EP3359435A1 - Procédé et dispositif pour faire fonctionner un système de propulsion, système de propulsion - Google Patents

Procédé et dispositif pour faire fonctionner un système de propulsion, système de propulsion

Info

Publication number
EP3359435A1
EP3359435A1 EP16760062.6A EP16760062A EP3359435A1 EP 3359435 A1 EP3359435 A1 EP 3359435A1 EP 16760062 A EP16760062 A EP 16760062A EP 3359435 A1 EP3359435 A1 EP 3359435A1
Authority
EP
European Patent Office
Prior art keywords
combustion engine
torque
internal combustion
clutch
dual
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Withdrawn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
EP16760062.6A
Other languages
German (de)
English (en)
Inventor
Thomas Huber
Benjin Luo
Michael Lehner
Rainer GASPER
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3359435A1 publication Critical patent/EP3359435A1/fr
Withdrawn legal-status Critical Current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
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, 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
    • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
    • B60W30/186—Preventing damage resulting from overload or excessive wear of the driveline excessive wear or burn out of friction elements, e.g. clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0429—Bridging torque interruption by torque supply with a clutch in parallel torque path
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
    • 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

Definitions

  • the invention relates to a method for operating a drive device of a motor vehicle having an internal combustion engine, an electric machine and a dual clutch transmission, wherein the dual clutch transmission has two clutches, by which it is connectable to the internal combustion engine, wherein in a driving operation, at least the internal combustion engine for
  • Controlled generation of a target drive torque is connected by one of the clutches with the dual-clutch transmission, and wherein the clutches are actuated in opposite directions for a gear change.
  • the invention relates to a device for operating the above
  • hybrid drive devices which have at least one electric machine in addition to an internal combustion engine, are finding more and more application in motor vehicle construction.
  • Such drive devices allow performing different driving modes, such as a purely electric operation, a pure combustion engine operation and a mixed operation, in which the drive torque of the motor vehicle is generated jointly by both the electric motor and by the internal combustion engine.
  • the electric motor can also be operated as a generator, it is included possible to charge by load point displacements of the internal combustion engine, a vehicle battery of the motor vehicle electrically or to feed electrical energy into the battery during a braking operation.
  • the prime movers, electric motor and internal combustion engine not directly connected to drive wheels of the motor vehicle, but under
  • the inventive method with the features of claim 1 has the advantage that the switching delay or a noticeable from the driver or the occupants of the motor vehicle traction deceleration or
  • the invention provides that during a gear change, the electric machine connected without coupling with the dual-clutch transmission is controlled in such a way that it generates the setpoint torque, at least temporarily, completely or partially.
  • the invention thus provides that, in a gear change, the motor torque of the internal combustion engine which is eliminated by the opening of the clutch on the drive wheels by a
  • Engine torque of the electric machine is fully or partially compensated, especially if when driving alone the
  • Dual-clutch transmission ie from a lower gear to a higher gear, or from a gear with a higher gear
  • Dual clutch transmission or to connect to the drive train so that solely by the control of the electric machine that reacts very dynamically to a control, the traction interruption is advantageously reduced or minimized.
  • the target torque is completely taken over by the electric machine in order to completely avoid the traction interruption.
  • this depends on the dimensioning of the electric machine, which may optionally provide the required target torque only partially. In this case it is
  • the electric machine when driving the internal combustion engine and the electric machine are driven to jointly generate the desired torque in the gear change, the electric machine is driven such that it is the proportion of the engine to the target Driving torque completely or partially takes over. So is the target torque through both Generated engine, takes over the gear change, the electric machine additionally the proportion of the target torque of the
  • Gear change is thus initiated by a reduction of the torque provided by the engine.
  • This reduction is expediently completely or partially compensated by the electric machine, as already described above.
  • the electric machine as already described above.
  • Combustion engine is reduced with the dual-clutch transmission currently connecting coupling.
  • Dual clutch transmission is transmitted.
  • the other clutch is preferably closed simultaneously or at a later time after, for example, a gear change has occurred.
  • Internal combustion engine is transmitted to the dual clutch transmission torque by reducing the engine torque of the internal combustion engine.
  • the engine torque or a nominal Engine torque corresponds in the case in which the
  • Drive torque is provided solely by the internal combustion engine in the initial state, the target drive torque. Will that be
  • the setpoint engine torque corresponds to the proportion of
  • the engine torque of the internal combustion engine is reduced or reduced even before the clutch which currently connects the internal combustion engine to the dual-clutch transmission is opened. This results in a compensation of the dropping engine torque by the electric machine even before the internal combustion engine of the
  • Double clutch transmission to perform the switching operation is released.
  • Torque increases a machine torque of the electric machine at the same time.
  • the engine torque is increased to the same extent as the torque transmitted by the engine is reduced.
  • the coupling connecting the internal combustion engine with the dual-clutch transmission is only opened when the torque of the internal combustion engine is reduced to zero.
  • the coupling connecting the internal combustion engine with the dual-clutch transmission is then load-free and can be opened gently with minimal wear.
  • Gear change both clutches are fully open. This ensures a low-wear gear change of the dual-clutch transmission. Although both clutches are opened, it is ensured by the embodiment according to the invention that a traction interruption is prevented, or that the target drive torque is at least largely provided by the electric machine. According to a preferred embodiment of the invention it is provided that for initiating the gear change, the internal combustion engine with the
  • Electric machine ensures that even here this interruption of traction is at least largely avoided.
  • the device according to the invention with the features of claim 10 is characterized by a specially prepared control unit that performs the inventive method when used as intended. This results in the already mentioned advantages. Further advantages and preferred features emerge in particular from the previously described and from the claims.
  • the drive device according to the invention with the features of claim 10 is characterized by the inventive device. This results in the already mentioned advantages. In the following, the advantages of the inventions based on a
  • Figure 2 is a diagram for explaining an advantageous method for
  • FIG. 3 shows a further diagram for explaining the method
  • FIG. 4 shows a further diagram for explaining the method
  • FIG. 5 shows a diagram for explaining a variant of the method
  • Figure 6 is another diagram for explaining the further variant of the method
  • FIG. 7 is a flow chart for explaining a further advantageous embodiment
  • Figure 1 shows a drive device 1 of a motor vehicle, which as
  • Hybrid drive device is formed.
  • the drive device 1 an internal combustion engine 2 and an electric machine 3, which are connected by a dual-clutch transmission 4, which is shown only functionally in the figure 1, with at least one drive wheel 5 of the motor vehicle.
  • the dual-clutch transmission 4 has two clutches K1 and K2, by means of which it can be operatively connected to the internal combustion engine 2. This shows that
  • Dual clutch transmission 4 two partial transmissions TGl and TG2, each having different translations and are operatively connected to the drive wheel 5.
  • the partial transmission TG1 has the ratios for the gears 1, 3, 5 the reverse gear and a neutral gear N
  • the partial transmission TG2 has the translations for the gears 2, 4 and 6 and a neutral gear N.
  • Dual-clutch transmission 4 designed such that, as shown here, the next higher or the next lower translation is in each case on the other partial transmission.
  • An input shaft of the subtransmission TG1 is connected to the clutch K1 and an input shaft of the subtransmission TG2 to the clutch K2, so that depending on which of the clutches K1 and K2 is closed, the internal combustion engine 2 either with the subtransmission TG1 or with the subtransmission TG2 is operatively connected.
  • both clutches Kl and K2 open the engine 2 is completely from the
  • Dual clutch transmission 4 separated and can transmit neither a positive nor a negative torque to the drive wheel 5.
  • the electric machine 3 is permanently or clutch-free with the input shaft of the
  • the electric machine 3 is coupled for example by a belt drive or by a gear transmission with the input shaft. Alternatively, the electric machine 3 but also on the
  • the internal combustion engine 2 is also assigned a starter motor 6 in the present case.
  • a gear change from a lower to a higher gear for example, from the gear 3 to the gear 4, the procedure is usually as follows:
  • the gear 4 is already engaged in the partial transmission TG2.
  • the partial transmission TG1 the gear 3 is engaged, the clutch K2 is opened, and the clutch K1 is closed, and the engine 2 provides a positive engine torque, which is transmitted to the drive wheel 5 according to the gear 3 ratio.
  • the torque flow or force flow from the engine 2, through the clutch Kl, the partial transmission TG1 to the drive wheel 5.
  • Partial transmission TG2 and a subsequent synchronization of the speed of the internal combustion engine to the speed of the partial transmission TG2 differ. Since the torque request of the driver on the drive wheel 5 of the entire circuit should remain constant, the torque of the internal combustion engine 2 must be raised during the torque transfer. The required increase in the torque can be calculated from the ratio of the fourth gear in the partial transmission TG2 and the desired driver's desired torque. During the synchronization of the rotational speed of the internal combustion engine 2 with the
  • Partial gear TG2 the torque of the engine 2 is lowered so far that results in a reduction in the speed of the engine 2 to the input speed of the partial transmission TG2.
  • the clutch torque of the partial transmission TG1 or the torque transmitted by the clutch Kl is lowered to zero during the torque transfer, and the Clutch torque of the partial transmission TG2 or the clutch K2 raised from zero to the required drive torque. It is advantageous to make sure that the sum of the two clutch moments equal to the desired driver torque during torque transfer, so there is no interruption of traction and thus a reduction in comfort.
  • the clutch torque of the partial transmission TG2 must be kept constant during the synchronization of the speed, to no
  • the speed of the internal combustion engine is to be kept constant or must be slightly increased, so that the slip of the clutch Kl is always positive. This is important so that the sign of the transmitting torque of a sliding clutch depends on the sign of the speed difference.
  • the rotational speed of the internal combustion engine 2 is greater than or equal to the input rotational speed of the subtransmission TG1 in order to transmit a positive torque. Decreases the speed of the
  • Subtransmission TG2 was handed over.
  • For the partial transmission TG2 applies at a Switzerlandroch-shift, so a gear change to a higher gear that the engine speed is always higher than the speed of the input shaft of the partial transmission TG2 to ensure a positive torque transfer.
  • Internal combustion engine 2 are lowered to the input speed of the partial transmission TG2 in order to close the clutch K2 completely.
  • the required driver command torque at the drive wheel 5 between the electric machine 3 and the engine 2 can be divided to operate the engine 2, for example, in a consumption-optimal operating point.
  • the total of the drive device 1 to the drive wheel 5 available set target drive torque from the engine 2 and the electric machine 3 are provided together.
  • the proportions of the internal combustion engine 2 and the electric machine 3 change at the desired drive torque.
  • FIG. 2 shows in a diagram over the time t applied
  • Engine torque Md 3 of the electric machine 3 and the engine torque Md 2 of the internal combustion engine 2 during a gear change wherein in the present case it is assumed that the ratio of electric machine 3 to partial transmission TG2 is equal to 1.
  • the torques of the third-speed subtransmissions TG1 and TG2 Md G 3 and the fourth gear Md G4 are shown. In the upshift from the third to the fourth gear, so when changing from the subtransmission TG1 to the subtransmission TG2, first in a phase I, the torque Md 2 of the engine 2 to the
  • FIG. 3 is applied in a further diagram on the time t, of the clutches Kl and K2 torques transmitted Md K i and Md K 2
  • the torque of the clutch Kl of the component transmission TG1 is in the same degree as the torque Md 2 of the engine 2 lowered to zero. If the clutch Cl is load-free, it can be opened or the clutch K2 can already be tracked beforehand in order to realize a faster shifting process. In contrast to a conventional gear change, in which the
  • Clutch K2 of the partial transmission TG2 is in particular before
  • Torque transfer from the electric machine 3 to the engine 2 is completely closed, and is optionally increased to allow a faster circuit with the engine torque Md 2 .
  • FIG. 4 shows, in a further diagram plotted against the time t, the rotational speed n2 of the internal combustion engine 2 during the described process
  • FIG. 5 again shows the diagram, which is also shown in FIG. 2, with the difference that the electric machine 3 is not capable of doing so
  • Torque of the engine is further transmitted to the partial transmission TG2. Thereafter, the rotational speed synchronization takes place in phase II. If the rotational speeds are synchronized, the clutch K2 of the partial transmission TG2 can be completely closed and the desired drive torque can again be divided between the electric motor 3 and the internal combustion engine 2 to phase III.
  • the transmitting torque of the clutch Kl is the phase I initially reduced to zero. As soon as the clutch Cl is load-free, it can be opened or the clutch can already be tracked beforehand in order to realize a faster shifting process.
  • Torque Md K2 of clutch K2 lower. It is in slip a low power loss, which is proportional to the transmitting torque Md K2 , registered in the clutch K2 and thus achieved a lower wear of the clutch K2 compared to the conventional gear change.
  • the torque of the clutch K2 is also during the synchronization of the internal combustion engine. 2 lower. As a result, a lower power loss is achieved in the clutch K2 over the entire shift or gear change. This leads to a reduced wear of the clutch K2 and thus to an increased life.
  • FIG. 7 shows in a flow chart an advantageous method for operating the drive device during a downshift, that is, during a downshift
  • Gear change from a higher to a lower gear by which a traction interruption-free shifting of the gear of the partial transmission TG2 during a Rekuperations horrs of the electric machine 3 is made possible.
  • a gear for example, gear 4 is engaged, the clutch K2 is open, and the engine 2 is turned off, the clutch Kl is open and the electric machine 3 is operated as a generator.
  • a final state is to be achieved that in the partial transmission TG2 a lower gear, such as gear 2 is engaged, the clutches Kl and K2 are open, the engine is switched off and the electric machine 3 is still operated as a generator and thus produces a negative torque.
  • step S1 the process is started at the stated initial state.
  • step S2 a small gear is engaged in a partial transmission TG1, in particular a gear which is lower than the gear engaged in the partial transmission TG2, and in particular the smallest available gear with the highest gear ratio of the partial transmission TG1, as high a speed as possible to reach the clutch Kl.
  • a step S3 for the gear change the electric machine 3 is driven to set a zero torque, so to run in an idle.
  • the clutch Kl is operated slipping in a step S4, without the internal combustion engine 2 is operated. Due to the slipping operation of the clutch Kl, a decelerating torque is generated in the partial transmission TG1 by energy is destroyed in the clutch Kl by the slip and thus a traction interruption by the zero moment of the
  • the current gear for example gear 4
  • a new, lower gear in particular the next lower gear, in the present gear 2
  • the decelerating target drive torque is further provided by the slipping operation of the clutch Kl.
  • step S7 the electric machine 3 is again driven to be operated as a generator and insofar to provide a decelerating drive torque available that acts on the drive gear 5 for the partial transmission TG2. While the torque of the electric machine 3 is raised again, the clutch Kl is opened again to cancel the delay torque generated by the slip. As soon as the clutch K1 is completely opened, the engaged gear of the subtransmission TG1 is preferably redesigned in a step S8 and the subtransmission TG1 is in particular switched to a neutral gear or state. As a result, the process is ended in a step S9.
  • the switching process is carried out as quickly as possible, so that as little energy in the clutch Kl is destroyed by the slipping operation and the wear is kept low.
  • the internal combustion engine 2 rotates as long as the clutch Kl generates a decelerating torque.
  • Dual clutch transmission 4 namely the traction interruption-free switching, is thus ensured even in the purely electrical operation of the motor vehicle, with only one of the partial transmission TG1 or TG2 associated electric machine.

Abstract

L'invention concerne un procédé pour faire fonctionner un système de propulsion (1) d'un véhicule à moteur, comprenant un moteur à combustion interne (2), une machine électrique (3) et une boîte de vitesses à double embrayage (4), la boîte de vitesses à double embrayage (4) comprenant deux embrayages (K1, K2) au moyen desquels elle peut être couplée au moteur à combustion interne (2). En mode roulage, au moins le moteur à combustion interne (2) est régulé de manière à générer un couple théorique d'entraînement, les embrayages (K1, K2) étant actionnés en sens contraire pour le passage des vitesses. Selon l'invention, lors d'un passage de vitesses, la machine électrique (3) reliée sans embrayage à la boîte de vitesses à double embrayage (4) est commandée de telle manière à fournir au moins temporairement la totalité ou une partie du couple théorique.
EP16760062.6A 2015-10-07 2016-09-01 Procédé et dispositif pour faire fonctionner un système de propulsion, système de propulsion Withdrawn EP3359435A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015219340.3A DE102015219340A1 (de) 2015-10-07 2015-10-07 Verfahren und Vorrichtung zum Betreiben einer Antriebsvorrichtung, Antriebsvorrichtung
PCT/EP2016/070593 WO2017060010A1 (fr) 2015-10-07 2016-09-01 Procédé et dispositif pour faire fonctionner un système de propulsion, système de propulsion

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EP3359435A1 true EP3359435A1 (fr) 2018-08-15

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US (2) US10661806B2 (fr)
EP (1) EP3359435A1 (fr)
KR (1) KR102532053B1 (fr)
CN (1) CN108137033B (fr)
DE (1) DE102015219340A1 (fr)
WO (1) WO2017060010A1 (fr)

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CN108137033A (zh) 2018-06-08
CN108137033B (zh) 2021-12-07
DE102015219340A1 (de) 2017-04-13
KR102532053B1 (ko) 2023-05-15
KR20180063256A (ko) 2018-06-11
US20200247419A1 (en) 2020-08-06
US10661806B2 (en) 2020-05-26
WO2017060010A1 (fr) 2017-04-13
US20190084575A1 (en) 2019-03-21

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