis A arranged. The first part clutch 21 and the second part clutch 22 are located below the electric machine 4 , wherein at least the second part clutch 22 completely from the electric machine 4 is enclosed. The rotor carrier 16 of the rotor 14 is an extra component, but with the outer support 17 the first part clutch 21 and the second part clutch 22 is coupled. Between the dual mass flywheel 40 and the hybrid module 5 no further separation is planned.

The dual mass flywheel 40 is with the outer wearer 17 the separating clutch 2 connected. The outer carrier 17 the first part clutch 21 and the second part clutch 22 is also the inner support 18 the separating clutch 2 , The crankshaft 13 is with the dual mass flywheel 40 connected. The first part clutch 21 is over the inner carrier 18 with the first partial transmission shaft 27 connected. The second part clutch 22 is over the inner carrier 18 with the second partial transmission shaft 28 connected.

The construction of the electric machine 4 is for the sake of clarity only in the description 3 mentioned. The electric machine 4 consists of the stator 14 and the rotor 15 , The rotatable rotor has a rotor carrier 16 containing several magnetizable elements 19 (Permanent magnets) bears against the stator 14 are arranged.

4 shows a schematic representation of an embodiment of the hybrid module 5 in which the separating clutch 2 from the electric machine 4 is surrounded. The first part clutch 21 and the second part clutch 22 are next to (to the right of) the electric machine 4 arranged. The outer carrier 17 is shaped so as to be the disconnect clutch 2 , the first partial clutch 21 and the second part clutch 22 is common. The inner carrier 18 the separating clutch 2 is with the drive shaft 20 connected. The inner carrier 18 the first part clutch 21 is with the first partial transmission shaft 27 connected. The inner carrier 18 the second part clutch 22 is with the second partial transmission shaft 28 connected. The dual mass flywheel 40 is through the wall 50 from the electric machine 4 and the disconnect clutch 2 separated. The dual mass flywheel 40 connects the crankshaft 13 of the internal combustion engine 3 with the drive shaft 20 ,

5 shows a schematic representation of a concept of a hybrid module 5 in which the separating clutch 2 next to (left) the electric machine 4 is arranged. The partial clutches 21 . 22 are in the direction of the axis A (arranged in series) and from the electric machine 4 surround. The separating clutch 2 is over the outer girder 17 with the dual mass flywheel 40 coupled. The wall 50 separates the dual mass flywheel 40 and the disconnect clutch 2 from the electric machine 4 , The dual mass flywheel 40 is with the crankshaft 13 coupled and over the inner support 18 the separating clutch 2 with the drive shaft 20 connected. The first part clutch 21 and the second part clutch 22 are from the electric machine 4 surrounded and the outer carrier 17 couples the first part clutch 21 and the second part clutch 22 to the drive shaft 20 , The first part clutch 21 is over the inner carrier 18 with the first partial transmission shaft 27 connected. The second part clutch 22 is over the inner carrier 18 with the second partial transmission shaft 28 connected.

6 shows the structure of the temperature model in a simplified representation. The temperature model links the dry-running separating clutch 2 , the dry-running first partial clutch 21 and the dry running second part clutch 22 (three multi-plate clutches) with an outer support 17 (Carrier component) of the rotor 15 the electric machine 4 with a first residual mass 60 , The first residual mass 60 describes in the temperature model on average the air and component temperature of all components that are not separately taken into consideration and that are located close to the internal combustion engine 3 are located. The temperature model also links the dry-running separating clutch 2 , the dry-running first partial clutch 21 and the dry running second part clutch 22 (three multi-plate clutches) with a second residual mass 70 , The second residual mass 70 describes, on average, the air and component temperature of all non-separately considered components located near the gearbox 6 (please refer 1 ) are located.

The carrier component of the rotor 15 the electric machine 4 is with the first remaining mass 60 and the second residual mass 2 connected. Furthermore, the support member may be divided into three sections, each section of the support member having an outer support 17 the dry-running separating clutch 2 , the dry first clutch 21 and the dry running second part clutch 22 represents. This division is necessary to the different, described in the following 2 to 5 described to be able to map concepts with a temperature model. Furthermore, there is a conductive heat exchange between the parts of the support member.

The dry-running separating clutch 2 , the dry-running first partial clutch 21 and the dry running second part clutch 22 consist of up to four thermal masses. Each thermal mass embodies a steel lamella. The friction plates are not modeled. The calculated based on data from measurements or in the motor vehicle 10 directly from a control unit 12 of the motor vehicle 10 (please refer 1 ) friction energy is uniformly assigned to the friction surfaces. Each steel plate (outer plate 2A . 21A and 22A ) has convective paths 35 in the first residual mass 60 and in the second residual mass 70 and a heat transfer 36 in the outer carrier 17 , which in the first, third and fourth concepts (see 2 . 4 or. 5 ) at the same time the support member for the rotor 15 the electric machine 4 represents.

The first residual mass 60 and the second residual mass 70 take depending on the arrangement of the dry-running separating clutch 2 , the dry first clutch 21 and the dry running second part clutch 22 in the respective in the 2 - 5 disclosed concepts heat from the separating clutch 2 , the first partial clutch 21 and the second part clutch 22 , the carrier component of the rotor 15 , the electric machine 4 and electric machine 4 on. Furthermore, the first residual mass 60 and the second residual mass 70 Heat with the combustion engine 3 , the transmission 6 and the environment.

The temperature model of the electric machine 4 is not part of the invention. That for the electric machine 4 Known temperature model was only in the entire temperature model for the hybrid module 5 involved. The electric machine 4 obtains the heat flow calculated by the developed temperature model 37 from the carrier component (outer carrier 17 ) of the rotor 15 the electric machine 4 and the calculated ambient air temperature from the developed temperature model. Furthermore receives the temperature model of the electric machine 4 the measured or predetermined signals of the temperature of the stator 14 the electric machine 4 , the temperature of the cooling water of the stator 14 the electric machine 4 that from the electric machine 4 requested torque, and the speed of the electric machine 4 , As an output from the integrated temperature model of the electrical machine 4 be the temperature of the rotor 15 the electric machine 4 and possibly the temperature of the magnets 19 of the rotor 15 as well as power dissipated to the ambient air.

With the temperature model according to the invention, the calculation of the thermal budget of the complete hybrid module 5 that the dry running disconnect clutch 2 , the dry-running first partial clutch 21 and the dry running second part clutch 22 and an electric machine 4 includes. For the preparation and calculation of the temperature model, the conductive and the convective heat conduction is taken into account. The conductive and the convective heat conduction is according to the arrangement of the separating clutch 2 , the first partial clutch 21 and the second part clutch 22 according to the concepts in the 2 to 5 modeled. For calculating the temperatures in the electric machine 4 was resorted to an existing model, which was incorporated into the developed temperature model. Here you can also find different models of the electric machine 5 be involved.

With the temperature model, the temperature can be any in the hybrid module 5 be calculated thermal mass. This would be eg the temperature of all outer plates 2A and inner plates 21 (Steel blades) of the separating clutch 2 (depending on the concept this could be 2 or 3 plates). Likewise, this would be the temperature of all outer plates, for example 21A and inner plates 211 (Steel blades) of the first part clutch 21 (Depending on the concept, these can be 3 or 4 plates). Furthermore, this would still eg the temperature of all outer plates 22A and inner plates 221 (Steel plates) of the second part clutch 22 (Depending on the concept, these can be 3 or 4 plates). In addition, there is the temperature of the outer wearer 17 or up to three temperatures of the outer wearer 17 the separating clutch 2 , the first partial clutch 21 and the second part clutch 22 , In addition, also the temperature of the environment near the internal combustion engine 3 and near the gearbox 6 must be taken into account.

7 shows a graphical representation of the temperature of the individual elements of the hybrid module 5 as a function of time. The elements of the hybrid module 5 are the iron parts of the rotor 15 , the magnetic parts (permanent magnets) of the rotor 15 , the disconnect clutch 2 , the first part clutch 21 and the second part clutch 22 , The magnetic parts (permanent magnets) of the rotor 15 are temperature sensitive, giving a first threshold 45 (Limit temperature) must not be exceeded. Exceeding the first threshold 45 would eg damage the electric machine 4 to lead.

Likewise should also a second threshold 47 (Limit temperature) for the separating clutch 2 , the first part clutch 21 and the second part clutch 22 not be exceeded. The separating clutch 2 , the first part clutch 21 and the second part clutch 22 could have different limit temperatures, but they usually have the same temperature limit. The separating clutch 2 , the first part clutch 21 and the second part clutch 22 have the same frictional contact, since they are usually made of the same materials. When using different materials, this could also result in different limit temperatures (threshold values).

The invention has been described in terms of preferred embodiments. However, it will be understood by those skilled in the art that changes and modifications may be made without departing from the scope of the following claims.

LIST OF REFERENCE NUMBERS

1

Double coupling

2

separating clutch

2A

outer disk

21

inner disk

3

internal combustion engine

4

electric machine

5

hybrid module

6

transmission

7

drive shaft

8th

differential

9

wheel

10

motor vehicle

11

powertrain

12

control unit

13

crankshaft

14

stator

15

rotor

16

rotorarm

17

outer carrier

18

inner carrier

19

magnetizable elements

20

drive shaft

21

first part clutch

21A

outer disk

211

inner disk

22

second part clutch

22A

outer disk

221

inner disk

25

connection

27

first partial transmission shaft

28

second partial transmission shaft

35

convective path

36

Heat transfer

37

heat flow

40

Dual mass flywheel / flywheel

45

first threshold

47

second threshold

50

wall

60

residual mass

70

residual mass

A

axis

QUOTES INCLUDE IN THE DESCRIPTION

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.

Cited patent literature

• DE 102007053706 A1 [0003]
• DE 102006013907 A1 [0004]
• DE 102005061080 A1 [0005]
• FR 2908484 A1 [0006]
• WO 2005/057039 A1 [0007]
• DE 4124722 A1 [0008]
• EP 1630442 A1 [0009]
• DE 10155459 A1 [0010]
• DE 10155462 A1 [0011]
• DE 19723393 A1 [0012]
• DE 102004006730 A1 [0013]
• DE 102011085750 A1 [0014]
• DE 102015208849 A1 [0015]
• DE 102015208854 A1 [0016]

Claims (10)

Temperature model for a hybrid module (5) in a drive train (11) of a motor vehicle (10), wherein the hybrid module (5) comprises: • an electric machine (4), comprising a stator (14) and a rotor (15), wherein the rotatable about an axis (A) rotor (15) has at least one rotor carrier (16) carrying a plurality of magnetizable elements (19) which are arranged opposite to the stator (14); • a separating clutch (2); • a dual clutch (1) having a first partial clutch (21) and a second partial clutch (22); characterized in that • the separating clutch (2) and the first partial clutch (21) and the second partial clutch (22) of the double clutch (1) are dry clutches; and • a control unit (12) in which the temperature model for real-time control of the hybrid module (5) of the motor vehicle (10) is installed is provided. Temperature model after Claim 1 in which the temperature model for the hybrid module (5) comprises the dry-running separating clutch (2), the dry-running first partial clutch (21), the dry-running second partial clutch (22), an outer carrier (17) of the rotor (15) of the electric machine (4) , a first residual mass (60) and a second residual mass (70). Temperature model according to one of the preceding claims, wherein the first residual mass (60) in the temperature model on average comprises the air and component temperature of all not separately considered components, which are in the vicinity of an internal combustion engine (3) of the motor vehicle (10) and the second residual mass (70) in the temperature model on average the air and component temperature of all not separately considered components includes, which are in the vicinity of a transmission (6) of the motor vehicle (10). Temperature model according to one of the preceding claims, wherein the temperature model of the hybrid module (5) comprises an existing temperature model for the type of electric machine (4) used in the hybrid module (5). Method for protecting a hybrid module (5) by means of a temperature model of the hybrid module (5), the hybrid module (5) comprising at least one dry-running separating clutch (2), a dry-running first partial clutch (21), a dry-running second partial clutch (22) and an electric machine (4), comprising the following steps: • storing a temperature model calculated for a hybrid module (5) in a control unit (12) for a motor vehicle (10); • Recording of a friction load of the separating clutch (2), the first partial clutch (21) and the second partial clutch (22) with the control unit (12) while driving; Determining the temperature model as a function of time for the separating clutch (2), the first partial clutch (21), the second partial clutch (22) and the electric machine (4); and Real-time engagement with the control unit (12) in such a way that the separating clutch (2), the first partial clutch (21) and the second partial clutch (22) and the electrical machine (4) are controlled to control the temperature of the separating clutch (2) , the first sub-clutch (21), the second sub-clutch (22) or the electric machine (4) below a respective allowable threshold (45) to keep. Method according to Claim 5 , wherein for the calculation of the temperature model of the complete hybrid module (5), consisting of the dry running separating clutch (2), the dry running first part clutch (21), the dry running second part clutch (22) and the electric machine (4), the conductive and the convective heat conduction according to the arrangement of the separating clutch (2), the first partial clutch (21) and the second partial clutch (22) in the hybrid module (5) and the convective heat conduction with the environment are taken into account. Method according to one of Claims 5 to 6 , wherein in the temperature model of the hybrid module (5) an existing and dependent on the type of electric machine (4) temperature model is involved. Method according to one of Claims 5 to 7 , wherein with the temperature model, the temperature of all outer plates (2A) and inner plates (21) of the separating clutch (2), the temperature of all outer plates (21A) and inner plates (211) of the first part clutch (21) and the temperature of all outer plates (22A) and Inner fins (221) of the second sub-clutch (22) is calculated while driving. Method according to one of the preceding Claims 5 to 8th , wherein a first residual mass (60) and a second residual mass (70) in the calculation of Temperature of the separating clutch (2), the first part of the clutch (21), the second part of the clutch (22) and the rotor (15) of the electric machine (4) are included. Method according to one of the preceding Claims 5 to 9 , wherein the control unit (12) while driving from the duration of actuation of the separating clutch (2), the first part clutch (21) and the second part clutch (22) and its coefficient of friction and from the duration of actuation of the electric machine (4) and under Taking into account the position of the internal combustion engine (3) and the transmission (6), the temperature of the separating clutch (2), the first partial clutch (21), the second partial clutch (22) and that of the electric machine (4) is calculated on the basis of the temperature models

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