EP3867119A1 - Hybridantriebsmodul und verfahren zur leistungsverbesserung eines solchen hybridantriebsmoduls - Google Patents

Hybridantriebsmodul und verfahren zur leistungsverbesserung eines solchen hybridantriebsmoduls

Info

Publication number
EP3867119A1
EP3867119A1 EP19797188.0A EP19797188A EP3867119A1 EP 3867119 A1 EP3867119 A1 EP 3867119A1 EP 19797188 A EP19797188 A EP 19797188A EP 3867119 A1 EP3867119 A1 EP 3867119A1
Authority
EP
European Patent Office
Prior art keywords
drive module
hybrid drive
output shaft
clutch
rpm difference
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP19797188.0A
Other languages
English (en)
French (fr)
Inventor
Hans AULIN
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.)
BorgWarner Sweden AB
Original Assignee
BorgWarner Sweden AB
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 BorgWarner Sweden AB filed Critical BorgWarner Sweden AB
Publication of EP3867119A1 publication Critical patent/EP3867119A1/de
Pending 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
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • 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
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    • 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
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • 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
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0026—Lookup tables or parameter maps
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F16D2500/70406—Pressure
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70438—From the output shaft
    • F16D2500/7044—Output shaft torque
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70438—From the output shaft
    • F16D2500/70442—Output shaft speed
    • 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 present invention relates to a hybrid drive module and aspects of methods for improving operating performance of such hybrid drive module, in particular for reducing angular acceleration of mass. It also relates to a hybrid vehicle comprising a hybrid drive module. Background
  • Vibration and noise are common problems in combustion engine-based vehicles due to the crankshaft being accelerated/decelerated during combustion in the cylinder. This may result in large alternating torque pulsations during rotation of the crankshaft.
  • the torque pulsations can be dampened in various ways, e.g. by extending the piston rod, by providing a large flywheel or by increasing the number of cylinders to provide a more continuous torque on the crankshaft.
  • mass forces arise due to the internal masses being accelerated back and forth causing oscillating forces; these can typically be balanced by means of increasing the cylinder count.
  • An example of an existing hybrid drive module includes a first sprocket which is intended to be connected to the crankshaft of the internal combustion engine indirectly via a dual mass flywheel and a disconnect clutch, and an electrical motor being drivingly connected to a second sprocket.
  • the sprockets are connected by means of a belt or chain in order to allow for various driving modes such as pure electrical driving, recuperation, traction mode, and boost.
  • the electric motor may also in other examples be arranged directly on a shaft in the driveline, with the rotor of the electric motor being fixedly connected and providing power directly to the shaft without having to use any belt or chain.
  • An idea of the present invention is to provide a hybrid drive module, as well as a method for such hybrid drive module, utilizing the built-in clutch to provide active dampening.
  • a method for reducing acceleration variations of an output shaft of a hybrid drive module comprising an electrical motor being connected to the output shaft, and a crankshaft of an associated internal combustion engine is connected to an input shaft of the hybrid drive module.
  • the input shaft is connected to the output shaft via a clutch.
  • the method comprises determining a target RPM difference between the crankshaft and the output shaft, calculating an actual RPM difference between the crankshaft and the output shaft, and determining a pressure to be applied by actuation of the clutch based on the target RPM difference, the actual RPM difference and/or on a current torque output from the internal combustion engine to achieve an actual RPM difference essentially matching the target RPM difference.
  • the actual RPM difference between the crankshaft and the output shaft is always maintained such that it is zero or that the crankshaft rotates faster than the output shaft.
  • Situations where the crankshaft rotates slower than the output shaft of the hybrid drive, for longer periods or briefly in an oscillating manner will restrict the dampening functionality. Keeping a minimum differential speed over the clutch while still having enough differential speed to reach the angular acceleration targets is therefore important, also for efficiency purposes.
  • the pressure may be determined based on an RPM difference error calculated between the actual RPM difference and the target RPM difference and/or on a current torque output from the internal combustion engine.
  • Using the error, either or in combination its magnitude, derivate or integral, as a control parameter allows accurate and smooth regulation of the clutch to achieve an actual RPM difference closely following the target RPM difference.
  • the pressure applied by the clutch may further be determined based on the current torque output from the internal combustion engine, which is used to retrieve a corresponding clutch pressure stored in the memory. Also taking into account the current torque output provides an even closer regulation of the clutch and the actual RPM difference in dynamic situations. By having stored torque outputs along with corresponding required clutch pressures for achieving a certain slip, the actuation of the clutch can be controlled more rapidly by monitoring the torque output and choosing a corresponding clutch pressure stored in the memory.
  • the target RPM difference may be determined further based on the internal combustion engine RPM and the current load on the internal combustion engine. As the engine RPM and the load on the internal combustion engine are important parameters in the characteristics of the vibrations it produces is may also be important to take this into account when determining a target RPM difference.
  • the target RPM difference is the main source of vibration reduction in the hybrid drive module, and matching this to the operating conditions of the associated engine are beneficial for achieving efficient reduction of vibrations.
  • the matching of the target RPM difference with the engine operating conditions may be done beforehand for each engine type in a controlled test where the optimal target RPM difference for each running condition is determined. It may also be performed continuously during operation of the engine, or a combination of both.
  • the target RPM difference is determined based on
  • a hybrid drive module comprising a housing enclosing an electrical motor, the electrical motor being connected to an output shaft of the hybrid drive module.
  • a crankshaft of an associated internal combustion engine is connected to an input shaft of the hybrid drive module.
  • the input shaft is connected to the output shaft via a clutch also enclosed within the housing, the hybrid drive module further comprising a control unit and a memory.
  • the hybrid drive module being configured to perform the method of the first aspect.
  • the hybrid drive module according to the second aspect provides improved reduction of the vibrations that are produced by the internal combustion engine, while allowing the associated mechanical vibration dampers (e.g. the flywheel) to be made less complex and heavy.
  • the electrical motor is arranged in a coaxial manner on the output shaft downstream of the clutch.
  • the electrical motor is arranged in an off-axis manner in relation to the output shaft of the hybrid drive module.
  • the electrical motor being connected via a continuous member drive to a second sprocket on the output shaft of the hybrid drive module.
  • In one embodiment is a dual mass flywheel arranged between the input shaft and the clutch. Having the clutch downstream of the flywheel allows the clutch to reduce the vibrations that are transmitted through the flywheel.
  • the hybrid drive module may further comprise a centrifugal pendulum absorber, achieving a further reduction of the vibrations from the internal combustion engine.
  • a hybrid vehicle provided, comprising the hybrid drive module of the second aspect.
  • Fig. la shows a schematic outline of a hybrid drive module according to an embodiment
  • Fig. lb shows a schematic outline of a hybrid drive module according to an embodiment
  • Fig. 2a is a cross-sectional view of an exemplary dual mass flywheel according to an embodiment of the hybrid drive module shown in Fig. 1;
  • Fig. 2b is a cross-sectional view of an exemplary dual mass flywheel according to an embodiment of the hybrid drive module shown in Fig. 1;
  • Fig. 3 shows two diagrams representing operation of the hybrid drive module
  • Fig. 4 shows three diagrams representing operation of the hybrid drive module
  • Fig. 5 is a schematic view of a method according to an embodiment. Detailed description
  • a schematic outline of an engine/hybrid assembly 10 of a vehicle comprising a hybrid drive module 100 according to an embodiment.
  • the associated vehicle is typically a passenger car, and the engine/hybrid assembly 10 used for propulsion of the vehicle comprises an internal combustion engine 20 and the hybrid drive module 100.
  • the hybrid drive module 100 is mechanically connected to a crankshaft 22 of the internal combustion engine 20 in order to provide additional drive torque to a transmission 160 arranged in series with the hybrid drive module 100.
  • the transmission is also connected to the crankshaft 22 as is evident from Fig. la.
  • the hybrid drive module 100 thus comprises an input shaft 101 that is connected to the crankshaft 22 of the internal combustion engine 20, and an output shaft 102 that is connected to downstream driveline components such as the transmission 160.
  • the hybrid drive module 100 comprises an electrical motor 110 and a continuous member drive 120, here in the form of a chain drive, connecting the electrical motor 110 with the crankshaft 22.
  • the electrical motor 110 is for this purpose driving a first sprocket 122 of the chain drive 120, whereby upon activation of the electrical motor 110 rotational movement of the first sprocket 122 is transmitted to a second sprocket 124 of the chain drive 120 via a chain 126.
  • the second sprocket 124 is drivingly connected to the output shaft 102, which is indirectly connected to the crankshaft 22 via one or more couplings.
  • the second sprocket 124 is connected to the output shaft 102 which is connected to a disconnect clutch 130 receiving driving torque from a dual mass flywheel 140.
  • the dual mass flywheel 140 has a primary mass 142 and a secondary mass 144, typically rotationally connected to each other via one or more springs.
  • the disconnect clutch 130 is often referred to as the K0 clutch.
  • the dual mass flywheel 140 (which could be replaced by another torsional damping/absorption device), receives input torque directly from the crankshaft 22 via the input shaft 101.
  • the dual mass flywheel 140 may also be connected directly or indirectly via for instance the clutch 130 to a centrifugal pendulum absorber (CPA) 148.
  • CPA centrifugal pendulum absorber
  • a further optional clutch 150 here representing a launch clutch 150.
  • the launch clutch 150 is often referred to as the Kl clutch.
  • the launch clutch 150 is arranged downstream, i.e. on the output side of the hybrid drive module 100 upstream a transmission 160. It should be realized that the launch clutch 150 could be replaced by a torque converter or similar.
  • control unit 170 is connected to a control unit 170 being configured to control the operation of the electrical motor 110 and the clutch 130 as will be further explained below.
  • the control unit 170 is further connected to a read/write memory 180 for storing and accessing data associated with the vehicle, the driveline, the hybrid drive module 100 and the associated internal combustion engine 20.
  • Fig. la The configuration shown in Fig. la is an off-axis configuration, where the electrical motor 110 is arranged in parallel but offset in relation to the longitudinal axis of the input shaft 101 and the output shaft 102 of the hybrid drive module 100, as well as in relation to the crankshaft 22 of the engine 20.
  • the electrical drive module 100 is arranged in an on- axis configuration.
  • the electrical motor 110 is arranged in coaxially on the output shaft 102 of the hybrid drive module 100 and is thus preferably also coaxial with the input shaft 101 of the hybrid drive module 100 and the crank shaft 22 of the internal combustion engine 20. With the rotor of the electrical motor 110 arranged directly connected to the output shaft 102 is the need for a continuous member drive 120 removed. Both on-axis and off-axis configurations are commonly used in hybrid drive applications, and the application at hand dictates whether on- or off-axis is the best choice. With the exception of the arrangement of the electrical motor 110, the embodiment shown in Fig. lb is identical to that of Fig. la and therefore is the detailed description of the components and features of Fig. la applicable also to Fig. lb.
  • Fig. 2a is a cross sectional view of an exemplary dual mass flywheel (DMF) 140, to form part of the hybrid drive module 100 of Fig. la.
  • the hybrid drive module 100 being arranged in an off-axis configuration, with the electrical motor 110 connected to the second sprocket 124.
  • the dual mass flywheel 140 comprises the primary mass 142, which is connected to the crankshaft 22 via the input shaft 101, and the secondary mass 144, which transmits torque from the primary mass 142 further downstream.
  • the secondary mass 144 is considered to also include the masses of the clutch 130, the second sprocket 124 (in
  • the secondary mass 144 can also be divided into two separate masses l44a, l44b that are separated by the clutch 130.
  • a first secondary mass component l44a is formed by the output 144 of the dual mass flywheel 140 and the input shaft l30a of the clutch 130 with the thereto-connected discs.
  • a second secondary mass component l44b is formed by the output shaft 130b of the clutch 130, along with the CPA 148 (where applicable), the second sprocket 124 (where applicable) and the other downstream components of the driveline.
  • Fig. 2b shows a cross sectional view of the dual mass flywheel 140 in an on-axis configuration.
  • the clutch output shaft l30b is now connected to the CPA 148, which is optional, and to the output shaft 102.
  • the electrical motor 110 (not shown in Fig. 2b) is then connected directly onto the output shaft 102 via for instance a spline connection or by any other suitable connection type.
  • the remaining features are shared with the embodiment shown in Fig. 2a and will thus not be described further in relation to Fig. 2b.
  • Fig. 3 a shows two graphical representations of how the hybrid drive module 100, together with the engine 20, perform during operation.
  • the upper diagram represents actual speeds/velocities of the primary mass 142 (i.e. the RPM of the crankshaft 22, or the thereto connected input shaft 101) of the dual mass flywheel 140, the first secondary mass component l44a (as measured on the clutch input shaft l30a), and the second secondary mass component l44b (as measured on the output shaft 102), as a respective function of time.
  • the lower diagram is an acceleration diagram depicting the acceleration of the primary mass 142 (as measured on the input shaft 101) and the second secondary mass component l44b (as measured on the output shaft 102) as a function of time.
  • FIG. 3 illustrates in graphical form, some of the technical effects and advantages of the present invention as described herein.
  • the magnitude of speed of the input shaft 101 i.e. the primary mass 142
  • the speed of the second secondary mass component l44b oscillates, however with much smaller amplitude than the primary mass 142. Nevertheless, these oscillations of the speed of the second secondary mass component l44b will to some extent transmit through the output shaft 102 and onwards to the gearbox 160. The oscillations may then affect the speed of the output shaft of the gearbox 160 and form correlating oscillations, which are then transferred throughout the remaining driveline.
  • the oscillating speed of the crankshaft 22 will at least to some extent translate to acceleration variations of the output shaft of the gearbox 160. These oscillations will transmit to the wheels of the vehicle causing undesired noise, vibrations and harshness (NVH) issues in the vehicle. It may also cause increased wear of the affected components.
  • NSH noise, vibrations and harshness
  • the actual acceleration of the primary mass 142 i.e. the crankshaft 22
  • the acceleration of the second secondary mass component l44b which also represent the acceleration of the input shaft of the gearbox 160, also shows an oscillating pattern, in the range of +/- 150 rad/sec 2 .
  • a target RPM difference between the input shaft 101 and the output shaft 102 that is required to at least to some extent reduce the actual acceleration variations of the second secondary mass component l44b (i.e. of the output shaft 102 of hybrid drive module 100) is determined.
  • the target RPM difference is then compared with the actual RPM difference with the aim to subsequently adjust the actual RPM difference to match the target RPM difference, and this is achieved by means of control of the clutch 130.
  • the required target RPM difference may for example be determined from the speed curve and/or the acceleration curve of the output shaft of the gearbox 160 by means of reading, processing, calculating, or any combination thereof.
  • Suitable input for such determination may e.g. comprise measured values from speed sensors, position sensors, or the like.
  • the target RPM difference is determined from the speed curve and/or the acceleration curve of the output shaft 102 of the hybrid drive module, which corresponds or connects to the input shaft of the gearbox 160, by means of reading, processing, calculating, or any combination thereof.
  • the target RPM difference is tabulated from the speed and load of the ICE 20.
  • the method of dampening vibrations is inactivated.
  • the clutch 130 is thereby in default engaged position whereby there is no slip (i.e. actual RPM difference is zero) between the primary mass 142, the first secondary mass component l44a and the second secondary mass component l44b (or between the input shaft 101 and the output shaft 102).
  • the speed of the primary mass 142 oscillates in the upper diagram while the acceleration oscillates as expected in the lower diagram due to the primary mass 142 being coupled to the crankshaft 22 via the input shaft 101.
  • the method of reducing vibrations is activated. From the upper diagram, it is realized that upon activation of the method, the speed/RPM oscillation amplitude of the second secondary mass component l44b is at least to some extent reduced.
  • an RPM difference is allowed in the clutch 130 between the input shaft 101 and the output shaft 102, or between the first secondary mass component l44a and the second secondary mass component l44b, or between the crankshaft 22 and the output shaft 102.
  • the clutch 130 is controlled such that the acceleration variations of the crankshaft 22 caused by the engine 20 are to some extent isolated. This effect may be observed also in the lower acceleration diagram where the amplitude of the acceleration variations is substantially reduced.
  • the method may thus comprise ensuring that an average acceleration of the crankshaft 22 and the output shaft of the gearbox 160 both have equal signs; i.e. ensuring that there is no change of sign for the differential speed direction over the clutch. Put in other words, ensuring that the input shaft 101 rotates faster or with the same speed as the output shaft 102 and that acceleration of the input shaft 101 translates to essentially equal acceleration of the output shaft 102.
  • the control unit 170 controlling the clutch 130 may comprise a computer capable of carrying out the method according the embodiments of the disclosure and an associated readable medium, i.e. a memory 180, may contain associated logic.
  • FIG. 4 shows actual measured values from a test vehicle fitted with a hybrid drive module 100 according to the teachings herein.
  • the upper diagram shows how the K0 torque (i.e. the torque applied by the clutch 130) is matched to that produced by the ICE 120.
  • the torque output value from the ICE 20, which the K0 torque is to be matched to, is preferably an average value, a moving average value and/or a value where a low pass filter has been applied.
  • the moving average may be defined such that the torque output is an average over the last 720° of rotation of the ICE 20 crankshaft 22.
  • the dashed lines indicate between them where the vibration reduction method is switched on.
  • the middle diagram shows the RPM that the primary mass 142 (i.e the input shaft 101) is turning with, as well as the RPM of the second secondary mass l44b (i.e. the output shaft 102).
  • the RPM of the second secondary mass l44b settles, after a brief initial oscillation, to a more or less constant RPM being slightly less than that of the primary mass 142, which is essentially the same as the RPM of the crankshaft 22 and the first secondary mass l44a.
  • This RPM difference is set such that losses that occur due to the slip in the clutch 130 are kept as low as possible, vibrations are efficiently reduced and such that the risk that the second secondary mass l44b rotating faster than the primary mass 142 is reduced.
  • FIG. 5 where the method for reducing vibrations is schematically illustrated.
  • the target RPM difference is determined 201.
  • the RPM difference is defined as between the primary mass 142 (or the first secondary mass 144a, or the input shaft 101, which both preferably turns with the same speed as the crankshaft 22 of the ICE 20) and the second secondary mass 144b (or the output shaft 102). I.e. over the clutch 130.
  • the target RPM difference is set such that the amount of vibrations transferred from the ICE 20 through the clutch 130 are reduced.
  • the RPM difference should be small enough to minimize losses due to slippage in the clutch 130. This must also be weighed against the risk of the output shaft 102 rotating faster than the input shaft 101, which is undesired and can cause NVH issues.
  • the ideal target RPM difference may be tabulated from the current ICE 120 RPM and load, the values of which may be retrieved empirically for each application as mentioned earlier by measuring the characteristics of the engine 20. Additionally, or as an alternative, may the RPM variations on the output shaft 102 be monitored and used as feedback in determining the ideal target RPM difference.
  • the next step is to calculate 202 the actual RPM difference, this may be performed by subtracting the output shaft 102 RPM (or the RPM of any other component rotating therewith) from the ICE 20 RPM. From this is the error between the target RPM difference and the actual RPM difference calculated 203.
  • the current RPM value from the ICE 20, which is used in the calculation is preferably an average value, a moving average value and/or a value where a low pass filter has been applied.
  • the moving average may be defined such that it is calculated over the last 720° of rotation of the ICE 20 crankshaft 22.
  • the clutch 130 is then controlled by means of the control unit 170 to apply a new clutch pressure, allowing the actual RPM difference to essentially match the target RPM difference.
  • the clutch 130 may also/alternatively base the application of pressure on the current torque output from the ICE 20.
  • the clutch pressure applied by the clutch 130 and the corresponding current torque output of the internal combustion engine 20 may be stored in the memory 180, this data can be retrieved to achieve a quicker application of a desired clutch pressure.
  • the storing of data of the clutch pressure and the corresponding torque output from the ICE 20 is preferably only done at time intervals where the actual RPM difference is essentially constant.
  • This data is preferably regularly updated, as a given ICE torque output and a corresponding clutch pressure to achieve a stable RPM difference may change over time due to wear or other factors that may affect the hybrid drive module 100. It is therefore beneficial to not only base the clutch pressure on the torque output from the ICE 20, but to also simultaneously monitor the how the target RPM difference compares to the actual RPM difference and adjust the clutch pressure accordingly if necessary. Such a change is then, as explained above, stored in the memory 180 as a new value of ICE torque output and corresponding clutch pressure, which replaces the old values.
  • the clutch 130 may also be used to start the engine 20, either by using the electric motor 110 and/or the momentum of a vehicle at speed to bump start the engine 20. This process is facilitated by the storing of clutch pressures along with corresponding torque outputs from the ICE 20, as the clutch 130 may quickly be set to apply a certain pressure corresponding to the expected torque required to start the engine 20.
  • the clutch control may further be based on the actual magnitude of the error between the actual RPM difference and the target RPM difference as well as the derivative and possibly also the integral of the error, i.e. using P, PD, PI or PID regulation.
  • the torque transmitted through the clutch 130 should be essentially the same as that delivered by the ICE 20.
  • the torque transmitted through the clutch 130 should be essentially the same as that delivered by the ICE 20.
  • determining the RPMs may be done either by measurements or by estimations.
  • the measurements and/or estimations of the angular velocities may simultaneously and continuously be communicated to the control unit 170 by which the speed is monitored and used as feedback for controlling the clutch 130.
  • the average values may further be distributed as sequential samples, each sample forming an average value during a specific time period. Such a time period may e.g. be in the range of 1-100 ms.
  • the method may comprise using the derivative of the RPM of the primary mass 142 (or the input shaft 101, the crankshaft 22 or another component rotating therewith) and of the second secondary mass l44b (or the output shaft 102).
  • This equates to the acceleration of these components, which should as mentioned preferably also follow each other. I.e. when the input shaft 101 is accelerating, the output shaft 102 should preferably also accelerate at the same rate. This is achieved by the iteration of the method, which strives to keep a certain RPM difference (although not necessarily constant during the entire RPM interval) at all times, and will require continuous adjustment of the pressure in the clutch 130 as the ICE 20 accelerates or decelerates.
  • the clutch 130 can be controlled to allow a small amount of slip, here denoted microslip.
  • the microslip may comprise providing of a RPM difference continuously.
  • the clutch 130 is controlled according to the target value of RPM difference which may be calculated or tabulated, e.g. by the control unit 170 using feedback attained by means of sensors or the like which are arranged to monitor operation of the hybrid drive module 100.
  • the microslip facilitates that internal masses of the dual mass flywheel 140, in this case the primary mass 142 and the first secondary mass l44a rotate with the same angular velocity or RPM, which during vibration reduction may exceed the RPM of the second secondary mass component l44b, which is typically connected to the output shaft 102 of the hybrid drive module 100.
  • the microslip of the clutch 130 thus allows the second secondary mass component l44b to a certain extent be isolated from the acceleration variations of the crankshaft 22.
  • the vibrations of the output shaft 102 and in extension also of the output shaft of the gearbox 180 may thereby be substantially reduced or at least to some extent reduced.
  • the clutch 130 may be controlled, selectively controlled or at least partially controlled based on feedback relating to the angular rotation speed of the crankshaft 22 and the speed of the output shaft of the associated gearbox 180.
  • the feedback relating to the measured rotational speeds may preferably be processed by an on-board controller such as an integral controller or control unit 170 being capable of communicating with and controlling the clutch 130.
  • an on-board controller such as an integral controller or control unit 170 being capable of communicating with and controlling the clutch 130.
  • the clutch 130 is typically otherwise per default operated in a fully engaged state resulting in zero slip over the clutch under ideal conditions.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hybrid Electric Vehicles (AREA)
EP19797188.0A 2018-10-18 2019-10-18 Hybridantriebsmodul und verfahren zur leistungsverbesserung eines solchen hybridantriebsmoduls Pending EP3867119A1 (de)

Applications Claiming Priority (2)

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SE1851282 2018-10-18
PCT/EP2019/078452 WO2020079267A1 (en) 2018-10-18 2019-10-18 A hybrid drive module, and a method for improving performance of such hybrid drive module

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Publication number Priority date Publication date Assignee Title
DE4241995C2 (de) * 1992-12-12 1996-07-11 Daimler Benz Ag Anordnung zur Einstellung des Kupplungsschlupfes einer im Kraftfluß einem Antriebsmotor eines Kraftfahrzeuges nachgeordneten Reibungskupplung
DE102015226413A1 (de) * 2015-12-22 2017-06-22 Schaeffler Technologies AG & Co. KG Hybridsystem zur Verwendung in einem Hybridfahrzeug
DE102016211951A1 (de) * 2016-06-30 2018-01-04 Zf Friedrichshafen Ag Verfahren zur Übertragung und Dämpfung von Drehmomenten
DE102016211959A1 (de) * 2016-06-30 2018-01-04 Zf Friedrichshafen Ag Verfahren zur Übertragung und Dämpfung von Drehmomenten
US20190178354A1 (en) * 2016-08-31 2019-06-13 Borgwarner Sweden Ab Chain tensioning in a hybrid drive module

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