EP2222527A2 - Method and device for operating a hybrid drive - Google Patents

Method and device for operating a hybrid drive

Info

Publication number
EP2222527A2
EP2222527A2 EP08861639A EP08861639A EP2222527A2 EP 2222527 A2 EP2222527 A2 EP 2222527A2 EP 08861639 A EP08861639 A EP 08861639A EP 08861639 A EP08861639 A EP 08861639A EP 2222527 A2 EP2222527 A2 EP 2222527A2
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
electric machine
starting
switching element
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP08861639A
Other languages
German (de)
French (fr)
Inventor
Johannes Kaltenbach
Stefan Wallner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2222527A2 publication Critical patent/EP2222527A2/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/115—Stepped gearings with planetary gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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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    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/428—Double clutch arrangements; Dual clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0885—Capacitors, e.g. for additional power supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0888—DC/DC converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0896—Inverters for electric machines, e.g. starter-generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0802—Transmission state, e.g. gear ratio or neutral state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/101—Accelerator pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/104—Control of the starter motor torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
    • 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention relates to a method and a device for operating a hybrid vehicle according to the preamble of patent claim 1 and of patent claim 10.
  • Hybrid powertrains are becoming increasingly important in vehicle construction due to their potential for reducing pollutant emissions and energy consumption.
  • Such vehicles have various sources of power, in particular combinations of combustion and electric motors are advantageous because they on the one hand the range and performance advantages of internal combustion engines and on the other hand, the flexible uses of electric machines as a sole or Hilfsanthebs provoke or as a starter generator and generator for power generation and recuperation to be able to use.
  • Hybrid powertrains are demanded by the market, which can be implemented in vehicles as far as possible without additional space requirements, with the least possible complexity and with low cost and design effort.
  • the prime movers are connected in series.
  • the internal combustion engine for example a diesel engine, serves as drive for a generator which feeds an electric machine.
  • the vehicle is driven exclusively by the electric motor.
  • the internal combustion engine is decoupled from the drive wheels and can therefore be operated continuously in a single operating point, ie at a certain torque and constant speed.
  • This drive concept is suitable For example, for buses in urban short-distance traffic, preferably an operating point in which the efficiency of the internal combustion engine is as high as possible and at the same time pollutant emissions, fuel consumption and noise are in a favorable range is set.
  • it is unfavorable for the series hybrid that the efficiency of the drive is limited due to the mechanical-electrical multiple conversion.
  • Parallelhybrid-Anthebstrlinde by parallel with respect to the power flow arrangement of the drive train aggregates in addition to the superposition of drive torques offer the possibility of driving with purely internal combustion engine drive or purely electric motor drive.
  • the internal combustion engine in principle, in the case of the parallel hybrid, can be largely operated at optimum torque by respectively loading or supporting by means of one or more electrical machines, so that the maximum efficiency of the internal combustion engine can be effectively utilized.
  • the support of the internal combustion engine reduces fuel consumption on average.
  • the electric machine can also act as an integrated starter generator (ISG) to start the engine via a clutch. Furthermore, the electric machine is used in generator mode for charging an electrical energy storage and can be used for recuperation.
  • ISG integrated starter generator
  • Parallel hybrid drives are usually designed as one-clutch arrangement (1 K) or two-clutch arrangement (2K). In both arrangements an electric machine with integrated starter generator function (1 K-ISG or 2K-ISG-arrangements) can be integrated.
  • the internal combustion engine can be coupled via a first clutch to an electric machine and via a separate second clutch to a manual transmission. It is also known, as shown for example in DE 10 2004 043 589 A1, that a second electric machine is arranged between the second clutch and the transmission.
  • a second construction example shows the DE 10 2005 051 382 A1.
  • a coupling between the engine and the electric machine is provided.
  • a second separate coupling is eliminated.
  • the clutch can be designed as a frictional or in the simplest case as a particularly cost-effective and space-saving form-fitting separating clutch.
  • an optional second clutch between an electric machine and an output if provided or required in the respective drive concept of, for example, in automatic transmissions already existing, internal transmission clutches and / or switching brakes or an upstream converter lockup clutch be taken over.
  • the drive effect of the electric machine can also be coupled via a planetary gear.
  • EDA rodynamic starting element
  • Such a hybrid system with an EDA is known, for example, in connection with the automated AS Tronic transmission from the applicant's production program and particularly suitable for commercial vehicles in urban distribution traffic with frequent start-up, braking and shunting operations.
  • DE 10 2004 043 589 A1 includes an operating strategy in a parallel hybrid sub-train, for example in connection with the 6-speed automatic trolley 6HP26 known from the applicant's production program, in which a nominal state of charge of an electric vehicle is dependent on a rather sporty or rather economical driving style Energy storage is determined.
  • the drive power is distributed to the hybrid units in accordance with a current drive request of the driver in such a way that this nominal charge state is maintained.
  • a particularly sporty driving requires to keep the energy storage always at full capacity, in order to provide the summed power of the drive units when boosting.
  • a more economical driving style requires that the energy store be frequently emptied in order to effectively utilize the already occurring recuperation energy for filling up the store.
  • WO 2006/1 1 1434 A1 shows a method in which an electric machine and an internal combustion engine together generate a requested setpoint torque, wherein to minimize a respective torque reserve of the internal combustion engine a momentary torque reserve of the electric machine is taken into account.
  • WO 2007/020130 A1 a method for recuperation in a hybrid vehicle is known, wherein the proportion of the electric machine is coordinated in the deceleration with a brake pressure exerted by the driver.
  • DE 10 2005 044 828 A1 describes a method for determining an optimum operating point of a hybrid drive, wherein a drive torque requested by the driver on the one hand and a dynamic behavior of the existing vehicle units, e.g. a so-called turbo lag, on the other hand be taken into account.
  • an optimization algorithm is proposed, in the advance certain maps and current boundary conditions, such as the current accelerator pedal position and the vehicle speed, received, which are then applied to variables such as the torque distribution between the drive units and the transmission ratio.
  • DE 10 2005 044 268 A1 discloses a method in which, in order to increase the efficiency of a hybrid drive, a charge state of an energy store or an energy flow (output energy / electrical energy) in the vehicle is regulated as a function of a cost function for energy consumption or pollutant emission.
  • EP 1 008 484 B1 (DE 699 32 487 T2)
  • a method for controlling and monitoring the state of charge of an energy storage in a hybrid vehicle is described, even in insufficient recuperation in certain driving situations, for example in repeatedly short successive accelerations and decelerations or at a gradient ride, which does not follow immediately following downhill, a sufficient state of charge of the memory is adjusted.
  • US Pat. No. 7,174,980 B2 a method for controlling a hybrid drive is known in which an abrupt drag torque behavior of the internal combustion engine is prevented with the aid of an electric machine and, depending on requirements, a drag torque characteristic of the entire hybrid drive is influenced.
  • DE 10 2005 049 458 A1 proposes a forward-looking strategy in which, with the aid of digital road maps, locating devices and distance-related velocity distributions stored in temporal-spatial traffic patterns, a connection or disconnection of a hybrid aggregate is decided in the respective route section.
  • a method for starting the internal combustion engine from electric drive during a gear change is described in the already mentioned DE 10 2005 051 382 A1.
  • a manual transmission is initially in a neutral position or is switched to neutral.
  • Engine start is initiated from the moment when the transmission is neutral.
  • a previously open clutch is actuated in the closing direction, so that the electric machine has a positive torque on the internal combustion engine in its preferred observed direction of rotation and this is tempered.
  • Due to the neutral position of the transmission the internal combustion engine is decoupled during the starting process from an output shaft of the transmission, whereby additional shock loads are avoided in the circuit.
  • the control of the boot process is relatively simple. The engagement of an intended connection ratio, however, takes place only after the start of the internal combustion engine, so that a time is lost.
  • the internal combustion engine can be started parallel or overlapping to the circuit of transmission members during a gearshift.
  • a start / stop function is described in which the internal combustion engine is switched off and restarted by an electric machine.
  • the internal combustion engine is disconnected from the powertrain by means of a control when predetermined stop conditions occur, for example when slowing down at a traffic light or in a traffic column, and disconnected from the drive train by a clutch on the engine side.
  • the electric machine initially drives the vehicle when the first gear ratio is engaged.
  • the transmission ratio is changed (increased) by means of the control when predetermined operating conditions occur, while at the same time the electric machine is disconnected from the transmission by means of the gethebe characteren coupling and the internal combustion engine side clutch is engaged, so that the internal combustion engine is started via the electric machine.
  • the start of the engine is connected by means of the gethebe characteren coupling with the transmission, so that the internal combustion engine alone or in cooperation with the electric machine drives the vehicle.
  • the re-starting process of the internal combustion engine can be carried out by this starting sequence almost without noticeable to the driver shock load. From DE 199 45 473 A1 a towing start for starting an internal combustion engine in a hybrid vehicle with a change-speed gearbox is known.
  • An electric machine is arranged between an internal combustion engine side friction clutch and the transmission and connectable to the driveline via another clutch-side coupling device, each comprising a clutch on an input shaft and an output shaft. Furthermore, a towing start option is provided.
  • the tow start initially drives the electric machine via the transmission with gear engaged the output shaft and corresponding to the drive wheels of the vehicle.
  • the starting clutch is closed to start the internal combustion engine and thus the internal combustion engine with the electric machine and the output connected.
  • the drag torque of the electric motor on the one hand, and the torque transmitted by the drive wheels and the gearbox to the engine, on the other hand, overcome the drag resistance of the internal combustion engine and start or tow it.
  • the start of the engine takes place comparatively quickly and dynamically without appreciable reduction in drive of the vehicle, which in particular comes to a rather sporty driving style.
  • certain comfort losses must be accepted by perceptible impact loads in the drive train.
  • the starting process of the internal combustion engine in a hybrid vehicle from electric drive usually takes place by means of a start program permanently programmed in a hybrid operating strategy or a selection of a start procedure with undefined conditions.
  • this approach does not always correspond to the respective requirements for comfort on the one hand and dynamic and reliable driving on the other.
  • engine startup may be more likely to support dynamic driveability with full retention of traction, but it is usually clearly noticeable due to impact loads in the drive train.
  • An engine start with reduced traction is rather less perceived and therefore perceived as more comfortable; but it can affect the driving dynamics.
  • loads in the drive train should always be kept as low as possible and be short-lived.
  • the invention has the object to develop a method and apparatus for operating a hybrid vehicle, which ensure efficient and reliable driving especially when starting an internal combustion engine from electric drive, and yet the desire of the driver of such a vehicle for driving comfort on the one hand and driving dynamics on the other hand as far as possible to accommodate.
  • the invention is based on the finding that in a hybrid drive at the start of the internal combustion engine from electromotive drive, with the help of different starting procedures in different driving situations and taking into account the existing powertrain configuration, an efficient as well as reliable driving is made possible in which situationally high driving dynamics and high ride comfort can be provided while largely taking into account driver's wishes.
  • the invention is based on the features of the main claim of a method for operating a hybrid vehicle, with a parallel hybrid driveline, comprising an internal combustion engine, at least one electric machine, at least one switching element, by means of a non-positive connection between the at least one electric machine and the internal combustion engine can be produced, a transmission and an output, wherein the internal combustion engine can be started from an electric driving operation.
  • the invention provides that when a start request for starting the internal combustion engine by means of an evaluation of predetermined selection criteria depending on the current operating situation variably selects a start mode from a group of available start modes and this is initiated.
  • the object underlying the invention is also achieved by a device for carrying out the method.
  • the invention is therefore based on a device for operating a hybrid vehicle, with a parallel hybrid drive train comprising an internal combustion engine, at least one electric machine, at least one switching element, by means of which a frictional connection between the at least one electric machine and the internal combustion engine can be produced a transmission and an output, wherein the internal combustion engine can be started from an electric driving operation.
  • operating state detection means and storage means are provided, which are connected to an operating strategy unit, with the aid of which, in the case of a start request for starting the internal combustion engine from an electric drive, an instantaneous operating situation can be evaluated and depending on the output. tion a starting mode for the start of the engine from a group of stored start modes selectable and this can be introduced.
  • the invention is used as follows: Given is an operating situation of a hybrid vehicle with a parallel hybrid-Avemhebsstrang in which the engine is switched off and decoupled from the drive train and the vehicle is driven by means of the electric machine.
  • the electric machine is connected to the output of the vehicle via the transmission, in which a gear or a gear step is engaged.
  • the vehicle can be at standstill, creep at low speed or in regular driving at any speed.
  • the powertrain may be a 1K ISG assembly having a traction-assisted transmission, such as an automated manual transmission, a 1K ISG assembly with a power shift transmission, such as an automatic transmission or an automatic dual-clutch transmission, or a 2K-ISG assembly in combination with be any gear.
  • a gear or a gear ratio mutatis mutandis a corresponding gear ratio in the transmission range of the transmission understood.
  • the invention proposes, instead of a rigid start step or a selection with undefined conditions to use a suitable engine start mode with concrete conditions for each present driving situation.
  • a start mode on the basis of mode-specific, ie for each individual engine start mode, specified selection criteria.
  • a towing start in which the internal combustion engine is started by closing the at least one switching element, for example a separating clutch between the internal combustion engine and the electric machine, wherein the output is operatively connected to the at least one electric machine during the engine start, is carried out when the rotational speed of the electric machine is above a minimum starting speed and at least one of the selection criteria - high dynamic demand, - high gear, - high vehicle mass, - low electric drive torque reserve is met.
  • the starting torque occurring at the clutch to overcome the drag torque of the internal combustion engine can be compensated by increasing the drive torque of the electric machine.
  • a minimum speed of the electric machine is required as a necessary starting condition for a tow start.
  • a high dynamic demand as a selection criterion ie the desire for a fast engine start with rapid propulsion, can be signaled and recorded, for example, by a corresponding accelerator pedal actuation.
  • a high gear so at least a second, preferably an even higher gear decreases due to a relatively low gear ratio at tow start usually occurring shock loads in the drive train and thus loss of comfort.
  • a relatively high vehicle mass due to the inertia has a favorable effect on the comfort of a tow launch.
  • a tow start is also possible if there is currently no or only a small torque reserve of the electric machine available over a currently requested driving torque. This means that at low torque reserve, the engine starting torque would definitely be fully at the expense of traction. However, during a tow start, torque that is transmitted from the drive wheels back into the drive train to the engine may be used.
  • a pull start in which the internal combustion engine is started by closing the switching element arranged between the at least one electric machine and the internal combustion engine while a second switching element arranged in the power flow between the at least one electric machine and the output is slid, is carried out if such a driven-side controllable switching element is available as a second switching element and at least one of the selection criteria high electrical drive torque reserve or high comfort requirement is met.
  • a train start first located between the electric machine and the output second switching element, for example, an upstream of the transmission additional clutch or a powershift transmission an internal clutch, put in the slip mode, then the internal combustion engine by closing the first switching element, such as a disconnect clutch started, and when the engine starts the said slip again dismantled. Due to the slip operation, the shock loads at the engine start can be reduced, without decoupling it completely from the output. Thus, in this process, as far as a sufficient electrical torque reserve is available, in comparison to a tow start a particularly comfortable engine start and still a relatively high degree of conservation of a drive dynamics are possible.
  • a traction-interrupted engine start in which initially an operative connection between the at least one electric machine and the output is released, then the internal combustion engine is started by closing the at least one switching element, and finally the output is operatively connected to the at least one electric machine and / or the internal combustion engine , is carried out when at least one of the selection criteria - no towing start option, - no possibility of assistance, - low gear ratio is met.
  • This start mode is therefore selected when no towing start is possible, for example because the necessary start speed is not available, and / or when no train start is possible, for example because there is no sufficient reserve of electrical torque or no drive-side shift element is available, and / or if the transmission is in a small gear, especially in 1st gear or another starting gear is, so that a traction interruption in comparison to a tow launch would be a minor disturbance in the driver's sense of comfort.
  • a traction-interrupted engine start is advantageously carried out in a switching operation in a gearbox designed as a transmission in which initially an initial gear stage is designed, then the internal combustion engine is started by closing the at least one switching element, and finally a target gear is engaged, if as a selection criterion a switching request and a start request simultaneously or at least temporally close to each other
  • a zugkrafterhaltender engine start is performed in a switching operation in which parallel to a change between an original gear stage and a target gear stage of the internal combustion engine is started by closing the at least one switching element when a shift request and a start request simultaneously or at least tight in time present together.
  • the respective driving situation is checked according to the invention in a start request and the resulting start mode is output.
  • the resulting start mode is output.
  • dynamic vehicle operating parameters or variables derived therefrom can be, for example, a current driving speed, a driving torque requested by the driver, a current driving speed, tan engaged gear and / or a requested gear, which are evaluated individually or in combination and prioritize one or the other engine start mode depending on the current value.
  • FIG. 1 is a schematic representation of a first hybrid system of a vehicle for carrying out an operating method according to the invention
  • FIG. 2 shows a schematic illustration of a second hybrid system of a vehicle for carrying out an operating method according to the invention.
  • FIG. 1 shows a diagram of a hybrid vehicle drive 1 with a parallel hybrid drive train 2, as may be provided for example for a commercial vehicle (truck, bus, van, special vehicle).
  • the drive train 2 has an internal combustion engine 3, for example a diesel engine, with a crankshaft 24, which can be connected to an electric machine 5 via a switching element 4.
  • the electric machine 5 is coupled via a transmission input 6 with a transmission 7.
  • the transmission 7, an unspecified illustrated power take-off (PTO: Power Take-Off) 8 be arranged downstream.
  • PTO Power Take-Off
  • Via an output 26 and a differential 9 a respectively applied output torque of the hybrid drive 1 can be forwarded to a drive axle 10 and via this to the drive wheels 1 1.
  • the electric machine 5 can be operated as an electric drive unit or as a generator.
  • a converter 12 which can be controlled by a converter control unit 13.
  • the electric machine 5 is connected to an drive energy storage 14, such as a 340V high-voltage battery (supercaps are also possible) connected.
  • the electric machine 5 is powered by the energy storage 14.
  • the electric machine 5 functions as an integrated starter generator (ISG) for starting the internal combustion engine 3.
  • ISG integrated starter generator
  • the high-voltage circuit of the energy accumulator 14 or the control units connected thereto are connected to a vehicle electrical system (24V or 12V) 16 via a bidirectional DC-DC converter (DC / DC) 15 ,
  • the energy store 14 can be monitored and regulated by means of a battery management system (BMS) 17 with respect to its state of charge (SOC).
  • BMS battery management system
  • the DC-DC converter 15 can be controlled via a DC-DC converter control unit 18.
  • a control unit 19 NEN for unspecified Bremsregelungsfunktio-, in particular an anti-lock braking system (ABS) or an electronic brake system (EBS) and another control device 20 for an electronic diesel control (EDC) of the example designed as a diesel engine combustion engine 3 is provided.
  • the individual control units mentioned may also be combined, at least in part, in a control unit.
  • an integrated control device 21 is arranged in which a transmission control unit (TCU: Transmission Control Unit) and a hybrid control unit (HCU: Hybrid Control Unit) for controlling the drive train components are combined.
  • TCU Transmission Control Unit
  • HCU Hybrid Control Unit
  • a central strategy unit 22 is still present, via a data bus 23, such as a CAN bus, with the control device 21 and the relevant control units 13, 17, 18, 19 is connected.
  • the strategy unit 22 also communicates with control state detection and storage means 25 in which various start modes for starting the engine 3 are stored and comparable to current control state data.
  • the operating Condition detection means 25 are suitable sensors for detecting, for example, the rotational speed of the internal combustion engine 3, the transmission input and output shaft speed, the accelerator pedal position, the accelerator pedal actuating speed, the position of a gear selector lever, the engaged gear and the shift position of the shifting elements 4 and 27.
  • the drive train 2 shown in FIG. 1 is designed as a 1 K ISG arrangement, that is equipped with a disconnecting or starting clutch as a switching element 4 for coupling the internal combustion engine 3 in the drive train 2 and for connection to the electric machine 5.
  • the electric machine 5 is connected via the transmission input 6 directly to the transmission 7.
  • An operative connection of the electric machine 5 to the output 26 is realized and controlled via (not explicitly shown) internal gear shift elements depending on the design of this transmission 7.
  • FIG. 2 shows a hybrid drive 1 'with a drive train 2' in a 2K-ISG - arrangement.
  • the electric machine 5 regardless of the design of the transmission 7, completely decoupled from the output 26.
  • the drive train 2 ' corresponds to that of FIG. 1.
  • a method according to the invention which can be carried out particularly effectively with the hybrid drives 1 or 1 ', is based on a control of the drive train 2 or 2' for carrying out various engine starting methods by electric drive by means of the electric machine 5, wherein in each case a start request is via the operating state detection and storage means 25 detects a current driving situation, evaluated by means of stored selection criteria, compared with stored start modes, as a result a start mode selected and the selected start mode of the road Tegietician 22 is supplied to initiate a corresponding startup procedure.
  • start procedures are available:
  • a tow start of the internal combustion engine 3 is started by means of the clutch 4 by closing, the electric machine 5 on the one hand to the engine 3 and on the other hand with the output 26 via the transmission 7, in which a gear is engaged, and the electric machine 5 with a minimum rotational speed (for example, 300 U min "1) is operated.
  • the engaged gear is not the 1st gear or a different starting gear and the driver has requested a high dynamic range over a corresponding deflection of the accelerator pedal.
  • the electric machine 5 is first coupled out either by means of the external switching element 27 or, if such is not present, by means of an internal switching element from the drive train. Subsequently, the internal combustion engine 3 is started by means of the clutch 4. Finally, the connection between the electric machine 5 or of the electric machine 5 and the internal combustion engine 3 is restored together with the output 26.
  • the gear engaged in this case is the 1st gear or another starting gear.
  • the policy unit 22 outputs a switching request and an engine start request in concurrent or temporal succession.
  • the transmission 7 is a traction-interrupting automatic transmission.
  • the currently engaged gear is designed and then the internal combustion engine 3 is started by closing the clutch 4.
  • the desired (and allowed) target gear is then engaged.
  • the strategy unit 22 issues a switching request and an engine start request in concurrent or temporal succession.
  • the transmission 7 is a power shift interrupting switching power shift - automatic transmission.
  • the internal combustion engine 3 is started during the power shift operation via the clutch 4, wherein the switching time and the starting time are preferably coordinated with each other.

Abstract

The invention relates to a method and a device for operating a hybrid vehicle, comprising a parallel hybrid drive train (2, 2') having an internal combustion engine (3), at least one electrical machine (5), at least one shift element (4), by means of which the at least one electrical machine (5) and the internal combustion engine (3) can be frictionally connected, a transmission (7) and a power take-off (26), the internal combustion engine (3) being startable from an electromotive driving operation. The aim of the invention is to allow an efficient and reliable driving operation, especially during starting of an internal combustion engine (3) from an electromotive travel, and to meet the requirements of travel comfort and driving dynamics of a person driving such a vehicle as far as possible. The method according to the invention is characterized by variably selecting, once a start demand for starting the internal combustion (3) is given, a starting mode from a group of available starting modes, using an evaluation of defined selection criteria depending on the current operating situation, and by initiating the respective starting mode. The device for carrying out said method comprises operating state detection and storage means (25) that communicate with a operating strategy unit (22) which is used to evaluate a current operating situation when the starting demand for starting the internal combustion engine (3) from an electromotive driving operation is received, and to select a start mode for starting the internal combustion engine from a group of stored starting modes and to initiate it.

Description

Verfahren und Vorrichtung zum Betrieb eines Hybridfahrzeuqes Method and device for operating a hybrid vehicle
Die Erfindung betrifft ein Verfahren und eine Vorrichtung zum Betrieb eines Hybridfahrzeuges gemäß dem Oberbegriff des Patentanspruchs 1 bzw. des Patentanspruchs 10.The invention relates to a method and a device for operating a hybrid vehicle according to the preamble of patent claim 1 and of patent claim 10.
Hybridabtriebe gewinnen im Fahrzeugbau aufgrund ihres Potenzials zur Verringerung von Schadstoffemissionen und Energieverbrauch zunehmend an Bedeutung. Derartige Fahrzeuge weisen verschiedenartige Antriebsquellen auf, wobei insbesondere Kombinationen von Verbrennungs- und Elektromotoren von Vorteil sind, da sie einerseits die Reichweiten- und Leistungsvorteile von Brennkraftmaschinen und andererseits die flexiblen Einsatzmöglichkeiten der elektrischen Maschinen als alleinige oder Hilfsanthebsquelle oder als Startergenerator sowie Generator zur Stromerzeugung und Rekuperation nutzen können.Hybrid powertrains are becoming increasingly important in vehicle construction due to their potential for reducing pollutant emissions and energy consumption. Such vehicles have various sources of power, in particular combinations of combustion and electric motors are advantageous because they on the one hand the range and performance advantages of internal combustion engines and on the other hand, the flexible uses of electric machines as a sole or Hilfsanthebsquelle or as a starter generator and generator for power generation and recuperation to be able to use.
Vom Markt werden Hybrid-Antriebsstränge gefordert, die möglichst ohne zusätzlichen Bauraumbedarf, bei möglichst geringer Kompliziertheit und bei geringem Kosten- und Konstruktionsaufwand in Fahrzeuge implementiert werden können. Es werden grundsätzlich zwei Hybrid-Topologien, der Serienhybrid und der Parallelhybrid unterschieden. Solche Anordnungen sind bereits bekannt und werden ständig weiterentwickelt.Hybrid powertrains are demanded by the market, which can be implemented in vehicles as far as possible without additional space requirements, with the least possible complexity and with low cost and design effort. There are basically two different hybrid topologies, the series hybrid and the parallel hybrid. Such arrangements are already known and are constantly being developed.
Beim Serienhybrid sind die Antriebsmaschinen hintereinander geschaltet. Dabei dient der Verbrennungsmotor, beispielsweise ein Dieselmotor, als Antrieb für einen Generator, der eine elektrische Maschine speist. Das Fahrzeug wird ausschließlich über den Elektromotor angetrieben. Der Verbrennungsmotor ist von den Antriebsrädern entkoppelt und kann daher ständig in einem einzigen Betriebspunkt, also bei einem bestimmten Drehmoment und konstanter Drehzahl betrieben werden. Dieses Antriebskonzept eignet sich beispielsweise für Busse im städtischen Kurzstreckenverkehr, wobei vorzugsweise ein Betriebspunkt, bei dem der Wirkungsgrad des Verbrennungsmotors möglichst hoch ist und gleichzeitig Schadstoffemissionen, Kraftstoffverbrauch und Geräuschentwicklung in einem günstigen Bereich liegen, eingestellt wird. Ungünstig wirkt sich beim Serienhybrid dagegen aus, dass der Wirkungsgrad des Antriebs aufgrund der mechanisch-elektrischen Mehrfachumwandlung eingeschränkt ist.In the series hybrid, the prime movers are connected in series. In this case, the internal combustion engine, for example a diesel engine, serves as drive for a generator which feeds an electric machine. The vehicle is driven exclusively by the electric motor. The internal combustion engine is decoupled from the drive wheels and can therefore be operated continuously in a single operating point, ie at a certain torque and constant speed. This drive concept is suitable For example, for buses in urban short-distance traffic, preferably an operating point in which the efficiency of the internal combustion engine is as high as possible and at the same time pollutant emissions, fuel consumption and noise are in a favorable range is set. On the other hand, it is unfavorable for the series hybrid that the efficiency of the drive is limited due to the mechanical-electrical multiple conversion.
Demgegenüber bieten Parallelhybrid-Anthebstränge durch eine bezüglich des Kraftflusses parallele Anordnung der Triebstrangaggregate neben der Überlagerung der Antriebsmomente die Möglichkeit der Ansteuerung mit rein verbrennungsmotorischem Antrieb oder rein elektromotorischem Antrieb. Grundsätzlich kann beim Parallelhybrid der Verbrennungsmotor durch jeweiliges Belasten bzw. Unterstützen mittels einer oder mehrerer elektrischer Maschinen weitgehend bei optimalem Drehmoment betrieben werden, so dass der maximale Wirkungsgrad des Verbrennungsmotors effektiv genutzt werden kann. Durch die Unterstützung des Verbrennungsmotors verringert sich im Mittel der Kraftstoffverbrauch. Da bei kurzzeitigen erhöhten Leistungsanforderungen im sogenannten Boostbetheb, beispielsweise bei Überholvorgängen, eine Summierung der Antriebsleistung möglich ist, kann der Verbrennungsmotor nahezu ohne Einbußen an Leistung und Fahrkomfort des Fahrzeuges vergleichsweise kleiner, und gewichts- und bauraumsparender ausgelegt werden, was sich zusätzlich emissionsverringernd und kostengünstig auswirkt. Die elektrische Maschine kann zudem als integrierter Startergenerator (ISG) zum Start des Verbrennungsmotors über eine Kupplung fungieren. Weiterhin dient die elektrische Maschine im generatorischen Betrieb zum Laden eines elektrischen Energiespeichers und kann zur Rekuperation eingesetzt werden. Als Getriebe zur Variation der Übersetzung des Antriebes der angetriebenen Achsen kommen grundsätzlich alle Formen von Fahrzeuggetrieben in Betracht. Parallelhybridantriebe sind in der Regel als Ein-Kupplungsanordnung (1 K) oder Zwei-Kupplungsanordnung (2K) ausgebildet. Bei beiden Anordnungen kann eine elektrische Maschine mit integrierter Startergenerator - Funktion (1 K-ISG bzw. 2K-ISG - Anordnungen) integriert sein.In contrast, Parallelhybrid-Anthebstränge by parallel with respect to the power flow arrangement of the drive train aggregates in addition to the superposition of drive torques offer the possibility of driving with purely internal combustion engine drive or purely electric motor drive. In principle, in the case of the parallel hybrid, the internal combustion engine can be largely operated at optimum torque by respectively loading or supporting by means of one or more electrical machines, so that the maximum efficiency of the internal combustion engine can be effectively utilized. The support of the internal combustion engine reduces fuel consumption on average. Since at short-term increased power requirements in the so-called Boostbetheb, for example in overtaking, a summation of the drive power is possible, the engine can be designed almost without sacrificing performance and ride comfort of the vehicle comparatively small, and weight and space-saving, which also reduces emissions and low cost , The electric machine can also act as an integrated starter generator (ISG) to start the engine via a clutch. Furthermore, the electric machine is used in generator mode for charging an electrical energy storage and can be used for recuperation. As a transmission for varying the ratio of the drive of the driven axles are basically all forms of vehicle transmissions into consideration. Parallel hybrid drives are usually designed as one-clutch arrangement (1 K) or two-clutch arrangement (2K). In both arrangements an electric machine with integrated starter generator function (1 K-ISG or 2K-ISG-arrangements) can be integrated.
In einer ersten Bauweise ist, wie beispielsweise in der US 2005 022 1947 A1 dargestellt, der Verbrennungsmotor über eine erste Kupplung mit einer Elektromaschine und über eine separate zweite Kupplung mit einem Schaltgetriebe koppelbar. Es ist auch bekannt, wie beispielsweise in der DE 10 2004 043 589 A1 gezeigt, dass zwischen der zweiten Kupplung und dem Getriebe eine zweite elektrische Maschine angeordnet ist.In a first construction, as shown for example in US 2005 022 1947 A1, the internal combustion engine can be coupled via a first clutch to an electric machine and via a separate second clutch to a manual transmission. It is also known, as shown for example in DE 10 2004 043 589 A1, that a second electric machine is arranged between the second clutch and the transmission.
Eine zweite Bauweise zeigt beispielsweise die DE 10 2005 051 382 A1. Bei dieser vergleichsweise einfachen und besonders kompakt bauenden Anordnung ist lediglich eine Kupplung zwischen dem Verbrennungsmotor und der Elektromaschine vorgesehen. Eine zweite separate Kupplung entfällt. Die Kupplung kann als eine reibschlüssige oder im einfachsten Fall als eine besonders kostengünstige und bauraumsparende formschlüssige Trennkupplung ausgebildet sein.A second construction example shows the DE 10 2005 051 382 A1. In this comparatively simple and particularly compact design only a coupling between the engine and the electric machine is provided. A second separate coupling is eliminated. The clutch can be designed as a frictional or in the simplest case as a particularly cost-effective and space-saving form-fitting separating clutch.
Grundsätzlich kann bei einer Parallelhybrid-Anordnung die Funktion einer optionalen zweiten Kupplung zwischen einer Elektromaschine und einem Abtrieb, wenn dies bei dem jeweiligen Antriebskonzept vorgesehen bzw. erforderlich ist, von, beispielsweise bei Automatgetrieben ohnehin vorhandenen, getriebeinternen Schaltkupplungen und/oder Schaltbremsen oder einer vorgeschalteten Wandlerüberbrückungskupplung übernommen werden.Basically, in a parallel hybrid arrangement, the function of an optional second clutch between an electric machine and an output, if provided or required in the respective drive concept of, for example, in automatic transmissions already existing, internal transmission clutches and / or switching brakes or an upstream converter lockup clutch be taken over.
Anstelle einer direkten Anordnung zwischen dem Verbrennungsmotor und dem Getriebe bzw. einer direkten kraftschlüssigen Verbindung über eine Kupplung kann die Antriebswirkung der Elektromaschine auch über ein Planetengetriebe eingekoppelt werden. Dadurch kann die Elektromaschine als elekt- rodynamisches Anfahrelement (EDA) wirken, wodurch wiederum eine herkömmliche Anfahrkupplung entfallen kann. Ein derartiges Hybrid-System mit einem EDA ist beispielsweise in Verbindung mit dem automatisierten AS Tronic-Getriebe aus dem Produktionsprogramm der Anmelderin bekannt und besonders für Nutzfahrzeuge im städtischen Verteilerverkehr mit häufigen Anfahr-, Brems und Rangiervorgängen geeignet.Instead of a direct arrangement between the internal combustion engine and the transmission or a direct frictional connection via a coupling, the drive effect of the electric machine can also be coupled via a planetary gear. This allows the electric machine to be used rodynamic starting element (EDA) act, which in turn can be omitted a conventional starting clutch. Such a hybrid system with an EDA is known, for example, in connection with the automated AS Tronic transmission from the applicant's production program and particularly suitable for commercial vehicles in urban distribution traffic with frequent start-up, braking and shunting operations.
Ziel zahlreicher Entwicklungen in der Hybridtechnik sind Betriebsstrategien, welche die vorhandenen Hybridkomponenten je nach Fahrsituation bei weitgehender Berücksichtigung von Fahrerwünschen und bei hohem Fahrkomfort möglichst effektiv und energiesparend einsetzen. Dazu seien die folgenden Beispiele genannt.The aim of numerous developments in hybrid technology are operating strategies which use the existing hybrid components as effectively and energy-efficiently as possible, depending on the driving situation, with the greatest possible consideration of driver wishes and high driving comfort. For this purpose, the following examples are mentioned.
Die DE 10 2004 043 589 A1 beinhaltet eine Betriebsstrategie in einem Parallelhybrid-Anthebsstrang, beispielsweise in Verbindung mit dem aus dem Produktionsprogramm der Anmelderin bekannten 6-gängigen Stufenautomaten 6HP26, bei der ein von einem eher sportlichen oder eher ökonomischen Fahrstil abhängiger Soll-Ladezustand eines elektrischen Energiespeichers bestimmt wird. Die Antriebsleistung wird entsprechend einer momentanen Antriebsanforderung des Fahrers so auf die Hybridaggregate verteilt, dass dieser Soll - Ladezustand eingehalten wird. Eine besonders sportliche Fahrweise erfordert es, den Energiespeicher möglicht immer bei voller Kapazität zu halten, um die summierte Leistung der Antriebsaggregate beim Boosten zur Verfügung zu stellen. Eine eher ökonomische Fahrweise erfordert es dagegen, den Energiespeicher häufig zu leeren, um die ohnehin anfallende Rekuperationsenergie zum Auffüllen des Speichers effektiv zu nutzen.DE 10 2004 043 589 A1 includes an operating strategy in a parallel hybrid sub-train, for example in connection with the 6-speed automatic trolley 6HP26 known from the applicant's production program, in which a nominal state of charge of an electric vehicle is dependent on a rather sporty or rather economical driving style Energy storage is determined. The drive power is distributed to the hybrid units in accordance with a current drive request of the driver in such a way that this nominal charge state is maintained. A particularly sporty driving requires to keep the energy storage always at full capacity, in order to provide the summed power of the drive units when boosting. On the other hand, a more economical driving style requires that the energy store be frequently emptied in order to effectively utilize the already occurring recuperation energy for filling up the store.
Die WO 2006/1 1 1434 A1 zeigt ein Verfahren, bei dem eine Elektroma- schine und ein Verbrennungsmotor gemeinsam ein angefordertes Solldrehmoment erzeugen, wobei zur Minimierung einer jeweiligen Drehmomentreserve des Verbrennungsmotors eine momentane Drehmomentreserve der Elektro- maschine berücksichtigt wird.WO 2006/1 1 1434 A1 shows a method in which an electric machine and an internal combustion engine together generate a requested setpoint torque, wherein to minimize a respective torque reserve of the internal combustion engine a momentary torque reserve of the electric machine is taken into account.
Aus der WO 2007/020130 A1 ist ein Verfahren zur Rekuperation bei einem Hybridfahrzeug bekannt, wobei der Anteil der elektrischen Maschine bei der Verzögerung mit einem vom Fahrer ausgeübten Bremsdruck koordiniert wird. Die DE 10 2005 044 828 A1 beschreibt ein Verfahren zur Ermittlung eines optimalen Betriebspunktes eines Hybridantriebes, wobei ein vom Fahrer angefordertes Antriebsmoment einerseits und ein dynamisches Verhalten der vorhandenen Fahrzeugaggregate, z.B. ein sogenanntes Turboloch, andererseits berücksichtigt werden. Dazu wird ein Optimierungsalgorithmus vorgeschlagen, in den vorab bestimmte Kennfelder und aktuelle Randbedingungen, beispielsweise die momentane Fahrpedalstellung und die Fahrzeuggeschwindigkeit, eingehen, die dann auf Variable wie die Drehmomentverteilung zwischen den Antriebsaggregaten und die Getriebeübersetzung angewandt werden.From WO 2007/020130 A1 a method for recuperation in a hybrid vehicle is known, wherein the proportion of the electric machine is coordinated in the deceleration with a brake pressure exerted by the driver. DE 10 2005 044 828 A1 describes a method for determining an optimum operating point of a hybrid drive, wherein a drive torque requested by the driver on the one hand and a dynamic behavior of the existing vehicle units, e.g. a so-called turbo lag, on the other hand be taken into account. For this purpose, an optimization algorithm is proposed, in the advance certain maps and current boundary conditions, such as the current accelerator pedal position and the vehicle speed, received, which are then applied to variables such as the torque distribution between the drive units and the transmission ratio.
Die DE 10 2005 044 268 A1 offenbart ein Verfahren, bei dem zur Erhöhung des Wirkungsgrades eines Hybridantriebes ein Ladezustand eines Energiespeichers bzw. ein Energiefluss (Abtriebsenergie / elektrische Energie) im Fahrzeug in Abhängigkeit einer Kostenfunktion für den Energieverbrauch oder den Schadstoff ausstoß geregelt wird.DE 10 2005 044 268 A1 discloses a method in which, in order to increase the efficiency of a hybrid drive, a charge state of an energy store or an energy flow (output energy / electrical energy) in the vehicle is regulated as a function of a cost function for energy consumption or pollutant emission.
In der EP 1 008 484 B1 (DE 699 32 487 T2) ist ein Verfahren zur Regelung und Überwachung des Ladezustandes eines Energiespeichers in einem Hybridfahrzeug beschrieben, wobei auch bei unzureichender Rekuperation in bestimmten Fahrsituationen, beispielsweise bei wiederholt kurz aufeinander folgenden Beschleunigungen und Verzögerungen oder bei einer Steigungsfahrt, welcher keine unmittelbar folgende Bergabfahrt folgt, ein ausreichender Ladezustand des Speichers eingeregelt wird. Aus der US 7,174,980 B2 ist ein Verfahren zur Steuerung eines Hybridantriebes bekannt, bei dem mit Hilfe einer elektrischen Maschine ein sprunghaftes Schleppmoment-Verhalten des Verbrennungsmotors verhindert und je nach Anforderung eine Schleppmoment-Kennlinie des gesamten Hybridantriebes beeinflusst wird.In EP 1 008 484 B1 (DE 699 32 487 T2), a method for controlling and monitoring the state of charge of an energy storage in a hybrid vehicle is described, even in insufficient recuperation in certain driving situations, for example in repeatedly short successive accelerations and decelerations or at a gradient ride, which does not follow immediately following downhill, a sufficient state of charge of the memory is adjusted. From US Pat. No. 7,174,980 B2, a method for controlling a hybrid drive is known in which an abrupt drag torque behavior of the internal combustion engine is prevented with the aid of an electric machine and, depending on requirements, a drag torque characteristic of the entire hybrid drive is influenced.
Die DE 10 2005 049 458 A1 schlägt schließlich eine vorausschauende Strategie vor, bei der mit Hilfe von digitalen Straßenkarten Ortungseinrichtungen und in zeitlich-räumlichen Verkehrsmustern abgespeicherten streckenbezogenen Geschwindigkeitsverteilungen, im jeweiligen Streckenabschnitt über eine Zu- bzw. Abschaltung eines Hybridaggregates entschieden wird.Finally, DE 10 2005 049 458 A1 proposes a forward-looking strategy in which, with the aid of digital road maps, locating devices and distance-related velocity distributions stored in temporal-spatial traffic patterns, a connection or disconnection of a hybrid aggregate is decided in the respective route section.
Bei einem Parallelhybrid-Antheb kann im Fahrbetrieb abhängig von einer jeweiligen Betriebsstrategie die Antriebsform des Fahrzeuges zwischen verbrennungsmotorischem Antrieb, elektromotorischem Antrieb und gemischtem Antrieb häufig wechseln. Im rein elektromotorischen, kurz elektrischen, Fahrbetrieb ist die Elektromaschine mit dem Abtrieb verbunden, während der Verbrennungsmotor über ein Trennelement vom Antriebsstrang entgekoppelt ist. Soll die Elektromaschine in dieser Situation als integrierter Startergenerator den Verbrennungsmotor starten, so wird der Verbrennungsmotor über das Trennelement wieder zugeschaltet. Grundsätzlich kann ein derartiger Motorstart sowohl während eines Übersetzungswechsels des Getriebes als auch außerhalb von Getriebeschaltvorgängen erfolgen.In a parallel hybrid Antheb drive mode depending on a respective operating strategy, the drive shape of the vehicle between internal combustion engine drive, electric motor drive and mixed drive frequently change. In purely electromotive, short electric, driving the electric machine is connected to the output, while the engine is decoupled via a separating element from the drive train. If the electric machine is to start the internal combustion engine in this situation as an integrated starter generator, then the internal combustion engine is switched on again via the separating element. In principle, such an engine start can take place both during a gear ratio change of the transmission and outside of gear shift operations.
Eine Methode zum Start des Verbrennungsmotors aus elektrischer Fahrt bei einem Gangwechsel ist in der bereits erwähnten DE 10 2005 051 382 A1 beschriebenen. Dabei befindet sich ein Schaltgetriebe zunächst in einer Neutralstellung bzw. wird in Neutral geschaltet. Der Motorstart wird ab dem Zeitpunkt eingeleitet, ab dem das Getriebe in Neutral geschaltet ist. Dazu wird eine zuvor offene Kupplung in Schließrichtung angesteuert, so dass die Elektromaschine ein positives Drehmoment auf den Verbrennungsmotor in dessen vorge- sehener Drehrichtung ausübt und dieser angelassen wird. Durch die Neutralstellung des Getriebes ist der Verbrennungsmotor beim Startvorgang von einer Abtriebswelle des Getriebes entkoppelt, wodurch bei der Schaltung zusätzliche Stoßbelastungen vermieden werden. Die Steuerung des Startvorgangs ist relativ einfach. Das Einrücken einer vorgesehenen Anschlussübersetzung erfolgt jedoch erst nach dem Start des Verbrennungsmotors, so dass eine Zeit verloren geht.A method for starting the internal combustion engine from electric drive during a gear change is described in the already mentioned DE 10 2005 051 382 A1. In this case, a manual transmission is initially in a neutral position or is switched to neutral. Engine start is initiated from the moment when the transmission is neutral. For this purpose, a previously open clutch is actuated in the closing direction, so that the electric machine has a positive torque on the internal combustion engine in its preferred observed direction of rotation and this is tempered. Due to the neutral position of the transmission, the internal combustion engine is decoupled during the starting process from an output shaft of the transmission, whereby additional shock loads are avoided in the circuit. The control of the boot process is relatively simple. The engagement of an intended connection ratio, however, takes place only after the start of the internal combustion engine, so that a time is lost.
Bei einem in der ebenfalls bereits genannten US 2005 022 1947 A1 vorgeschlagenen Verfahren für ein Hybridfahrzeug mit einem Stufengetriebe und einer herkömmlichen Anordnung mit zwei Kupplungen kann hingegen der Verbrennungsmotor parallel bzw. überschneidend zur Schaltung von Übersetzungsgliedern bei einem Gangwechsel gestartet werden. In dieser Veröffentlichung ist eine Start/Stopp-Funktion beschrieben, bei welcher der Verbrennungsmotor abgeschaltet und von einer elektrischen Maschine wieder gestartet wird. Bei einem Stopp-Schritt wird der Verbrennungsmotor mittels einer Steuerung beim Auftreten vorgegebener Stopp-Bedingungen, beispielsweise beim Langsamerwerden an einer Ampel oder im Kolonnenverkehr, durch eine verbrennungsmotorseitige Kupplung vom Antriebsstrang getrennt und abgeschaltet. Beim darauf folgenden Start-Schritt treibt zunächst die Elektromaschi- ne bei einer eingerückten ersten Getriebeübersetzung das Fahrzeug an. Anschließend wird mittels der Steuerung beim Auftreten vorgegebener Betriebs- zustände das Übersetzungsverhältnis geändert (erhöht), während gleichzeitig die Elektromaschine mittels der gethebeseitigen Kupplung vom Getriebe getrennt und die verbrennungsmotorseitige Kupplung eingerückt wird, so dass der Verbrennungsmotor über die Elektromaschine gestartet wird. Nach erfolgtem Start wird der Verbrennungsmotor mittels der gethebeseitigen Kupplung mit dem Getriebe verbunden, so dass das der Verbrennungsmotor allein oder im Zusammenwirken mit der Elektromaschine das Fahrzeug antreibt. Der Wiederstartvorgang des Verbrennungsmotors kann durch diese Startabfolge nahezu ohne für den Fahrer merkbare Stoßbelastung erfolgen. Aus der DE 199 45 473 A1 ist ein Schleppstart zum Starten eines Verbrennungsmotors bei einem Hybridfahrzeug mit einem Zahnräderwechselgetriebe bekannt. Eine Elektromaschine ist zwischen einer verbrennungsmotor- seitigen reibschlüssigen Anfahrkupplung und dem Getriebe angeordnet und über eine weitere, gethebeseitige Kupplungseinrichtung, die jeweils eine Kupplung auf einer Eingangswelle und einer Abtriebswelle umfasst, an den Triebstrang anbindbar. Weiterhin ist eine Schleppstartmöglichkeit vorgesehen. Bei dem Schleppstart treibt zunächst die Elektromaschine über das Getriebe bei eingelegtem Gang die Abtriebswelle und entsprechend die Antriebsräder des Fahrzeugs an. Während der elektrischen Fahrt wird zum Starten des Verbrennungsmotors die Anfahrkupplung geschlossen und damit der Verbrennungsmotor mit der elektrischen Maschine und dem Abtrieb verbunden. In der Folge wird durch das Antriebsmoment der Elektromaschine einerseits und das von den Antriebsrädern sowie das Getriebe zum Verbrennungsmotor übertragene Drehmoment andererseits der Schleppwiderstand des Verbrennungsmotors überwunden und dieser gestartet bzw. angeschleppt. Der Start des Verbrennungsmotors erfolgt vergleichsweise schnell und dynamisch ohne nennenswerte Vortriebsminderung des Fahrzeuges, was insbesondere einer eher sportlichen Fahrweise entgegen kommt. Dabei müssen jedoch in der Regel gewisse Komforteinbußen durch wahrnehmbare Stoßbelastungen im Antriebsstrang hingenommen werden.On the other hand, in a method for a hybrid vehicle with a stepped transmission and a conventional arrangement with two clutches already proposed in US 2005 022 1947 A1, the internal combustion engine can be started parallel or overlapping to the circuit of transmission members during a gearshift. In this publication, a start / stop function is described in which the internal combustion engine is switched off and restarted by an electric machine. In a stop step, the internal combustion engine is disconnected from the powertrain by means of a control when predetermined stop conditions occur, for example when slowing down at a traffic light or in a traffic column, and disconnected from the drive train by a clutch on the engine side. In the subsequent start step, the electric machine initially drives the vehicle when the first gear ratio is engaged. Subsequently, the transmission ratio is changed (increased) by means of the control when predetermined operating conditions occur, while at the same time the electric machine is disconnected from the transmission by means of the gethebeseitigen coupling and the internal combustion engine side clutch is engaged, so that the internal combustion engine is started via the electric machine. After the start of the engine is connected by means of the gethebeseitigen coupling with the transmission, so that the internal combustion engine alone or in cooperation with the electric machine drives the vehicle. The re-starting process of the internal combustion engine can be carried out by this starting sequence almost without noticeable to the driver shock load. From DE 199 45 473 A1 a towing start for starting an internal combustion engine in a hybrid vehicle with a change-speed gearbox is known. An electric machine is arranged between an internal combustion engine side friction clutch and the transmission and connectable to the driveline via another clutch-side coupling device, each comprising a clutch on an input shaft and an output shaft. Furthermore, a towing start option is provided. In the tow start initially drives the electric machine via the transmission with gear engaged the output shaft and corresponding to the drive wheels of the vehicle. During the electric drive, the starting clutch is closed to start the internal combustion engine and thus the internal combustion engine with the electric machine and the output connected. As a result, the drag torque of the electric motor, on the one hand, and the torque transmitted by the drive wheels and the gearbox to the engine, on the other hand, overcome the drag resistance of the internal combustion engine and start or tow it. The start of the engine takes place comparatively quickly and dynamically without appreciable reduction in drive of the vehicle, which in particular comes to a rather sporty driving style. However, as a rule, certain comfort losses must be accepted by perceptible impact loads in the drive train.
Der Startvorgang des Verbrennungsmotors in einem Hybridfahrzeug aus elektrischer Fahrt geschieht üblicherweise mittels eines in einer Hybrid - Betriebsstrategie fest programmiertes Startprogramm oder eine Auswahl einer Startprozedur mit Undefinierten Bedingungen. Diese Vorgehensweise entspricht im Ergebnis jedoch nicht immer den jeweiligen Anforderungen nach Komfort einerseits und dynamischem sowie zuverlässigem Fahrverhalten andererseits. Wie bereits erläutert kann ein Motorstart bei vollständigem Erhalt der Zugkraft eher ein dynamisches Fahrverhalten unterstützen, er ist aber in der Regel durch Stoßbelastungen im Antriebsstrang deutlich spürbar. Ein Motorstart bei verminderter Zugkraft wird hingegen eher weniger wahrgenommen und daher als komfortabler empfunden; er kann die Fahrdynamik aber beeinträchtigen. Zudem sollten zur Sicherstellung der Langlebigkeit der Triebsstrangkomponenten Belastungen im Triebstrang grundsätzlich möglichst gering gehalten werden und von kurzer Dauer sein. Weiterhin ist es insbesondere bei häufigen Motorstarts für den Hybridantrieb wichtig, dass die Startvorgänge mit dem geringstmöglichen Energieaufwand erfolgen. Auch können Betriebssituationen auftreten, die einen Motorstart mit einer starren Vorgabe einer anzuwendenden Startprozedur zu einem bestimmten Anforderungszeitpunkt verunmöglichen. Die Startprozedur eines Motorstarts im Fahrbetrieb mit wechselnden Betriebssituationen steht somit in einem ständigen Zielkonflikt zwischen Dynamik, Komfort, Effizienz und Zuverlässigkeit, der durch die bekannten Hybridbetriebsverfahren wenig optimal gelöst ist.The starting process of the internal combustion engine in a hybrid vehicle from electric drive usually takes place by means of a start program permanently programmed in a hybrid operating strategy or a selection of a start procedure with undefined conditions. However, this approach does not always correspond to the respective requirements for comfort on the one hand and dynamic and reliable driving on the other. As already explained, engine startup may be more likely to support dynamic driveability with full retention of traction, but it is usually clearly noticeable due to impact loads in the drive train. An engine start with reduced traction, however, is rather less perceived and therefore perceived as more comfortable; but it can affect the driving dynamics. In addition, to ensure the longevity of the powertrain components loads in the drive train should always be kept as low as possible and be short-lived. Furthermore, it is important, especially with frequent engine starts for the hybrid drive, that the starting operations take place with the least possible expenditure of energy. It is also possible for operating situations to occur which make it impossible to start the engine with a rigid specification of a start procedure to be used at a specific request time. The start procedure of an engine start while driving with changing operating situations is thus in a constant conflict of goals between dynamics, comfort, efficiency and reliability, which is not optimally solved by the known hybrid operating procedures.
Vor diesem Hintergrund liegt der Erfindung die Aufgabe zugrunde, ein Verfahren und eine Vorrichtung zum Betrieb eines Hybridfahrzeuges zu entwickeln, die einen effizienten und zuverlässigen Fahrbetrieb insbesondere beim Starten eines Verbrennungsmotors aus elektrischer Fahrt gewährleisten, und dennoch dem Wunsch des Fahrers eines solchen Fahrzeugs nach Fahrkomfort einerseits und Fahrdynamik anderseits möglichst weitgehend entgegenkommen.Against this background, the invention has the object to develop a method and apparatus for operating a hybrid vehicle, which ensure efficient and reliable driving especially when starting an internal combustion engine from electric drive, and yet the desire of the driver of such a vehicle for driving comfort on the one hand and driving dynamics on the other hand as far as possible to accommodate.
Die Lösung dieser Aufgabe ergibt sich aus den Merkmalen der unabhängigen Ansprüche, während vorteilhafte Ausgestaltungen und Weiterbildungen der Erfindung den Unteransprüchen entnehmbar sind.The solution to this problem arises from the features of the independent claims, while advantageous embodiments and modifications of the invention are the dependent claims.
Der Erfindung liegt die Erkenntnis zugrunde, dass in einem Hybridantrieb beim Start des Verbrennungsmotors aus elektromotorischer Fahrt, mit Hilfe unterschiedlicher Startabläufe in verschiedenen Fahrsituationen und unter Berücksichtigung der vorhandenen Antriebsstrangkonfiguration, ein effizienter sowie zuverlässiger Fahrbetrieb ermöglicht wird, bei dem situationsgerecht eine hohe Fahrdynamik und ein hoher Fahrkomfort unter weitgehender Berücksichtigung von Fahrerwünschen zur Verfügung gestellt werden kann.The invention is based on the finding that in a hybrid drive at the start of the internal combustion engine from electromotive drive, with the help of different starting procedures in different driving situations and taking into account the existing powertrain configuration, an efficient as well as reliable driving is made possible in which situationally high driving dynamics and high ride comfort can be provided while largely taking into account driver's wishes.
Die Erfindung geht gemäß den Merkmalen des Hauptanspruchs aus von einem Verfahren zum Betrieb eines Hybridfahrzeuges, mit einem Parallelhyb- rid-Antriebsstrang, umfassend einen Verbrennungsmotor, wenigstens eine elektrischen Maschine, wenigstens ein Schaltelement, mittels dem eine kraftschlüssige Verbindung zwischen der wenigstens einen elektrischen Maschine und dem Verbrennungsmotor herstellbar ist, ein Getriebe und einen Abtrieb, wobei der Verbrennungsmotor aus einem elektrischen Fahrbetrieb startbar ist. Zur Lösung der gestellten Aufgabe sieht die Erfindung vor, dass bei einer Startanforderung zum Starten des Verbrennungsmotors mit Hilfe einer Auswertung vorgegebener Auswahlkriterien je nach momentaner Betriebssituation variabel ein Startmodus aus einer Gruppe zur Verfügung stehender Startmodi ausgewählt und dieser eingeleitet wird.The invention is based on the features of the main claim of a method for operating a hybrid vehicle, with a parallel hybrid driveline, comprising an internal combustion engine, at least one electric machine, at least one switching element, by means of a non-positive connection between the at least one electric machine and the internal combustion engine can be produced, a transmission and an output, wherein the internal combustion engine can be started from an electric driving operation. To achieve the object, the invention provides that when a start request for starting the internal combustion engine by means of an evaluation of predetermined selection criteria depending on the current operating situation variably selects a start mode from a group of available start modes and this is initiated.
Die der Erfindung zugrunde liegende Aufgabe wird auch durch eine Vorrichtung zur Durchführung des Verfahrens gelöst.The object underlying the invention is also achieved by a device for carrying out the method.
Weiterhin geht die Erfindung daher aus von einer Vorrichtung zum Betrieb eines Hybridfahrzeuges, mit einem Parallelhybrid-Antriebsstrang, umfassend einen Verbrennungsmotor, wenigstens eine elektrischen Maschine, wenigstens ein Schaltelement, mittels dem eine kraftschlüssige Verbindung zwischen der wenigstens einen elektrischen Maschine und dem Verbrennungsmotor herstellbar ist, ein Getriebe und einen Abtrieb, wobei der Verbrennungsmotor aus einem elektrischen Fahrbetrieb startbar ist. Zudem sind Betriebszu- standserfassungsmittel und Speichermittel vorgesehen, die mit einer Betriebsstrategie-Einheit in Verbindung stehen, mit deren Hilfe bei einer Startanforderung zum Starten des Verbrennungsmotors aus einer elektrischen Fahrt eine momentane Betriebssituation auswertbar und in Abhängigkeit von der Auswer- tung ein Startmodus zum Start des Verbrennungsmotors aus einer Gruppe gespeicherter Startmodi wählbar und dieser einleitbar ist.Furthermore, the invention is therefore based on a device for operating a hybrid vehicle, with a parallel hybrid drive train comprising an internal combustion engine, at least one electric machine, at least one switching element, by means of which a frictional connection between the at least one electric machine and the internal combustion engine can be produced a transmission and an output, wherein the internal combustion engine can be started from an electric driving operation. In addition, operating state detection means and storage means are provided, which are connected to an operating strategy unit, with the aid of which, in the case of a start request for starting the internal combustion engine from an electric drive, an instantaneous operating situation can be evaluated and depending on the output. tion a starting mode for the start of the engine from a group of stored start modes selectable and this can be introduced.
Die Erfindung wird wie folgt eingesetzt: Gegeben sei eine Betriebssituation eines Hybridfahrzeuges mit einem Parallelhybrid-Anthebsstrang, in welcher der Verbrennungsmotor ausgeschaltet und vom Antriebsstrang abgekoppelt ist und das Fahrzeug mittels der Elektromaschine angetrieben wird. Die Elektro- maschine ist über das Getriebe, bei dem ein Gang bzw. eine Gangstufe eingelegt ist, mit dem Abtrieb des Fahrzeuges verbunden. Das Fahrzeug kann sich im Stillstand, im Kriechbetrieb bei geringer Geschwindigkeit oder im regulären Fahrbetrieb bei beliebiger Geschwindigkeit befinden.The invention is used as follows: Given is an operating situation of a hybrid vehicle with a parallel hybrid-Aufhebsstrang in which the engine is switched off and decoupled from the drive train and the vehicle is driven by means of the electric machine. The electric machine is connected to the output of the vehicle via the transmission, in which a gear or a gear step is engaged. The vehicle can be at standstill, creep at low speed or in regular driving at any speed.
Der Antriebsstrang kann eine 1 K-ISG - Anordnung mit einem zugkraftunterbrochenen Getriebe, beispielsweise einem automatisierten Schaltgetriebe, eine 1 K-ISG - Anordnung mit einem Lastschaltgetriebe, beispielsweise einem Automatgetriebe oder einem lastschaltfähigen automatisierten Doppelkupplungsgetriebe, oder eine 2K-ISG - Anordnung in Kombination mit einem beliebigen Getriebe sein.The powertrain may be a 1K ISG assembly having a traction-assisted transmission, such as an automated manual transmission, a 1K ISG assembly with a power shift transmission, such as an automatic transmission or an automatic dual-clutch transmission, or a 2K-ISG assembly in combination with be any gear.
Soweit der Antriebsstrang mit einem stufenlosen Getriebe kombiniert ist bzw. eine Ausführungsform der Erfindung auf ein stufenloses Getriebe anwendbar ist, wird unter einem Gang bzw. einer Gangstufe sinngemäß ein entsprechendes Übersetzungsverhältnis im Übersetzungsbereich des Getriebes verstanden.As far as the drive train is combined with a continuously variable transmission or an embodiment of the invention is applicable to a continuously variable transmission, a gear or a gear ratio mutatis mutandis a corresponding gear ratio in the transmission range of the transmission understood.
Weiterhin soll bei einem Gangwechsel auch der Spezialfall eingeschlossen sein, dass ein Zielgang und ein Ursprungsgang gleich sind bzw. das gleiche Übersetzungsverhältnis haben.Furthermore, should be included in a gear change, the special case that a target gear and an original gear are the same or have the same gear ratio.
Aus einem derartigen Szenario heraus soll der Verbrennungsmotor gestartet werden. Dazu schlägt die Erfindung vor, anstelle einer starren Startvor- schritt oder einer Auswahl mit Undefinierten Bedingungen, für jede vorliegende Fahrsituation einen geeigneten Motorstartmodus mit konkreten Bedingungen zu verwenden. Besonders vorteilhaft ist es somit, wenn die Auswahl eines Startmodus anhand modusspezifisch, d.h. zu jedem einzelnen Motorstartmodus, festgelegter Auswahlkriterien erfolgt. Dadurch wird ein hohes Maß an Flexibilität beim Wechsel vom rein elektrischen Fahren zum verbrennungsmotorischen oder kombiniert elektromotorisch-verbrennungsmotorischem Fahren erreicht, wodurch einerseits eine hohe Effizienz des Antriebs gewährleistet wird, und andererseits situationsgerecht sowie wunschgemäß ein eher dynamisches oder eher komfortbetontes Fahrverhalten ermöglicht wird. An Steigungen oder beim Überholen kann auf diese Weise eine Beeinträchtigung der Zugkraft durch einen Motorstart vermieden oder zumindest gering gehalten werden. Im Stadtverkehr ist beispielsweise ein besonders sparsames und Bauteile schonendes Fahren mit häufigem An- und Ausschalten des Verbrennungsmotors möglich. Dazu wird anhand der Auswertung der Auswahlkriterien jeweils ermittelt, welche Motorstartmodi in der aktuellen Betriebssituation möglich sind und welcher Modus davon gerade am geeignetsten ist.From such a scenario, the internal combustion engine should be started. For this purpose, the invention proposes, instead of a rigid start step or a selection with undefined conditions to use a suitable engine start mode with concrete conditions for each present driving situation. Thus, it is particularly advantageous if the selection of a start mode on the basis of mode-specific, ie for each individual engine start mode, specified selection criteria. As a result, a high degree of flexibility is achieved when switching from purely electric driving to internal combustion engine or combined electric motor-internal combustion engine driving, which on the one hand, a high efficiency of the drive is guaranteed, and on the other hand situation-appropriate and as desired, a more dynamic or more comfortable ride is possible. On gradients or when overtaking can be avoided in this way an impairment of traction by an engine start or at least kept low. In city traffic, for example, a particularly economical and component-friendly driving with frequent switching on and off of the internal combustion engine is possible. For this purpose, it is determined in each case based on the evaluation of the selection criteria, which engine start modes are possible in the current operating situation and which mode is currently the most suitable.
Erfindungsgemäß sind folgende besonders vorteilhaften Motorstartvarianten, jeweils mit konkreten Auswahlkriterien, vorgesehen:According to the invention, the following particularly advantageous engine start variants, each with concrete selection criteria, are provided:
Ein Schleppstart, bei dem der Verbrennungsmotor durch Schließen des wenigstens einen Schaltelementes, beispielsweise einer Trennkupplung zwischen Verbrennungsmotor und elektrischer Maschine, gestartet wird, wobei der Abtrieb während des Motorstarts mit der wenigstens einen elektrischen Maschine wirkverbunden ist, wird durchgeführt, wenn die Drehzahl der elektrischen Maschine oberhalb einer Mindeststartdrehzahl liegt und wenigstens eines der Auswahlkriterien - hohe Dynamikanforderung, - hohe Gangstufe, - hohe Fahrzeugmasse, - geringe elektrische Antriebsmomentreserve erfüllt ist. Grundsätzlich kann dabei das an der Kupplung auftretende Startmoment zur Überwindung des Schleppmomentes des Verbrennungsmotors durch eine Erhöhung des Antriebsmomentes der elektrischen Maschine kompensiert werden. Eine Mindestdrehzahl der elektrischen Maschine wird als notwendige Startbedingung bei einem Schleppstart vorausgesetzt. Eine hohe Dynamikanforderung als ein Auswahlkriterium, also der Wunsch nach einem schnellen Motorstart bei zügigem Vortrieb, kann beispielsweise durch eine entsprechende Fahrpedalbetätigung signalisiert und erfasst werden. Eine hohe Gangstufe, also zumindest eine zweite, vorzugsweise eine noch höhere Gangstufe mindert wegen einem vergleichsweise niedrigen Übersetzungsverhältnis beim Schleppstart üblicherweise auftretende Stoßbelastungen im Triebstrang und somit Komforteinbußen. Ebenso wirkt sich eine vergleichsweise hohe Fahrzeugmasse wegen der Massenträgheit günstig auf den Komfort bei einem Schleppstart aus.A towing start, in which the internal combustion engine is started by closing the at least one switching element, for example a separating clutch between the internal combustion engine and the electric machine, wherein the output is operatively connected to the at least one electric machine during the engine start, is carried out when the rotational speed of the electric machine is above a minimum starting speed and at least one of the selection criteria - high dynamic demand, - high gear, - high vehicle mass, - low electric drive torque reserve is met. Basically, the starting torque occurring at the clutch to overcome the drag torque of the internal combustion engine can be compensated by increasing the drive torque of the electric machine. A minimum speed of the electric machine is required as a necessary starting condition for a tow start. A high dynamic demand as a selection criterion, ie the desire for a fast engine start with rapid propulsion, can be signaled and recorded, for example, by a corresponding accelerator pedal actuation. A high gear, so at least a second, preferably an even higher gear decreases due to a relatively low gear ratio at tow start usually occurring shock loads in the drive train and thus loss of comfort. Likewise, a relatively high vehicle mass due to the inertia has a favorable effect on the comfort of a tow launch.
Ein Schleppstart kommt insbesondere auch dann in Frage, wenn momentan keine oder lediglich eine geringe Drehmomentreserve der elektrischen Maschine über einem momentan angeforderten Fahrdrehmoment zur Verfügung steht. Dies bedeutet, dass bei niedriger Drehmomentreserve das Motorstartmoment auf jeden Fall vollständig zu Lasten der Zugkraft gehen würde. Bei einem Schleppstart kann jedoch gegebenenfalls ein Drehmoment, das von den Antriebsrädern zurück in den Antriebsstrang bis hin zu dem Verbrennungsmotor übertragen wird, genutzt werden.In particular, a tow start is also possible if there is currently no or only a small torque reserve of the electric machine available over a currently requested driving torque. This means that at low torque reserve, the engine starting torque would definitely be fully at the expense of traction. However, during a tow start, torque that is transmitted from the drive wheels back into the drive train to the engine may be used.
Ein Zugstart, bei dem der Verbrennungsmotor durch Schließen des zwischen der wenigstens einen elektrischen Maschine und dem Verbrennungsmotor angeordneten einen Schaltelementes gestartet wird, während ein im Kraft- fluss zwischen der wenigstens einen elektrischen Maschine und dem Abtrieb angeordnetes zweites Schaltelement im Schlupf betrieben wird, wird durchgeführt, wenn ein solches abtriebsseitiges regelbares Schaltelement als zweites Schaltelement zur Verfügung steht und wenigstens eines der Auswahlkriterien hohe elektrische Antriebsmomentreserve oder hohe Komfortanforderung erfüllt ist.A pull start, in which the internal combustion engine is started by closing the switching element arranged between the at least one electric machine and the internal combustion engine while a second switching element arranged in the power flow between the at least one electric machine and the output is slid, is carried out if such a driven-side controllable switching element is available as a second switching element and at least one of the selection criteria high electrical drive torque reserve or high comfort requirement is met.
Demnach wird bei einem Zugstart zuerst ein zwischen der elektrischen Maschine und dem Abtrieb befindliches zweites Schaltelement, beispielsweise eine dem Getriebe vorgeschaltete zusätzliche Kupplung oder bei einem Lastschaltgetriebe eine getriebeinterne Schaltkupplung, in den Schlupfbetrieb gebracht, dann der Verbrennungsmotor durch Schließen des ersten Schaltelementes, beispielsweise einer Trennkupplung gestartet, und wenn der Motor anläuft der genannte Schlupf wieder abgebaut. Durch den Schlupfbetrieb können die Stoßbelastungen beim Motorstart gemindert werden, ohne diesen dabei gänzlich vom Abtrieb zu entkoppeln. Somit kann bei diesem Verfahrensablauf, soweit eine ausreichende elektrische Drehmomentreserve zur Verfügung steht, im Vergleich zu einem Schleppstart ein besonders komfortabler Motorstart und dennoch ein relativ hoher Erhaltungsgrad einer Antriebsdynamik ermöglicht werden.Accordingly, in a train start first located between the electric machine and the output second switching element, for example, an upstream of the transmission additional clutch or a powershift transmission an internal clutch, put in the slip mode, then the internal combustion engine by closing the first switching element, such as a disconnect clutch started, and when the engine starts the said slip again dismantled. Due to the slip operation, the shock loads at the engine start can be reduced, without decoupling it completely from the output. Thus, in this process, as far as a sufficient electrical torque reserve is available, in comparison to a tow start a particularly comfortable engine start and still a relatively high degree of conservation of a drive dynamics are possible.
Ein zugkraftunterbrochener Motorstart, bei dem zunächst eine Wirkverbindung zwischen der wenigstens einen elektrischen Maschine und dem Abtrieb gelöst wird, dann der Verbrennungsmotor durch Schließen des wenigstens einen Schaltelementes gestartet wird, und schließlich der Abtrieb mit der wenigstens einen elektrischen Maschine und/oder dem Verbrennungsmotor wirkverbunden wird, wird durchgeführt, wenn wenigstens eines der Auswahlkriterien - keine Schleppstartmöglichkeit, - keine Zustartmöglichkeit, - niedrige Gangstufe erfüllt ist.A traction-interrupted engine start, in which initially an operative connection between the at least one electric machine and the output is released, then the internal combustion engine is started by closing the at least one switching element, and finally the output is operatively connected to the at least one electric machine and / or the internal combustion engine , is carried out when at least one of the selection criteria - no towing start option, - no possibility of assistance, - low gear ratio is met.
Dieser Startmodus wird demnach ausgewählt, wenn kein Schleppstart möglich ist, beispielsweise weil die notwendige Startdrehzahl nicht zur Verfügung steht, und/oder wenn kein Zugstart möglich ist, beispielsweise weil keine ausreichende elektrische Drehmomentreserve vorhanden ist oder kein ab- triebsseitiges Schaltelement verfügbar ist, und/oder wenn sich das Getriebe in einem kleinen Gang, insbesondere im 1. Gang bzw. einem anderen Anfahrgang befindet, so dass eine Zugkraftunterbrechung im Vergleich zu einem Schleppstart eine geringere Störung im Komfortempfinden des Fahrers darstellen würde.This start mode is therefore selected when no towing start is possible, for example because the necessary start speed is not available, and / or when no train start is possible, for example because there is no sufficient reserve of electrical torque or no drive-side shift element is available, and / or if the transmission is in a small gear, especially in 1st gear or another starting gear is, so that a traction interruption in comparison to a tow launch would be a minor disturbance in the driver's sense of comfort.
Bei einer Hybridstrategie kann häufig eine Motorstartanforderung mit einer Schaltanforderung korreliert sein.In a hybrid strategy, often an engine start request may be correlated to a shift request.
Dementsprechend wird vorteilhaft bei einem als Schaltgetriebe ausgebildeten Getriebe ein zugkraftunterbrochener Motorstart bei einem Schaltvorgang durchgeführt, bei dem sequenziell zunächst eine Ursprungsgangstufe ausgelegt wird, dann der Verbrennungsmotor durch Schließen des wenigstens einen Schaltelementes gestartet wird, und schließlich eine Zielgangstufe eingelegt wird, wenn als Auswahlkriterium eine Schaltanforderung und eine Startanforderung gleichzeitig oder zumindest zeitlich dicht beieinander vorliegenAccordingly, a traction-interrupted engine start is advantageously carried out in a switching operation in a gearbox designed as a transmission in which initially an initial gear stage is designed, then the internal combustion engine is started by closing the at least one switching element, and finally a target gear is engaged, if as a selection criterion a switching request and a start request simultaneously or at least temporally close to each other
Hingegen wird bei einem als Lastschaltgetriebe ausgebildeten Getriebe ein zugkrafterhaltender Motorstart bei einem Schaltvorgang durchgeführt, bei dem parallel zu einem Wechsel zwischen einer Ursprungsgangstufe und einer Zielgangstufe der Verbrennungsmotor durch Schließen des wenigstens einen Schaltelementes gestartet wird, wenn eine Schaltanforderung und eine Startanforderung gleichzeitig oder zumindest zeitlich dicht beieinander vorliegen.On the other hand, in a transmission designed as a power shift transmission, a zugkrafterhaltender engine start is performed in a switching operation in which parallel to a change between an original gear stage and a target gear stage of the internal combustion engine is started by closing the at least one switching element when a shift request and a start request simultaneously or at least tight in time present together.
Anhand der erläuterten modusspezifischen Auswahlkriterien wird erfindungsgemäß bei einer Startanforderung die jeweilige Fahrsituation überprüft und der daraus resultierende Startmodus ausgegeben. Außer der Auswahl mit konkreten Bedingungen zu jedem einzelnen Motorstartmodus, ist es auch möglich, zur Auswahl eines Startmodus dynamische Fahrzeug-Betriebsparameter oder daraus abgeleitete Größen als modusübergreifende Auswahlkriterien zu verwenden. Diese Betriebsparameter können beispielsweise eine momentane Fahrgeschwindigkeit, ein vom Fahrer angefordertes Fahrmoment, eine momen- tan eingelegte Gangstufe und/oder eine angeforderte Gangstufe sein, die einzeln oder in Kombination ausgewertet werden und je nach momentanem Wert den einen oder anderen Motorstartmodus priorisieren.Based on the described mode-specific selection criteria, the respective driving situation is checked according to the invention in a start request and the resulting start mode is output. Apart from the selection with concrete conditions for each individual engine start mode, it is also possible to use dynamic vehicle operating parameters or variables derived therefrom as cross-mode selection criteria for selecting a start mode. These operating parameters can be, for example, a current driving speed, a driving torque requested by the driver, a current driving speed, tan engaged gear and / or a requested gear, which are evaluated individually or in combination and prioritize one or the other engine start mode depending on the current value.
Zur Verdeutlichung der Erfindung ist der Beschreibung eine Zeichnung mit zwei Ausführungsbeispielen beigefügt. In dieser zeigtTo illustrate the invention, the description is a drawing attached to two embodiments. In this shows
Fig. 1 eine schematische Darstellung eines ersten Hybridsystems eines Fahrzeuges zu Durchführung eines erfindungsgemäßen Betriebsverfahrens, und1 is a schematic representation of a first hybrid system of a vehicle for carrying out an operating method according to the invention, and
Fig. 2 eine schematische Darstellung eines zweiten Hybridsystems eines Fahrzeuges zu Durchführung eines erfindungsgemäßen Betriebsverfahrens.2 shows a schematic illustration of a second hybrid system of a vehicle for carrying out an operating method according to the invention.
Demnach ist in Fig. 1 ein Schema eines Fahrzeug-Hybridantriebes 1 mit einem Parallelhybrid - Antriebsstrang 2 dargestellt, wie er beispielsweise für ein Nutzfahrzeug (Lkw, Bus, Transporter, Sonderfahrzeug) vorgesehen sein kann. Der Antriebsstrang 2 weist einen Verbrennungsmotor 3, beispielsweise einen Dieselmotor, mit einer Kurbelwelle 24 auf, die über ein Schaltelement 4 mit einer elektrischen Maschine 5 verbindbar ist. Die elektrische Maschine 5 ist über einen Getriebeeingang 6 mit einem Getriebe 7 gekoppelt. Dem Getriebe 7 kann ein nicht näher erläuterter Nebenabtrieb (PTO: Power Take-Off) 8 nachgeordnet sein. Über einen Abtrieb 26 und ein Differenzial 9 kann ein jeweils anliegendes Abtriebsmoment des Hybridantriebes 1 an eine Antriebsachse 10 und über diese an die Antriebsräder 1 1 weitergeleitet werden.Accordingly, FIG. 1 shows a diagram of a hybrid vehicle drive 1 with a parallel hybrid drive train 2, as may be provided for example for a commercial vehicle (truck, bus, van, special vehicle). The drive train 2 has an internal combustion engine 3, for example a diesel engine, with a crankshaft 24, which can be connected to an electric machine 5 via a switching element 4. The electric machine 5 is coupled via a transmission input 6 with a transmission 7. The transmission 7, an unspecified illustrated power take-off (PTO: Power Take-Off) 8 be arranged downstream. Via an output 26 and a differential 9, a respectively applied output torque of the hybrid drive 1 can be forwarded to a drive axle 10 and via this to the drive wheels 1 1.
Die elektrische Maschine 5 kann je nach Betriebssituation als elektrisches Antriebsaggregat oder als Generator betrieben werden. Dazu ist sie mit einem Umrichter 12 verbunden, der von einem Umrichter-Steuergerät 13 ansteuerbar ist. Über den Umrichter 12 ist die Elektromaschine 5 mit einem elekt- rischen Antriebsenergiespeicher 14, beispielsweise einer 340V-Hochvolt- Batterie (auch Supercaps sind möglich), verbunden. Im motorischen Betrieb wird die elektrische Maschine 5 vom Energiespeicher 14 gespeist. Im generatorischen Betrieb, also beim Antrieb mittels des Verbrennungsmotors 3 und/oder im Rekuperationsbetrieb, wird der Energiespeicher 14 durch die elektrische Maschine 5 aufgeladen. Weiterhin fungiert die elektrische Maschine 5 als integrierter Startergenerator (ISG) zum Starten des Verbrennungsmotors 3. Der Hochvoltkreis des Energiespeichers 14 bzw. die daran angeschlossenen Steuergeräte sind über einen bidirektionalen Gleichspannungswandler (DC/DC) 15 an ein Bordnetz (24V oder 12V) 16 angeschlossen. Der Energiespeicher 14 ist über ein Batteriemanagementsystem (BMS) 17 bezüglich seines Ladezustandes (SOC: State of Charge) überwachbar und regelbar. Der Gleichspannungswandler 15 ist über ein Gleichspannungswandler-Steuergerät 18 ansteuerbar. Zudem ist ein Steuergerät 19 für nicht näher erläuterte Bremsregelungsfunktio- nen, insbesondere ein Antiblockiersystem (ABS) bzw. ein elektronisches Bremssystem (EBS) sowie ein weiteres Steuergerät 20 für eine elektronische Dieselregelung (EDC) des beispielhaft als Dieselmotor ausgebildeten Verbrennungsmotors 3 vorgesehen. Die einzelnen genannten Steuergeräte können auch, wenigstens zum Teil, in einem Steuergerät zusammengefasst sein.Depending on the operating situation, the electric machine 5 can be operated as an electric drive unit or as a generator. For this purpose, it is connected to a converter 12, which can be controlled by a converter control unit 13. Via the converter 12, the electric machine 5 is connected to an drive energy storage 14, such as a 340V high-voltage battery (supercaps are also possible) connected. In motor operation, the electric machine 5 is powered by the energy storage 14. In regenerative operation, that is to say when driving by means of the internal combustion engine 3 and / or in the recuperation mode, the energy store 14 is charged by the electric machine 5. Furthermore, the electric machine 5 functions as an integrated starter generator (ISG) for starting the internal combustion engine 3. The high-voltage circuit of the energy accumulator 14 or the control units connected thereto are connected to a vehicle electrical system (24V or 12V) 16 via a bidirectional DC-DC converter (DC / DC) 15 , The energy store 14 can be monitored and regulated by means of a battery management system (BMS) 17 with respect to its state of charge (SOC). The DC-DC converter 15 can be controlled via a DC-DC converter control unit 18. In addition, a control unit 19 NEN for unspecified Bremsregelungsfunktio-, in particular an anti-lock braking system (ABS) or an electronic brake system (EBS) and another control device 20 for an electronic diesel control (EDC) of the example designed as a diesel engine combustion engine 3 is provided. The individual control units mentioned may also be combined, at least in part, in a control unit.
Weiterhin ist eine integrierte Steuerungseinrichtung 21 angeordnet, in der ein Getriebesteuergerät (TCU: Transmission Control Unit) und ein Hybridsteuergerät (HCU: Hybrid Control Unit) zur Steuerung der Triebstrangkomponenten zusammengefasst sind. Zur Steuerung der Antriebsenergieverteilung bzw. Zu- und Abschaltung der beiden Antriebsaggregate 3 und 5 ist weiterhin eine zentrale Strategieeinheit 22 vorhanden, die über einen Datenbus 23, beispielsweise einen CAN-Bus, mit der Steuerungseinrichtung 21 und den relevanten Steuergeräten 13, 17, 18, 19 verbunden ist. Die Strategieeinheit 22 kommuniziert zudem mit Bethebszustandserfassungs- und Speichermitteln 25, in denen verschiedene Startmodi zum Start des Verbrennungsmotors 3 gespeichert und mit aktuellen Bethebszustandsdaten vergleichbar sind. Die Betriebs- zustandserfassungsmittel 25 sind geeignet Sensoren zur Erfassung beispielsweise der Drehzahl des Verbrennungsmotors 3, der Getriebeeingangs- und Getriebeabtriebsdrehzahl, der Fahrpedalstellung, der Fahrpedalstellgeschwin- digkeit, der Stellung eines Gangwählhebels, des eingelegten Gangs und der Schaltposition der Schaltelemente 4 und 27.Furthermore, an integrated control device 21 is arranged in which a transmission control unit (TCU: Transmission Control Unit) and a hybrid control unit (HCU: Hybrid Control Unit) for controlling the drive train components are combined. For controlling the drive power distribution or switching on and off of the two drive units 3 and 5, a central strategy unit 22 is still present, via a data bus 23, such as a CAN bus, with the control device 21 and the relevant control units 13, 17, 18, 19 is connected. The strategy unit 22 also communicates with control state detection and storage means 25 in which various start modes for starting the engine 3 are stored and comparable to current control state data. The operating Condition detection means 25 are suitable sensors for detecting, for example, the rotational speed of the internal combustion engine 3, the transmission input and output shaft speed, the accelerator pedal position, the accelerator pedal actuating speed, the position of a gear selector lever, the engaged gear and the shift position of the shifting elements 4 and 27.
Der in Fig. 1 dargestellte Antriebsstrang 2 ist als eine 1 K-ISG - Anordnung ausgebildet, also mit einer Trenn- oder Anfahrkupplung als Schaltelement 4 zur Ankopplung des Verbrennungsmotors 3 in den Antriebsstrang 2 und zur Verbindung mit der elektrischen Maschine 5 ausgestattet. Die elektrische Maschine 5 ist über den Getriebeeingang 6 direkt mit dem Getriebe 7 verbunden. Eine Wirkverbindung der elektrischen Maschine 5 mit dem Abtrieb 26 ist je nach Ausbildung dieses Getriebes 7 über (nicht explizit dargestellte) getriebeinterne Schaltelemente realisiert und regelbar.The drive train 2 shown in FIG. 1 is designed as a 1 K ISG arrangement, that is equipped with a disconnecting or starting clutch as a switching element 4 for coupling the internal combustion engine 3 in the drive train 2 and for connection to the electric machine 5. The electric machine 5 is connected via the transmission input 6 directly to the transmission 7. An operative connection of the electric machine 5 to the output 26 is realized and controlled via (not explicitly shown) internal gear shift elements depending on the design of this transmission 7.
Demgegenüber zeigt Fig. 2 einen Hybridantrieb 1 ' mit einem Antriebsstrang 2' in einer 2K-ISG - Anordnung. Darin ist ein zweites separates Schaltelement 27, beispielsweise eine Reibkupplung, zwischen der elektrischen Maschine 5 und dem Getriebe 7 angeordnet. Über dieses zusätzliche Schaltelement 27 ist die elektrische Maschine 5, unabhängig von der Bauart des Getriebes 7, vom Abtrieb 26 vollständig abkoppelbar. Ansonsten entspricht der Antriebsstrang 2' demjenigen der Fig. 1.In contrast, Fig. 2 shows a hybrid drive 1 'with a drive train 2' in a 2K-ISG - arrangement. This is a second separate switching element 27, for example, a friction clutch, between the electric machine 5 and the transmission 7 is arranged. About this additional switching element 27, the electric machine 5, regardless of the design of the transmission 7, completely decoupled from the output 26. Otherwise, the drive train 2 'corresponds to that of FIG. 1.
Ein erfindungsgemäßes Verfahren, welches mit den Hybridantrieben 1 bzw. 1 ' besonders effektiv durchführbar ist, beruht auf einer Steuerung des Antriebstranges 2 bzw. 2' zur Durchführung verschiedener Motorstartverfahren aus elektrischer Fahrt mittels der elektrischen Maschine 5, wobei bei einer Startanforderung jeweils über die Betriebszustandserfassungs- und Speichermittel 25 eine momentane Fahrsituation erfasst, mittels abgespeicherter Auswahlkriterien ausgewertet, mit abgespeicherten Startmodi verglichen, als Ergebnis ein Startmodus ausgewählt und der ausgewählte Startmodus der Stra- tegieeinheit 22 zur Einleitung eines entsprechenden Startablaufs zugeführt wird. Folgende Startabläufe sind wählbar:A method according to the invention, which can be carried out particularly effectively with the hybrid drives 1 or 1 ', is based on a control of the drive train 2 or 2' for carrying out various engine starting methods by electric drive by means of the electric machine 5, wherein in each case a start request is via the operating state detection and storage means 25 detects a current driving situation, evaluated by means of stored selection criteria, compared with stored start modes, as a result a start mode selected and the selected start mode of the road Tegieeinheit 22 is supplied to initiate a corresponding startup procedure. The following start procedures are available:
I. Bei einem Schleppstart wird der Verbrennungsmotor 3 mittels der Kupplung 4 durch Schließen gestartet, wobei die elektrische Maschine 5 einerseits mit dem Verbrennungsmotor 3 und andererseits mit dem Abtrieb 26 über das Getriebe 7, bei welchem ein Gang eingelegt ist, verbunden ist und die elektrische Maschine 5 mit einer Mindestdrehzahl (beispielsweise 300 U min"1) betrieben wird. Vorzugsweise ist der eingelegte Gang nicht der 1. Gang bzw. ein anderer Anfahrgang und der Fahrer hat über eine entsprechende Auslenkung des Fahrpedals ein hohe Dynamik angefordert.I. In a tow start of the internal combustion engine 3 is started by means of the clutch 4 by closing, the electric machine 5 on the one hand to the engine 3 and on the other hand with the output 26 via the transmission 7, in which a gear is engaged, and the electric machine 5 with a minimum rotational speed (for example, 300 U min "1) is operated. Preferably, the engaged gear is not the 1st gear or a different starting gear and the driver has requested a high dynamic range over a corresponding deflection of the accelerator pedal.
II. Bei einem Zugstart wird zunächst ein sich zwischen der elektrischen Maschine 5 und dem Abtrieb 26 befindliches Schaltelement, also entweder eine externe Reibkupplung 27 soweit vorhanden oder eine getriebeinterne Reibungs-Schaltkupplung in den Schlupfbetrieb gesteuert. Dann wird der Verbrennungsmotor 3 mittels der Kupplung 4 gestartet und, wenn der Verbrennungsmotor 3 läuft, der Schlupf wieder abgebaut. Die elektrische Maschine 5 hat dabei vorzugsweise aktuell eine hohe Antriebsdrehmomentreserve. Das ab- thebsseitige Schaltelement ist für eine Ansteuerung im Schlupf ausgelegt und ausreichend gekühlt. Vorzugsweise wird von dem Fahrer ein komfortabler Fahrbetrieb gewünscht bzw. ein solcher angenommen.II. At a train start is initially located between the electric machine 5 and the output 26 befindliches switching element, so either an external friction clutch 27 as far as available or a transmission-internal friction clutch controlled in the slip mode. Then, the internal combustion engine 3 is started by means of the clutch 4 and, when the internal combustion engine 3 is running, the slip is reduced again. The electric machine 5 preferably currently has a high drive torque reserve. The battery-side switching element is designed for activation in slip and sufficiently cooled. Preferably, a comfortable driving operation is desired or assumed by the driver.
III. Bei einem zugkraftunterbrochenen Start wird zunächst die elektrische Maschine 5 entweder mittels dem externen Schaltelement 27 oder, wenn ein solches nicht vorhanden ist, mittels einem internen Schaltelement aus dem Antriebsstrang ausgekoppelt. Anschließend wird der Verbrennungsmotor 3 mittels der Kupplung 4 gestartet. Abschließend wird die Verbindung zwischen elektrischer Maschine 5 bzw. von elektrischer Maschine 5 und Verbrennungsmotor 3 gemeinsam mit dem Abtrieb 26 wiederhergestellt. Vorzugsweise ist der dabei eingelegte Gang der 1. Gang oder ein anderer Anfahrgang. Bei dieser Startmodusauswahl reicht gegebenenfalls die Drehzahl der elektrischen Maschine 5 im Verbindungszustand mit dem Abtrieb 26 nicht für einen Schleppstart und/oder es steht kein geeigneter Schlupfbetrieb eines abthebsseitigen Schaltelementes (zweites Schaltelement 27 bzw. ein getriebeinternes Schaltelement) zur Verfügung.III. In a traction-interrupted start, the electric machine 5 is first coupled out either by means of the external switching element 27 or, if such is not present, by means of an internal switching element from the drive train. Subsequently, the internal combustion engine 3 is started by means of the clutch 4. Finally, the connection between the electric machine 5 or of the electric machine 5 and the internal combustion engine 3 is restored together with the output 26. Preferably, the gear engaged in this case is the 1st gear or another starting gear. At this Start mode selection is sufficient, if appropriate, the speed of the electric machine 5 in the connection state with the output 26 for a towing start and / or there is no suitable slip operation abthebsseitigen switching element (second switching element 27 and a gear shift element internal) available.
IV. Die Strategieeinheit 22 gibt eine Schaltanforderung und eine Motorstartanforderung gleichzeitig oder zeitlich dicht aufeinander folgend aus. Das Getriebe 7 ist ein zugkraftunterbrechend schaltendes automatisiertes Schaltgetriebe. Der momentan eingelegte Gang wird ausgelegt und dann der Verbrennungsmotor 3 durch Schließen der Kupplung 4 gestartet. Der gewünschte (und zulässige) Zielgang wird anschließend eingelegt.IV. The policy unit 22 outputs a switching request and an engine start request in concurrent or temporal succession. The transmission 7 is a traction-interrupting automatic transmission. The currently engaged gear is designed and then the internal combustion engine 3 is started by closing the clutch 4. The desired (and allowed) target gear is then engaged.
V. Die Strategieeinheit 22 gibt eine Schaltanforderung und eine Motorstartanforderung gleichzeitig oder zeitlich dicht aufeinander folgend aus. Das Getriebe 7 ist ein zugkraftunterbrechungsfrei schaltendes Lastschalt - Automatgetriebe. Der Verbrennungsmotor 3 wird während des Lastschaltvorgangs über die Kupplung 4 gestartet, wobei der Schaltzeitpunkt und der Startzeitpunkt vorzugsweise miteinander koordiniert sind. V. The strategy unit 22 issues a switching request and an engine start request in concurrent or temporal succession. The transmission 7 is a power shift interrupting switching power shift - automatic transmission. The internal combustion engine 3 is started during the power shift operation via the clutch 4, wherein the switching time and the starting time are preferably coordinated with each other.
BezuqszeichenlisteLIST OF REFERENCES
, 1 ' Hybridantrieb , 2' Antriebsstrang Verbrennungsmotor Schaltelement Elektrische Maschine Getriebeeingang Getriebe Nebenabtrieb Differenzial 0 Antriebsachse 1 Fahrzeugrad 2 Umrichter 3 Umrichter-Steuergerät 4 Elektrischer Antriebsenergiespeicher 5 Gleichspannungswandler 6 Bordnetz 7 Batteriemanagementsystem 8 Spannungswandler-Steuergerät 9 Elektronische Bremsregelung 0 Elektronische Dieselregelung 1 Steuerungseinrichtung 2 Betriebsstrategieeinheit 3 Datenbus 4 Kurbelwelle 5 Betriebszustandserfassungs- und Speichermittel6 Abtrieb 7 Schaltelement ABS Antiblockiersystem, 1 'hybrid drive, 2' drivetrain combustion engine shifting element electrical machine transmission input gearbox power take-off differential 0 drive axle 1 vehicle wheel 2 inverter 3 converter control unit 4 electric drive energy storage 5 DC-DC converter 6 onboard power supply 7 battery management system 8 voltage converter control unit 9 electronic brake control 0 electronic diesel control 1 control device 2 operating strategy unit 3 Data bus 4 Crankshaft 5 Operating state detection and storage means 6 Output 7 switching element ABS anti-lock system
BMS Batterie-Management-SystemBMS battery management system
DC/DC Gleichspannungswandler (Direct Current)DC / DC DC-DC converter (Direct Current)
EBS Elektronisches Bremssystem (Electronic Brake System)EBS Electronic Braking System (Electronic Brake System)
EDC Elektronische Dieselregelung (Electronic Diesel Control)EDC Electronic Diesel Control
HCU Hybridsteuerung (Hybrid Control Unit)HCU Hybrid Control (Hybrid Control Unit)
TCU Getriebesteuerung (Transmission Control Unit)TCU Transmission Control Unit
PTO Nebenabtrieb (Power Take-Off) PTO power take-off

Claims

Patentan sprü ch e Patent Attorney
1. Verfahren zum Betrieb eines Hybridfahrzeuges, mit einem Parallel- hybrid-Anthebsstrang (2, 2'), umfassend einen Verbrennungsmotor (3), wenigstens eine elektrischen Maschine (5), wenigstens ein Schaltelement (4), mittels dem eine kraftschlüssige Verbindung zwischen der wenigstens einen elektrischen Maschine (5) und dem Verbrennungsmotor (3) herstellbar ist, ein Getriebe (7) und einen Abtrieb (26), wobei der Verbrennungsmotor (3) aus einem elektrischen Fahrbetrieb startbar ist, dadurch g e ke n n z e i c h n et , dass bei einer Startanforderung zum Starten des Verbrennungsmotors (3) mit Hilfe einer Auswertung vorgegebener Auswahlkriterien je nach momentaner Betriebssituation variabel ein Startmodus aus einer Gruppe zur Verfügung stehender Startmodi ausgewählt und dieser eingeleitet wird.1. A method for operating a hybrid vehicle, with a parallel hybrid-Aufhebsstrang (2, 2 '), comprising an internal combustion engine (3), at least one electric machine (5), at least one switching element (4), by means of a frictional connection between the at least one electric machine (5) and the internal combustion engine (3) can be produced, a transmission (7) and an output (26), wherein the internal combustion engine (3) can be started from an electric driving operation, characterized in that a start request for starting the internal combustion engine (3) by means of an evaluation of predetermined selection criteria depending on the current operating situation variably selected a start mode from a group of available start modes and this is initiated.
2. Verfahren nach Anspruch 1 , dadurch g e ke n n z e i c h n e t , dass die Auswahl eines Startmodus anhand modusspezifisch festgelegter Auswahlkriterien erfolgt.2. Method according to claim 1, characterized in that the selection of a start mode takes place on the basis of mode-specifically defined selection criteria.
3. Verfahren nach Anspruch 1 oder 2, dadurch g e ke n n z e i c h n et , dass ein Schleppstart, bei dem der Verbrennungsmotor (3) durch Schließen des wenigstens einen Schaltelementes (4) gestartet wird, wobei der Abtrieb (26) während des Motorstarts mit der wenigstens einen elektrischen Maschine (5) wirkverbunden ist, durchgeführt wird, wenn die Drehzahl der elektrischen Maschine (5) oberhalb einer Mindeststartdrehzahl liegt und wenigstens eines der Auswahlkriterien hohe Dynamikanforderung, hohe Gangstufe, hohe Fahrzeugmasse, geringe elektrische Antriebsmomentreserve erfüllt ist. 3. The method according to claim 1 or 2, characterized GE ke nnzeichn et that a tow start, in which the internal combustion engine (3) by closing the at least one switching element (4) is started, wherein the output (26) during engine start with the at least an electric machine (5) is operatively connected, is performed when the rotational speed of the electric machine (5) is above a minimum starting speed and at least one of the selection criteria high dynamic demand, high gear, high vehicle mass, low electric drive torque reserve is met.
4. Verfahren nach Anspruch 1 oder 2, dadurch g e k e n n z e i c h n e t , dass ein Zugstart durchgeführt wird, bei dem der Verbrennungsmotor (3) durch Schließen des zwischen der wenigstens einen elektrischen Maschine (5) und dem Verbrennungsmotor (3) angeordneten einen Schaltelementes (4) gestartet wird, während ein im Kraftfluss zwischen der wenigstens einen elektrischen Maschine (5) und dem Abtrieb (26) angeordnetes zweites Schaltelement (27) im Schlupf betrieben wird, wenn ein solches abthebsseitiges regelbares Schaltelement als zweites Schaltelement (27) zur Verfügung steht, und wenigstens eines der Auswahlkriterien hohe elektrische Antriebsmomentreserve oder hohe Komfortanforderung erfüllt ist.4. The method according to claim 1 or 2, characterized in that a train start is performed, wherein the internal combustion engine (3) by closing the between the at least one electric machine (5) and the internal combustion engine (3) arranged a switching element (4) started is, while in the power flow between the at least one electric machine (5) and the output (26) arranged second switching element (27) is slidably operated, when such Abthebsseitbares controllable switching element as a second switching element (27) is available, and at least one of the selection criteria high electric drive torque reserve or high comfort requirement is met.
5. Verfahren nach Anspruch 1 oder 2, dadurch g e k e n n z e i c h n e t , dass ein zugkraftunterbrochener Motorstart durchgeführt wird, bei dem zunächst eine Wirkverbindung zwischen der wenigstens einen elektrischen Maschine (5) und dem Abtrieb (26) gelöst wird, dann der Verbrennungsmotor (3) durch Schließen des wenigstens einen Schaltelementes (4) gestartet wird, und schließlich der Abtrieb (26) mit der wenigstens einen elektrischen Maschine (5) und/oder dem Verbrennungsmotor (3) wirkverbunden wird, wenn wenigstens eines der Auswahlkriterien keine Schleppstartmöglichkeit, keine Zugstartmöglichkeit oder niedrige Gangstufe erfüllt ist.5. The method according to claim 1 or 2, characterized in that a traction interrupted engine start is performed, in which initially an operative connection between the at least one electric machine (5) and the output (26) is released, then the internal combustion engine (3) by closing of the at least one switching element (4) is started, and finally the output (26) with the at least one electric machine (5) and / or the internal combustion engine (3) is operatively connected, if at least one of the selection criteria no towing start option, no Zugstartmöglichkeit or low gear is satisfied.
6. Verfahren nach einem der Ansprüche 1 bis 5, dadurch g e k e n n z e i c h n e t , dass ein zugkraftunterbrochener Motorstart bei einem Schaltvorgang durchgeführt wird, bei dem sequenziell zunächst eine Ursprungsgangstufe ausgelegt wird, dann der Verbrennungsmotor (3) durch Schließen des wenigstens einen Schaltelementes (4) gestartet wird, und schließlich eine Zielgangstufe eingelegt wird, wenn das Getriebe (7) als ein Schaltgetriebe ausgebildet ist und wenn als Auswahlkriterium eine Schaltanforderung und eine Startanforderung gleichzeitig oder zumindest zeitlich dicht beieinander vorliegen. 6. The method according to any one of claims 1 to 5, characterized in that a traction interrupted engine start is carried out in a switching operation in which initially an initial gear stage is designed, then the internal combustion engine (3) by closing the at least one switching element (4) is started , And finally a target gear is engaged when the transmission (7) is designed as a manual transmission and when as a selection criterion, a shift request and a start request simultaneously or at least temporally close together.
7. Verfahren nach einem der Ansprüche 1 bis 5, dadurch g e ke n n z e i c h n et , dass ein zugkrafterhaltender Motorstart bei einem Schaltvorgang durchgeführt wird, bei dem parallel zu einem Wechsel zwischen einer Ursprungsgangstufe und einer Zielgangstufe der Verbrennungsmotor (3) durch Schließen des wenigstens einen Schaltelementes (4) gestartet wird, wenn das Getriebe (7) als ein Lastschaltgetriebe oder lastschaltfähiges Getriebe ausgebildet ist und wenn als Auswahlkriterium eine Schaltanforderung und eine Startanforderung gleichzeitig oder zumindest zeitlich dicht beieinander vorliegen.7. The method according to any one of claims 1 to 5, characterized GE ke nnzeichn et that a zugkrafterhaltender engine start is performed in a switching operation, in parallel to a change between an original gear stage and a target gear stage of the internal combustion engine (3) by closing the at least one switching element (4) is started when the transmission (7) is designed as a powershift or powershift transmission and when as a selection criterion a shift request and a start request are present simultaneously or at least temporally close to each other.
8. Verfahren nach einem der Ansprüche 1 bis 7, dadurch g e ke n n z e i c h n et , dass bei der Auswahl eines Startmodus wenigstens ein dynamischer Fahrzeug-Betriebsparameter oder eine daraus abgeleitete Größe als ein modusübergreifendes Auswahlkriterium berücksichtigt wird.8. The method according to claim 1, wherein at least one dynamic vehicle operating parameter or a variable derived therefrom is taken into account as a mode-spanning selection criterion when selecting a start mode.
9. Verfahren nach Anspruch 8, dadurch g e ke n n z e i c h n e t , dass zu einer Gruppe dynamischer Fahrzeug-Betriebsparameter eine momentane Fahrgeschwindigkeit, ein vom Fahrer angefordertes Fahrmoment, eine momentan eingelegte Gangstufe und/oder eine angeforderte Gangstufe zugehörig sind.9. Method according to claim 8, characterized in that a current driving speed, a driving torque requested by the driver, a currently engaged gear ratio and / or a requested gear ratio are associated with a group of dynamic vehicle operating parameters.
10. Vorrichtung zum Betrieb eines Hybridfahrzeuges, mit einem Paral- lelhybrid-Anthebsstrang (2, 2'), umfassend einen Verbrennungsmotor (3), wenigstens eine elektrischen Maschine (5), wenigstens ein Schaltelement (4), über das eine kraftschlüssige Verbindung zwischen der wenigstens einen elektrischen Maschine (5) und dem Verbrennungsmotor (3) herstellbar ist, ein Getriebe (7) und einen Abtrieb (26), wobei der Verbrennungsmotor (3) aus einem elektrischen Fahrbetrieb startbar ist, dadurch g e ke n n z e i c h n et , dass Betriebszustandserfassungs- und Speichermittel (25) vorgesehen sind, die mit einer Betriebsstrategie-Einheit (22) in Verbindung stehen, mit deren Hilfe bei einer Startanforderung zum Starten des Verbrennungsmotors (3) aus einer elektrischen Fahrt eine momentane Betriebssituation auswertbar und in Abhängigkeit von der Auswertung ein Startmodus zum Start des Verbrennungsmotors (3) aus einer Gruppe gespeicherter Startmodi wählbar und dieser einleitbar ist. 10. A device for operating a hybrid vehicle, with a parallel hybrid-Aufhebsstrang (2, 2 ') comprising an internal combustion engine (3), at least one electric machine (5), at least one switching element (4) via which a frictional connection between the at least one electric machine (5) and the internal combustion engine (3) can be produced, a transmission (7) and an output (26), wherein the internal combustion engine (3) can be started from an electric driving operation, characterized in that operating state detection - And storage means (25) are provided, which are in communication with an operating strategy unit (22), by means of which at a start request for starting the internal combustion engine (3) from a electric driving a current operating situation evaluable and depending on the evaluation of a start mode for starting the engine (3) from a group of stored start modes selectable and this can be introduced.
EP08861639A 2007-12-17 2008-12-02 Method and device for operating a hybrid drive Withdrawn EP2222527A2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007055828A DE102007055828A1 (en) 2007-12-17 2007-12-17 Method and device for operating a hybrid vehicle
PCT/EP2008/066598 WO2009077320A2 (en) 2007-12-17 2008-12-02 Method and device for operating a hybrid drive

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WO2009077320A2 (en) 2009-06-25
US20110040432A1 (en) 2011-02-17
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DE102007055828A1 (en) 2009-06-18
WO2009077320A3 (en) 2009-10-29

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