EP3941791A1 - Method for starting off a motor vehicle - Google Patents

Method for starting off a motor vehicle

Info

Publication number
EP3941791A1
EP3941791A1 EP20712245.8A EP20712245A EP3941791A1 EP 3941791 A1 EP3941791 A1 EP 3941791A1 EP 20712245 A EP20712245 A EP 20712245A EP 3941791 A1 EP3941791 A1 EP 3941791A1
Authority
EP
European Patent Office
Prior art keywords
torque
driver
drive torque
operating phase
combustion engine
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Withdrawn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
EP20712245.8A
Other languages
German (de)
French (fr)
Inventor
Hussein Dourra
Jacques Prost
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.)
Magna International Inc
Magna PT BV and Co KG
Original Assignee
Magna International Inc
Magna PT BV and Co KG
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 Magna International Inc, Magna PT BV and Co KG filed Critical Magna International Inc
Publication of EP3941791A1 publication Critical patent/EP3941791A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • 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
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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 method for starting a motor vehicle, wherein the motor vehicle has a drive train with a hybrid drive unit, a transmission and an accelerator pedal by means of which a driver can set a driver's torque.
  • a motor vehicle with an automatic transmission can be constructed in different ways.
  • Converter automatic transmissions with a hydrodynamic torque converter and dual clutch transmissions are currently installed most frequently.
  • the hydrodynamic torque converter is the link between a drive unit, such as an internal combustion engine, and the actual transmission.
  • the torque converter enables a comfortable, jerk-free start due to the slip and at the same time dampens rotational irregularities in the internal combustion engine.
  • the principle-related torque increase provides a large starting torque.
  • Double clutch transmissions do not have a hydrodynamic torque converter, but rather two dry or wet starting clutches that can transmit a maximum of the current internal combustion engine torque to the transmission input.
  • the starting behavior with a dual clutch transmission is less dynamic than with a converter transmission.
  • the gear ratio spread is often increased by installing an additional starting gear to achieve a rod dynamic converter.
  • this has a disadvantageous effect on the complexity of the transmission and the space required.
  • the hybridization of the drive train continues to be the focus of the further development of motor vehicles. Usually this is done by expanding the drive unit to include an electric machine.
  • the object is achieved by a method for starting a motor vehicle, the motor vehicle having a drive train with a hybrid drive unit, a transmission and an accelerator pedal, by means of which a driver can set a driver's desired torque, the hybrid drive unit being in a first one when the motor vehicle starts up Operating phase is regulated to an increased total drive torque compared to the driver's desired torque.
  • the method according to the invention is used in a motor vehicle with a drivetrain that has a hybrid drive unit, a transmission and an accelerator pedal.
  • a hybrid drive unit is essentially to be understood as a combination of at least two different drive technologies.
  • the hybrid drive unit particularly preferably has an internal combustion engine and an electric machine, the total drive torque being formed by adding a first drive torque, namely a drive torque of the internal combustion engine, and a second drive torque, namely a drive torque of the electric machine.
  • the hybrid drive unit is designed to provide drive power that can be passed via the transmission to an output and / or directly to an output.
  • the electric machine can be arranged in the power flow direction between the internal combustion engine and the transmission.
  • the electrical machine can be connected directly to an output. It is also conceivable that the internal combustion engine and the transmission are arranged on a first vehicle axle, while the electrical machine is arranged on an output of a second vehicle axle.
  • the method according to the invention should not be restricted to possible connection possibilities of the drive units with respect to the drive train, since the arrangement of the drive units does not affect the method.
  • the transmission is preferably as a stepped gear known to the transmission specialist gear trained. However, it is also conceivable to use a planetary gear in combination with this or separately.
  • the start-up or the start-up process of the motor vehicle can be divided into two operating phases, namely a first operating phase and a second operating phase.
  • the first operating phase corresponds to an acceleration phase of the motor vehicle in which the total drive torque of the hybrid drive unit is regulated towards a first target drive torque.
  • the first operating phase is considered completed as soon as the first target torque of the internal combustion engine corresponds to the torque desired by the driver.
  • the second operating phase corresponds to an acceleration phase of the motor vehicle in which the total drive torque of the hybrid drive unit is regulated towards a second target drive torque.
  • the driver of the motor vehicle it is possible for the driver of the motor vehicle to set a torque desired by the driver via an accelerator pedal position.
  • the hybrid drive unit is regulated to a total drive torque that is greater than the driver's desired torque as a function of this torque requested by the driver.
  • the total drive torque results from the drive torques of the individual drive units of the hybrid drive unit. There is no need for a direct relationship between a position of the accelerator pedal and the torque desired by the driver. It is also possible, for example, for the accelerator pedal position to be used as a desired output, a desired speed, or the like. is interpreted and a driver request torque is derived from this variable.
  • the hybrid drive unit is preferably regulated to a total drive torque corresponding to the driver's desired torque.
  • An automated clutch unit for example a single clutch, preferably a double clutch, can be arranged between the internal combustion engine and the transmission.
  • the first drive torque of the internal combustion engine present in the drive train can be controlled in a targeted manner. Overall, this improves the control of the sum drive torque.
  • the electrical machine can be designed as a 48V machine, for example.
  • electrical machines deliver high torque but little power in a defined period of time. This property is used in the present process according to the invention.
  • the torque increase of a hydrodynamic torque converter is replaced by an electrical torque of the electrical machine in order to simulate the behavior of a hydrodynamic torque converter.
  • the hybrid drive unit thus preferably comprises at least one electrical machine. However, it is also conceivable to replace this with a drive unit or drive technology with the same or similar properties.
  • the internal combustion engine is preferably regulated to a first target drive torque during the first operating phase, the first target drive torque corresponding to the torque requested by the driver.
  • the electrical machine is preferably regulated to a second target drive torque in the first operating phase, the second target drive torque ment is smaller than the torque requested by the driver.
  • the electric machine is preferably regulated to a zero torque during the second operating phase, namely after the internal combustion engine has reached the first target drive torque and / or the electric machine has reached the second target drive torque.
  • the electric machine is preferably regulated to a generator torque during the second operating phase, namely after the internal combustion engine has reached the first target drive torque and / or the electric machine has reached the second target drive torque.
  • the second operating phase preferably lasts at least as long as the first operating phase.
  • the second drive torque of the electrical machine is preferably increased or decreased in accordance with the change.
  • the first drive torque of the internal combustion engine can be increased or decreased according to the change, in particular if the electric machine is already making its maximum target torque available at the time of the change in the driver's desired torque.
  • the first drive torque of the internal combustion engine is preferably increased or decreased in accordance with the change.
  • the internal combustion engine is preferably used within the first operating phase started.
  • the method according to the invention can therefore also be carried out when the internal combustion engine is not ready for operation or is still switched off due to an operating strategy.
  • the Summenan drive torque is only provided briefly by the electric machine until the internal combustion engine has been started.
  • the start-up can thus be carried out in an accelerated manner, since the drive train reacts immediately to the torque requested by the driver.
  • Fig. 1 shows time curves of torques when starting with the method according to the invention.
  • Fig. 2 shows the course of the torque and the power of an electric machine over the vehicle speed.
  • FIG 3 shows an exemplary drive train for carrying out the method according to the invention.
  • the inventive method described below is applied to a motor vehicle with a (flybrid) drive train 9 comprising an internal combustion engine 10, an electrical machine 11, namely a 48V machine, a dual clutch transmission 12 and an accelerator pedal (FIG. 3).
  • the Flybridan- The drive unit thus has a combustion engine 10 and an electrical machine 11 in the present exemplary embodiment.
  • Line 1 shows the course of the driver's request torque.
  • Line 2 shows the time course of a total drive torque of the hybrid drive unit.
  • Line 3 shows the time profile of a first drive torque of the internal combustion engine 10.
  • Line 4 shows the time profile of a second drive torque of the electrical machine 11.
  • the marker 5 shows a first target drive torque of the internal combustion engine 10.
  • the marker 6 shows a second target drive torque of the electrical Machine 1 1.
  • the zero torque of the electrical machine 1 1 is indicated by the marker 7.
  • the course of the individual drive torques 3, 4 and thus the Summenan drive torque 2 is dependent on the torque 1 requested by the driver.
  • the driver selects the driver's desired torque 1 via an accelerator pedal which he can operate.
  • the driver's desired torque 1 given by the driver using the accelerator pedal is sensed via a control unit and the start-up process is controlled.
  • At least one characteristic curve is stored in the control unit, via which the start-up of the motor vehicle is regulated. I.e. the starting of the motor vehicle is determined by at least one stored characteristic curve.
  • the start-up process is divided into two operating phases, namely into a first operating phase A and a second operating phase B.
  • the first operating phase A starts at time t1 and ends at time t2.
  • the second operating phase starts at time t2 and ends at time t3.
  • the entire starting process thus starts at a point in time t1 and ends at a point in time t3.
  • the two operating phases A, B are essentially the same length.
  • the total drive torque 2 represents the sum of the first drive torque 3 of the internal combustion engine 10 and the second drive torque 4 of the electrical machine 11.
  • the first drive torque 3 of the internal combustion engine 10 and the second drive torque 4 of the electrical machine 1 1 and thus the total drive torque 2 are equal to zero.
  • the first drive torque 3 of the internal combustion engine 10 is regulated to a first target drive torque 5, which corresponds to the driver's desired torque 1.
  • the second drive torque 4 of the electrical machine 10 is regulated to a second target drive torque 6 that is smaller than the driver's desired torque 1.
  • the first target drive torque 5 and the second target drive torque 6 are reached.
  • the total drive torque 2 of the hybrid drive unit resulting therefrom is in particular excessive at time t2 with respect to the driver's desired torque 1.
  • the second operating phase B starts, namely at time t2.
  • the second drive torque 4 of the electrical machine 1 1 is regulated to a zero torque 7.
  • the electrical machine 1 1 can also be switched to no load immediately.
  • the first drive torque 3 of the internal combustion engine 10 is further regulated to the level of the driver's desired torque 1 in the second operating phase B.
  • the second drive torque 4 of the electrical machine 11 corresponds to the zero torque 7 and the first drive torque 3 of the internal combustion engine 10 corresponds to the torque desired by the driver 1.
  • Fig. 2 shows the characteristic curve of the torque Y in Newton meters [Nm] of the electrical machine 11 and the power Y 'in watts [W] of the electrical machine 11 over the motor vehicle speed X' in kilometers per hour [km / h] or the speed of the electrical machine 1 1 with different performance requirements (dashed lines 8 ', 8 ", 8'").
  • a first dashed line 8 here represents an increased power requirement compared to a second dashed line 8 ′′ and a third dashed line 8 ′′, which means that the power to be regulated is already reached at low speeds.
  • the maximum adjustable torque 4 ′′ can be limited in sections by intervening in the control of the electrical machine 1 1, for example by means of a current limitation. In this way, the electronics can be protected from overload when there is a high power requirement, in particular during start-up, and efficient operation of the electrical machine 11 can be ensured.
  • the maximum adjustable torque 4 ′′ is kept constant by the intervention in the control of the electrical machine 1 1, namely until the torque follows the characteristic torque curve 4 ‘.
  • a mandatory requirement here is compliance with a maximum torque of 4 ′′ of the electrical machine 1 1.
  • the second target drive ment 6 is therefore limited by a maximum second target drive torque. In other words, an increased load on the electronics of the electrical machine 1 1 should be permitted for a short time through an optimized control.
  • the maximum second target drive torque is preferably obtained from the expected duration of the first operating phase A, that is, the duration that is necessary to accelerate the first target drive torque 5 of the internal combustion engine 10 to the driver's desired torque 1.
  • the maximum second target drive torque is adapted to the characteristic torque curve 4 'in such a way that the second target drive torque 6 of the electrical machine 1 1 within the operating phase A and / or the Operating phase B can be set constant without a torque drop.
  • the second target drive torque 6 can be brought to the maximum possible second target drive torque during the start-up of the motor vehicle regardless of the driver's desired torque 1.
  • the electric machine 11 supports the flybridge drive train 9 with the highest possible power when starting, regardless of the required driver torque 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

The invention relates to a method for starting off a motor vehicle, the motor vehicle having a drive train (9), which comprises: a hybrid drive unit, a transmission and an accelerator pedal, by means of which a driver can set a driver's desired torque (1), wherein during the starting off of the motor vehicle the hybrid drive unit is controlled to a total drive torque (2) greater than the driver's desired torque (1) in a first operating phase (A).

Description

Verfahren zum Anfahren eines Kraftfahrzeuges Method for starting a motor vehicle
Gebiet der Erfindung Field of invention
Die vorliegende Erfindung betrifft ein Verfahren zum Anfahren eines Kraftfahrzeu ges, wobei das Kraftfahrzeug einen Antriebsstrang mit einer Hybridantriebseinheit, einem Getriebe und einem Fahrpedal, mittels welchem ein Fahrer ein Fahrerwun schmoment einstellen kann, aufweist. The present invention relates to a method for starting a motor vehicle, wherein the motor vehicle has a drive train with a hybrid drive unit, a transmission and an accelerator pedal by means of which a driver can set a driver's torque.
Stand der Technik State of the art
Ein Kraftfahrzeug mit einem automatischen Getriebe kann unterschiedlich konstru iert sein. Am häufigsten werden derzeit Wandler-Automatikgetriebe mit einem hydrodynamischem Drehmomentwandler sowie Doppelkupplungsgetriebe verbaut. In einem Wandler-Automatikgetriebe stellt der hydrodynamische Drehmoment wandler das Bindeglied zwischen einer Antriebseinheit, wie einer Verbrennungs kraftmaschine, und dem eigentlichen Getriebe dar. Der Drehmomentwandler er möglicht dabei zum einen durch den Schlupf ein komfortables, ruckfreies Anfahren und dämpft gleichzeitig Drehungleichförmigkeiten der Verbrennungskraftmaschi ne. Zum anderen stellt die prinzipbedingte Momentenüberhöhung ein großes An fahrmoment zur Verfügung. A motor vehicle with an automatic transmission can be constructed in different ways. Converter automatic transmissions with a hydrodynamic torque converter and dual clutch transmissions are currently installed most frequently. In a converter automatic transmission, the hydrodynamic torque converter is the link between a drive unit, such as an internal combustion engine, and the actual transmission. The torque converter enables a comfortable, jerk-free start due to the slip and at the same time dampens rotational irregularities in the internal combustion engine. On the other hand, the principle-related torque increase provides a large starting torque.
Doppelkupplungsgetriebe weisen keinen hydrodynamischen Drehmomentwandler, sondern zwei trockene oder nasse Anfahrkupplungen auf, die maximal das aktuel le Verbrennungsmotormoment an den Getriebeeingang übertragen können. Somit ist das Anfahrverhalten mit einem Doppelkupplungsgetriebe weniger dynamisch als mit einem Wandlergetriebe. Um eine Anfahrleistung entsprechend einem hyd- rodynamischen Wandler zu erzielen wird nach dem Stand der Technik oftmals die Getriebespreizung erhöht indem eine zusätzliche Anfahrgangstufe eingebaut wird. Dies wirkt sich jedoch nachteilig auf die Getriebekomplexität und den benötigten Bauraum aus. Double clutch transmissions do not have a hydrodynamic torque converter, but rather two dry or wet starting clutches that can transmit a maximum of the current internal combustion engine torque to the transmission input. Thus, the starting behavior with a dual clutch transmission is less dynamic than with a converter transmission. In order to achieve a starting performance corresponding to a hydraulic According to the state of the art, the gear ratio spread is often increased by installing an additional starting gear to achieve a rod dynamic converter. However, this has a disadvantageous effect on the complexity of the transmission and the space required.
Im Fokus der Weiterentwicklung von Kraftfahrzeugen steht weiterhin die Hybridi sierung des Antriebsstranges. Meist erfolgt diese durch eine Erweiterung der An triebseinheit um eine elektrische Maschine. The hybridization of the drive train continues to be the focus of the further development of motor vehicles. Usually this is done by expanding the drive unit to include an electric machine.
Zusammenfassung der Erfindung Summary of the invention
Es ist eine Aufgabe der Erfindung ein Verfahren zum Anfahren eines Hybridkraft fahrzeugs anzugeben mittels welchem insbesondere ein sportliches sowie komfor tables Anfahren des Hybridkraftfahrzeugs möglich ist. It is an object of the invention to specify a method for starting a hybrid motor vehicle, by means of which, in particular, a sporty and comfortable starting of the hybrid motor vehicle is possible.
Die Lösung der Aufgabe erfolgt durch ein Verfahren zum Anfahren eines Kraft fahrzeuges, wobei das Kraftfahrzeug einen Antriebsstrangmit einer Hybridan triebseinheit, einem Getriebe und einem Fahrpedal, mittels welchem ein Fahrer ein Fahrerwunschmoment einstellen kann, aufweist, wobei beim Anfahren des Kraftfahrzeugs die Hybridantriebseinheit in einer ersten Betriebsphase auf ein gegenüber dem Fahrerwunschmoment vergrößertes Summenantriebsmoment geregelt wird. The object is achieved by a method for starting a motor vehicle, the motor vehicle having a drive train with a hybrid drive unit, a transmission and an accelerator pedal, by means of which a driver can set a driver's desired torque, the hybrid drive unit being in a first one when the motor vehicle starts up Operating phase is regulated to an increased total drive torque compared to the driver's desired torque.
Weiterbildungen der Erfindung sind in den abhängigen Ansprüchen, der Beschrei bung sowie den beigefügten Zeichnungen angegeben. Developments of the invention are specified in the dependent claims, the description and the accompanying drawings.
Das erfindungsgemäße Verfahren kommt in einem Kraftfahrzeug mit einem An triebsstrang, der eine Hybridantriebseinheit, ein Getriebe und ein Fahrpedal auf weist, zum Einsatz. Unter einer Hybridantriebseinheit ist im Wesentlichen eine Kombination von zu mindest zwei unterschiedlichen Antriebstechniken zu verstehen. Besonders be vorzugt weist die Hybridantriebseinheit eine Verbrennungskraftmaschine und eine elektrische Maschine auf, wobei das Summenantriebsmoment durch eine Addition eines ersten Antriebsmoments, nämlich eines Antriebsmoments der Verbren nungskraftmaschine, und eines zweiten Antriebsmoments, nämlich eines An triebsmoments der elektrischen Maschine, gebildet wird. The method according to the invention is used in a motor vehicle with a drivetrain that has a hybrid drive unit, a transmission and an accelerator pedal. A hybrid drive unit is essentially to be understood as a combination of at least two different drive technologies. The hybrid drive unit particularly preferably has an internal combustion engine and an electric machine, the total drive torque being formed by adding a first drive torque, namely a drive torque of the internal combustion engine, and a second drive torque, namely a drive torque of the electric machine.
Die Hybridantriebseinheit ist dazu ausgelegt, Antriebsleistung bereitzustellen, die über das Getriebe an einen Abtrieb und/oder direkt an einen Abtrieb geleitet wer den kann. The hybrid drive unit is designed to provide drive power that can be passed via the transmission to an output and / or directly to an output.
Die elektrische Maschine kann in Kraftflussrichtung zwischen der Verbrennungs kraftmaschine und dem Getriebe angeordnet sein. Insbesondere ist jedoch auch eine zur Verbrennungskraftmaschine separate Anbindung der elektrischen Ma schine an das Getriebe, wie zum Beispiel eine Anbindung an eine Getriebewelle des Getriebes, möglich. The electric machine can be arranged in the power flow direction between the internal combustion engine and the transmission. In particular, however, it is also possible to connect the electrical machine to the transmission separately from the internal combustion engine, for example a connection to a transmission shaft of the transmission.
Ferner kann die elektrische Maschine direkt a Abtrieb verbunden sein. Es ist auch denkbar, dass die Verbrennungskraftmaschine und das Getriebe an einer ersten Fahrzeugachse angeordnet sind, während die elektrische Maschine an einem Abtrieb einer zweiten Fahrzeugachse angeordnet ist. Furthermore, the electrical machine can be connected directly to an output. It is also conceivable that the internal combustion engine and the transmission are arranged on a first vehicle axle, while the electrical machine is arranged on an output of a second vehicle axle.
Generell soll sich das erfindungsgemäße Verfahren nicht auf mögliche Anbin dungsmöglichkeiten der Antriebseinheiten in Bezug auf den Antriebsstrang ein schränken, da sich die Anordnung der Antriebseinheiten nicht auf das Verfahren auswirkt. In general, the method according to the invention should not be restricted to possible connection possibilities of the drive units with respect to the drive train, since the arrangement of the drive units does not affect the method.
Das Getriebe ist vorzugsweise als ein dem Getriebefachmann bekanntes Stufen- getriebe ausgebildet. Es ist jedoch auch denkbar, in Kombination dazu oder sepa rat ein Planetengetriebe zu verwenden. The transmission is preferably as a stepped gear known to the transmission specialist gear trained. However, it is also conceivable to use a planetary gear in combination with this or separately.
Eine Anwendung des erfindungsgemäßen Verfahrens ist insbesondere dann von Vorteil, wenn unter Verwendung eines Planetengetriebes kein hydrodynamischer Drehmomentwandler Einsatz findet. Use of the method according to the invention is particularly advantageous when a hydrodynamic torque converter is not used using a planetary gear.
Das Anfahren bzw. der Anfahrvorgang des Kraftfahrzeugs lässt sich in zwei Be triebsphasen, nämlich eine erste Betriebsphase und eine zweit Betriebsphase, unterteilen. Die erste Betriebsphase entspricht einer Beschleunigungsphase des Kraftfahrzeugs in der das Summenantriebsmoment der Hybridantriebseinheit hin zu einem ersten Zielantriebsmoment geregelt wird. Die erste Betriebsphase gilt als abgeschlossen, sobald das erste Zieldrehmoment der Verbrennungskraftmaschine dem Fahrerwunschmoment entspricht. Die zweite Betriebsphase entspricht einer Beschleunigungsphase des Kraftfahrzeugs in der das Summenantriebsmoment der Hybridantriebseinheit hin zu einem zweiten Zielantriebsmoment geregelt wird. The start-up or the start-up process of the motor vehicle can be divided into two operating phases, namely a first operating phase and a second operating phase. The first operating phase corresponds to an acceleration phase of the motor vehicle in which the total drive torque of the hybrid drive unit is regulated towards a first target drive torque. The first operating phase is considered completed as soon as the first target torque of the internal combustion engine corresponds to the torque desired by the driver. The second operating phase corresponds to an acceleration phase of the motor vehicle in which the total drive torque of the hybrid drive unit is regulated towards a second target drive torque.
In Ausgestaltung der Erfindung ist es dem Fahrer des Kraftfahrzeugs möglich über eine Fahrpedalstellung ein Fahrerwunschmoment einzustellen. In Abhängigkeit von diesem Fahrerwunschmoment wird die Hybridantriebseinheit in einer ersten Betriebsphase auf ein Summenantriebsmoment geregelt, dass größer als das Fahrerwunschmoment ist. In an embodiment of the invention, it is possible for the driver of the motor vehicle to set a torque desired by the driver via an accelerator pedal position. In a first operating phase, the hybrid drive unit is regulated to a total drive torque that is greater than the driver's desired torque as a function of this torque requested by the driver.
Das Summenantriebsmoment ergibt sich aus den Antriebsmomenten der einzel nen Antriebseinheiten der Hybridantriebseinheit. Es muss keine direkte Beziehung zwischen einer Stellung des Fahrpedals und dem Fahrerwunschmoment beste hen. Es ist beispielsweise auch möglich, dass die Fahrpedalstellung als eine Wunschleistung, eine Wunschdrehzahl, o.ä. interpretiert wird und aus dieser Grö ße dann ein Fahrerwunschmoment abgeleitet wird. Bevorzugt wird die Hybridantriebseinheit in der zweiten Betriebsphase auf ein dem Fahrerwunschmoment entsprechendes Summenantriebsmoment geregelt. The total drive torque results from the drive torques of the individual drive units of the hybrid drive unit. There is no need for a direct relationship between a position of the accelerator pedal and the torque desired by the driver. It is also possible, for example, for the accelerator pedal position to be used as a desired output, a desired speed, or the like. is interpreted and a driver request torque is derived from this variable. In the second operating phase, the hybrid drive unit is preferably regulated to a total drive torque corresponding to the driver's desired torque.
Zwischen der Verbrennungskraftmaschine und dem Getriebe kann eine automati sierte Kupplungseinheit, beispielsweise eine Einfachkupplung, bevorzugt eine Doppelkupplung, angeordnet sein. An automated clutch unit, for example a single clutch, preferably a double clutch, can be arranged between the internal combustion engine and the transmission.
Durch die Verwendung einer automatisierten Kupplungseinheit kann das im An triebsstrang vorliegende erste Antriebsmoment der Verbrennungskraftmaschine gezielt geregelt werden. Insgesamt verbessert sich so die Regelung des Sum menantriebsmoments. By using an automated clutch unit, the first drive torque of the internal combustion engine present in the drive train can be controlled in a targeted manner. Overall, this improves the control of the sum drive torque.
Die elektrische Maschine kann beispielsweise als eine 48V-Maschine ausgebildet sein. Im Allgemeinen ist festzuhalten, dass elektrische Maschinen im Vergleich zu einer Verbrennungskraftmaschine in einem definierten Zeitraum ein hohes Dreh moment, aber wenig Leistung liefern. Diese Eigenschaft macht man sich bei dem vorliegenden erfindungsgemäßen Verfahren zu Nutze. Die Drehmomenterhöhung eines hydrodynamischen Drehmomentwandlers wird über ein elektrisches Dreh moment der elektrischen Maschine ersetzt um das Verhalten eines hydrodynami schen Drehmomentwandlers nachzubilden. Die Hybridantriebseinheit umfasst somit bevorzugt zumindest eine elektrische Maschine. Jedoch ist es auch vorstell bar diese durch eine Antriebseinheit bzw. Antriebstechnik mit denselben oder ähnlichen Eigenschaften zu ersetzen. The electrical machine can be designed as a 48V machine, for example. In general, it should be noted that compared to an internal combustion engine, electrical machines deliver high torque but little power in a defined period of time. This property is used in the present process according to the invention. The torque increase of a hydrodynamic torque converter is replaced by an electrical torque of the electrical machine in order to simulate the behavior of a hydrodynamic torque converter. The hybrid drive unit thus preferably comprises at least one electrical machine. However, it is also conceivable to replace this with a drive unit or drive technology with the same or similar properties.
Vorzugsweise wird die Verbrennungskraftmaschine während der ersten Betriebs phase auf ein erstes Zielantriebsmoment geregelt, wobei das erste Zielan triebsmoment dem Fahrerwunschmoment entspricht. The internal combustion engine is preferably regulated to a first target drive torque during the first operating phase, the first target drive torque corresponding to the torque requested by the driver.
Weiterhin wird die elektrische Maschine in der ersten Betriebsphase vorzugsweise auf ein zweites Zielantriebsmoment geregelt, wobei das zweite Zielantriebsmo- ment kleiner ist als das Fahrerwunschmoment. Furthermore, the electrical machine is preferably regulated to a second target drive torque in the first operating phase, the second target drive torque ment is smaller than the torque requested by the driver.
Die elektrische Maschine wird während der zweiten Betriebsphase, nämlich nach dem die Verbrennungskraftmaschine das erste Zielantriebsmoment und/oder die elektrische Maschine das zweite Zielantriebsmoment erreicht hat, bevorzugt auf ein Nulldrehmoment geregelt. The electric machine is preferably regulated to a zero torque during the second operating phase, namely after the internal combustion engine has reached the first target drive torque and / or the electric machine has reached the second target drive torque.
Vorzugsweise wird die elektrische Maschine während der zweiten Betriebsphase, nämlich nachdem die Verbrennungskraftmaschine das erste Zielantriebsmoment und/oder die elektrische Maschine das zweite Zielantriebsmoment erreicht hat, auf ein generatorisches Drehmoment geregelt. The electric machine is preferably regulated to a generator torque during the second operating phase, namely after the internal combustion engine has reached the first target drive torque and / or the electric machine has reached the second target drive torque.
Die zweite Betriebsphase dauert vorzugsweise mindestens gleich lange wie die erste Betriebsphase. The second operating phase preferably lasts at least as long as the first operating phase.
Bei einer Änderung des Fahrerwunschmoments während der ersten Betriebspha se wird vorzugsweise das zweite Antriebsmoment der elektrischen Maschine der Änderung entsprechend erhöht oder erniedrigt. In the event of a change in the torque requested by the driver during the first operating phase, the second drive torque of the electrical machine is preferably increased or decreased in accordance with the change.
Ferner kann bei einer Änderung des Fahrerwunschmoments während der ersten Betriebsphase das erste Antriebsmoment der Verbrennungskraftmaschine der Änderung entsprechend erhöht oder erniedrigt werden, insbesondere dann, wenn die elektrische Maschine schon sein maximales Zieldrehmoment zum Zeitpunkt der Änderung des Fahrerwunschmoments zur Verfügung stellt. Furthermore, if the driver's desired torque changes during the first operating phase, the first drive torque of the internal combustion engine can be increased or decreased according to the change, in particular if the electric machine is already making its maximum target torque available at the time of the change in the driver's desired torque.
Bei einer Änderung des Fahrerwunschmoments während der zweiten Betriebs phase wird vorzugsweise das erste Antriebsmoment der Verbrennungskraftma schine der Änderung entsprechend erhöht oder erniedrigt. If the driver's desired torque changes during the second operating phase, the first drive torque of the internal combustion engine is preferably increased or decreased in accordance with the change.
Vorzugsweise wird die Verbrennungskraftmaschine innerhalb der ersten Betriebs- phase gestartet. Das erfindungsgemäße Verfahren kann also auch dann durchge führt werden, wenn die Verbrennungskraftmaschine aufgrund einer Betriebsstra tegie nicht betriebsbereit oder noch abgeschaltet ist. Somit wird das Summenan triebsmoment kurzzeitig nur von der elektrischen Maschine gestellt, bis die Ver brennungskraftmaschine gestartet wurde. Insgesamt kann somit das Anfahren beschleunigt durchgeführt werden, da der Antriebsstrang sofort auf das Fahrer wunschmoment reagiert. The internal combustion engine is preferably used within the first operating phase started. The method according to the invention can therefore also be carried out when the internal combustion engine is not ready for operation or is still switched off due to an operating strategy. Thus, the Summenan drive torque is only provided briefly by the electric machine until the internal combustion engine has been started. Overall, the start-up can thus be carried out in an accelerated manner, since the drive train reacts immediately to the torque requested by the driver.
Kurzbeschreibung der Zeichnungen Brief description of the drawings
Die Erfindung wird im Folgenden beispielhaft unter Bezugnahme auf die Zeich nungen beschrieben. The invention is described below by way of example with reference to the drawings.
Fig. 1 zeigt zeitliche Verläufe von Drehmomenten beim Anfahren mit dem erfindungsgemäßen Verfahren. Fig. 1 shows time curves of torques when starting with the method according to the invention.
Fig. 2 zeigt den Verlauf des Drehmoments sowie der Leistung einer elektrischen Maschine über die Fahrzeuggeschwindigkeit. Fig. 2 shows the course of the torque and the power of an electric machine over the vehicle speed.
Fig. 3 zeigt einen beispielhaften Antriebstrang zur Durchführung des erfindungsgemäßen Verfahrens. 3 shows an exemplary drive train for carrying out the method according to the invention.
Detaillierte Beschreibung der Erfindung Detailed description of the invention
Das im Folgenden beschriebene erfindungsgemäße Verfahren wird auf ein Kraft fahrzeug mit einem (Flybrid-)Antriebsstrang 9 umfassend eine Verbrennungs kraftmaschine 10, eine elektrische Maschine 1 1 , nämlich eine 48V-Maschine, ein Doppelkupplungsgetriebe 12 und ein Fahrpedal angewandt (Fig. 3). Die Flybridan- triebseinheit weist somit in dem vorliegenden Ausführungsbeispiel eine Verbren nungskraftmaschine 10 und eine elektrische Maschine 11 auf. Es ist jedoch auch denkbar das erfindungsgemäße Verfahren auf eine andere Kombination von An triebseinheiten bzw. Antriebstechniken anzuwenden. The inventive method described below is applied to a motor vehicle with a (flybrid) drive train 9 comprising an internal combustion engine 10, an electrical machine 11, namely a 48V machine, a dual clutch transmission 12 and an accelerator pedal (FIG. 3). The Flybridan- The drive unit thus has a combustion engine 10 and an electrical machine 11 in the present exemplary embodiment. However, it is also conceivable to apply the method according to the invention to a different combination of drive units or drive technologies.
In Fig. 1 sind zeitliche Verläufe von Drehmomenten, d.h. das Drehmoment Y in Newtonmeter [Nm] gegen die Zeit X in Sekunden [s], beim Anfahren eines Kraft fahrzeugs dargestellt. In Fig. 1, time curves of torques, i.e. the torque Y in Newton meters [Nm] against the time X in seconds [s] when starting a motor vehicle.
Der Verlauf des Fahrerwunschmoments ist als Linie 1 dargestellt. Die Linie 2 zeigt den zeitlichen Verlauf eines Summenantriebsmoments der Hybridantriebseinheit. Die Linie 3 zeigt den zeitlichen Verlauf eines ersten Antriebsmoments der Ver brennungskraftmaschine 10. Die Linie 4 zeigt zeitlichen Verlauf eines zweiten Antriebsmoments der elektrischen Maschine 1 1. Die Markierung 5 zeigt ein erstes Zielantriebsmoment der Verbrennungskraftmaschine 10. Die Markierung 6 zeigt ein zweites Zielantriebsmoment der elektrischen Maschine 1 1. Das Nulldrehmo ment der elektrischen Maschine 1 1 wird durch die Markierung 7 angezeigt. The course of the driver's request torque is shown as line 1. Line 2 shows the time course of a total drive torque of the hybrid drive unit. Line 3 shows the time profile of a first drive torque of the internal combustion engine 10. Line 4 shows the time profile of a second drive torque of the electrical machine 11. The marker 5 shows a first target drive torque of the internal combustion engine 10. The marker 6 shows a second target drive torque of the electrical Machine 1 1. The zero torque of the electrical machine 1 1 is indicated by the marker 7.
Der Verlauf der einzelnen Antriebsmomente 3, 4 und somit des Summenan triebsmoments 2 ist von dem Fahrerwunschmoment 1 abhängig. Der Fahrer wählt das Fahrerwunschmoment 1 über ein Fahrpedal, das durch ihn betätigt werden kann. Über eine Steuereinheit wird das vom Fahrer über das Fahrpedal vorgege bene Fahrerwunschmoment 1 sensiert und der Anfahrvorgang gesteuert. In der Steuereinheit ist zumindest eine Kennlinie hinterlegt, über die das Anfahren des Kraftfahrzeugs geregelt wird. D.h. das Anfahren des Kraftfahrzeugs wird durch wenigstens eine hinterlegte Kennlinie bestimmt. The course of the individual drive torques 3, 4 and thus the Summenan drive torque 2 is dependent on the torque 1 requested by the driver. The driver selects the driver's desired torque 1 via an accelerator pedal which he can operate. The driver's desired torque 1 given by the driver using the accelerator pedal is sensed via a control unit and the start-up process is controlled. At least one characteristic curve is stored in the control unit, via which the start-up of the motor vehicle is regulated. I.e. the starting of the motor vehicle is determined by at least one stored characteristic curve.
Der Anfahrvorgang ist in zwei Betriebsphasen unterteilt, nämlich in eine erste Betriebsphase A und eine zweite Betriebsphase B. Die erste Betriebsphase A startet zum Zeitpunkt t1 und endet zum Zeitpunkt t2. Die zweite Betriebsphase startet zu Zeitpunkt t2 und endet zum Zeitpunkt t3. Der gesamte Anfahrvorgang startet somit zu einem Zeitpunkt t1 und endet zu einem Zeitpunkt t3. In dem vor liegenden Ausführungsbeispiel dauern die beiden Betriebsphasen A, B im We sentlichen gleich lang. The start-up process is divided into two operating phases, namely into a first operating phase A and a second operating phase B. The first operating phase A starts at time t1 and ends at time t2. The second operating phase starts at time t2 and ends at time t3. The entire starting process thus starts at a point in time t1 and ends at a point in time t3. In the present embodiment, the two operating phases A, B are essentially the same length.
Das Summenantriebsmoment 2 stellt die Summe des ersten Antriebsmoments 3 der Verbrennungskraftmaschine 10 und des zweiten Antriebsmoments 4 der elektrischen Maschine 1 1 dar. The total drive torque 2 represents the sum of the first drive torque 3 of the internal combustion engine 10 and the second drive torque 4 of the electrical machine 11.
Zum Zeitpunkt t1 sind das erste Antriebsmoment 3 der Verbrennungskraftmaschi ne 10 und das zweite Antriebsmoment 4 der elektrischen Maschine 1 1 und somit das Summenantriebsmoment 2 gleich Null. Während der ersten Betriebsphase A wird das erste Antriebsmoment 3 der Verbrennungskraftmaschine 10 auf ein ers tes Zielantriebsmoment 5, das dem Fahrerwunschmoment 1 entspricht, geregelt. Zudem wird während der ersten Betriebsphase A das zweite Antriebsmoment 4 der elektrischen Maschine 10 auf ein zweites Zielantriebsmoment 6 geregelt, das kleiner ist als das Fahrerwunschmoment 1. Zu dem Zeitpunkt t2 sind das erste Zielantriebsmoment 5 und das zweite Zielantriebsmoment 6 erreicht. Das sich daraus ergebende Summenantriebsmoment 2 der Hybridantriebseinheit ist insbe sondere zum Zeitpunkt t2 in Bezug auf das Fahrerwunschmoment 1 überhöht. Nach dem Erreichen des ersten Zielantriebsmoments 5 und des zweiten Zielan triebsmoments 6 startet die zweite Betriebsphase B, nämlich zum Zeitpunkt t2. In der zweiten Betriebsphase B wird das zweite Antriebsmoment 4 der elektrischen Maschine 1 1 auf ein Nulldrehmoment 7 geregelt. Alternativ kann die elektrische Maschine 1 1 auch sofort lastlos geschaltet werden. Das erste Antriebsmoment 3 der Verbrennungskraftmaschine 10 wird in der zweiten Betriebsphase B weiter auf die Flöhe des Fahrerwunschmoments 1 geregelt. Zum Zeitpunkt t3 ist entspricht das zweite Antriebsmoment 4 der elektrischen Maschine 11 dem Nulldrehmoment 7 und das erste Antriebsmoment 3 der Verbrennungskraftmaschine 10 dem Fahrerwunschmoment 1. Daraus ergibt sich zum Zeitpunkt t3 ein Summenan- triebsmoment 2 der Hybridantriebseinheit entsprechend dem Fahrerwunschmo ment 1 . At time t1, the first drive torque 3 of the internal combustion engine 10 and the second drive torque 4 of the electrical machine 1 1 and thus the total drive torque 2 are equal to zero. During the first operating phase A, the first drive torque 3 of the internal combustion engine 10 is regulated to a first target drive torque 5, which corresponds to the driver's desired torque 1. In addition, during the first operating phase A, the second drive torque 4 of the electrical machine 10 is regulated to a second target drive torque 6 that is smaller than the driver's desired torque 1. At the time t2, the first target drive torque 5 and the second target drive torque 6 are reached. The total drive torque 2 of the hybrid drive unit resulting therefrom is in particular excessive at time t2 with respect to the driver's desired torque 1. After the first target drive torque 5 and the second target drive torque 6 have been reached, the second operating phase B starts, namely at time t2. In the second operating phase B, the second drive torque 4 of the electrical machine 1 1 is regulated to a zero torque 7. Alternatively, the electrical machine 1 1 can also be switched to no load immediately. The first drive torque 3 of the internal combustion engine 10 is further regulated to the level of the driver's desired torque 1 in the second operating phase B. At time t3 actual, the second drive torque 4 of the electrical machine 11 corresponds to the zero torque 7 and the first drive torque 3 of the internal combustion engine 10 corresponds to the torque desired by the driver 1. At time t3, this results in a sum total Drive torque 2 of the hybrid drive unit corresponding to the driver's request torque 1.
Fig. 2 zeigt den charakteristischen Verlauf des Drehmoments Y in Newtonmeter [Nm] der elektrischen Maschine 1 1 und der Leistung Y‘ in Watt [W] der elektri schen Maschine 1 1 über die Kraftfahrzeuggeschwindigkeit X‘ in Kilometer pro Stunde [km/h] bzw. die Drehzahl der elektrischen Maschine 1 1 bei unterschiedli chen Leistungsanforderungen (gestrichelte Linien 8‘, 8“, 8‘“). Eine erste gestrichel te Linie 8‘ gibt hierbei eine gegenüber einer zweiten gestrichelten Linie 8“ und einer dritten gestrichelten Linie 8‘“ erhöhte Leistungsanforderung wieder, was bedeutet, dass die zu regelnde Leistung schon bei niedrigen Geschwindigkei ten/Drehzahlen erreicht wird. Obwohl der abnehmende Drehmomentverlauf 4‘ der elektrischen Maschine 1 1 durch eine im Wesentlichen parabelförmige Kurve vor gegeben ist, kann das maximale stellbare Drehmoment 4“ durch einen Eingriff in die Ansteuerung der elektrischen Maschine 1 1 , wie beispielweise durch eine Strombegrenzung, abschnittsweise begrenzt werden. Hierdurch kann die Elektro nik bei einer hohen Leistungsanforderung, insbesondere während des Anfahrens, vor Überlast geschützt werden und ein effizienter Betrieb der elektrischen Maschi ne 1 1 gewährleistet werden. Üblicherweise wird das maximal stellbare Drehmo ment 4“ durch den Eingriff in die Ansteuerung der elektrischen Maschine 1 1 kon stant gehalten, nämlich solange, bis das Drehmoment dem charakteristischen Drehmomentverlauf 4‘ folgt. Fig. 2 shows the characteristic curve of the torque Y in Newton meters [Nm] of the electrical machine 11 and the power Y 'in watts [W] of the electrical machine 11 over the motor vehicle speed X' in kilometers per hour [km / h] or the speed of the electrical machine 1 1 with different performance requirements (dashed lines 8 ', 8 ", 8'"). A first dashed line 8 here represents an increased power requirement compared to a second dashed line 8 ″ and a third dashed line 8 ″, which means that the power to be regulated is already reached at low speeds. Although the decreasing torque curve 4 ‘of the electrical machine 1 1 is given by an essentially parabolic curve, the maximum adjustable torque 4 ″ can be limited in sections by intervening in the control of the electrical machine 1 1, for example by means of a current limitation. In this way, the electronics can be protected from overload when there is a high power requirement, in particular during start-up, and efficient operation of the electrical machine 11 can be ensured. Usually, the maximum adjustable torque 4 ″ is kept constant by the intervention in the control of the electrical machine 1 1, namely until the torque follows the characteristic torque curve 4 ‘.
Durch einen Eingriff in die Ansteuerung der elektrischen Maschine 1 1 , insbeson dere bei einer 48V-Maschine, wird während des Anfahrens ein im Vergleich höhe res Drehmoment abgerufen, sodass sich im Hybridantriebsstrang 9 ein erhöhtes Summenantriebsmoment 2 einstellen kann. By intervening in the control of the electrical machine 1 1, in particular in the case of a 48V machine, a comparatively higher torque is called up during start-up, so that an increased total drive torque 2 can be set in the hybrid drive train 9.
Als ein zwingendes Erfordernis gilt dabei die Einhaltung eines maximal zu stellen den Drehmoments 4“ der elektrischen Maschine 1 1 . Das zweite Zielantriebsmo- ment 6 ist daher durch ein maximales zweites Zielantriebsmoment begrenzt. In anderen Worten ausgedrückt soll durch eine optimierte Ansteuerung eine erhöhte Belastung an die Elektronik der elektrischen Maschine 1 1 kurzzeitig zugelassen werden. A mandatory requirement here is compliance with a maximum torque of 4 ″ of the electrical machine 1 1. The second target drive ment 6 is therefore limited by a maximum second target drive torque. In other words, an increased load on the electronics of the electrical machine 1 1 should be permitted for a short time through an optimized control.
Das maximale zweite Zielantriebsmoment ergibt sich vorzugsweise aus der zu erwartenden Zeitdauer der ersten Betriebsphase A, also jene Zeitdauer, die not wendig ist, um das erste Zielantriebsmoment 5 der Verbrennungskraftmaschine 10 auf das Fahrerwunschmoment 1 zu beschleunigen. Um über diesen Zeitbereich das maximal mögliche Drehmoment 4“ zu erreichen und halten zu können, ist das maximale zweite Zielantriebsmoment dem charakteristischen Drehmomentverlauf 4‘ angepasst, derart, dass das zweite Zielantriebsmoment 6 der elektrischen Ma schine 1 1 innerhalb der Betriebsphase A und/oder der Betriebsphase B ohne Drehmomenteinbruch konstant gestellt werden kann. The maximum second target drive torque is preferably obtained from the expected duration of the first operating phase A, that is, the duration that is necessary to accelerate the first target drive torque 5 of the internal combustion engine 10 to the driver's desired torque 1. In order to be able to achieve and maintain the maximum possible torque 4 ″ over this time range, the maximum second target drive torque is adapted to the characteristic torque curve 4 'in such a way that the second target drive torque 6 of the electrical machine 1 1 within the operating phase A and / or the Operating phase B can be set constant without a torque drop.
Ferner kann das zweite Zielantriebsmoment 6 während des Anfahrens des Kraft fahrzeugs unabhängig vom Fahrerwunschmoment 1 auf das maximal mögliche zweite Zielantriebsmoment gebracht werden. In anderen Worten ausgedrückt unterstützt die elektrische Maschine 1 1 beim Anfahren den Flybridantriebsstrang 9 mit möglichst hoher Leistung, unabhängig von dem geforderten Fahrerwun schmoment 1. Furthermore, the second target drive torque 6 can be brought to the maximum possible second target drive torque during the start-up of the motor vehicle regardless of the driver's desired torque 1. In other words, the electric machine 11 supports the flybridge drive train 9 with the highest possible power when starting, regardless of the required driver torque 1.
Bezuqszeichenliste Reference list
1 Fahrerwunschmoment 1 moment requested by the driver
2 Summenantriebsmoment 2 total drive torque
3 Erstes Antriebsmoment (der Verbrennungskraftmaschine) 3 First drive torque (of the internal combustion engine)
4 Zweites Antriebsmoment (der elektrischen Maschine)4 Second drive torque (of the electrical machine)
4‘ Drehmomentverlauf (der elektrischen Maschine) 4 ‘torque curve (of the electrical machine)
4“ Maximal stellbares Drehmoment (der elektrischen Maschine) 4 "maximum adjustable torque (of the electrical machine)
5 Erstes Zielantriebsmoment (der Verbrennungskraftmaschine)5 First target drive torque (of the internal combustion engine)
6 Zweites Zielantriebsmoment (der elektrischen Maschine)6 Second target drive torque (of the electric machine)
7 Nulldrehmoment 7 zero torque
8‘ Erste gestrichelte Linie 8 ‘First dashed line
8“ Zweite gestrichelte Linie 8 “Second dashed line
8‘“ Dritte gestrichelte Linie 8 ‘“ Third dashed line
9 (Hybrid-)Antriebsstrang (für ein Kraftfahrzeug) 9 (hybrid) drive train (for a motor vehicle)
10 Verbrennungskraftmaschine 10 internal combustion engine
1 1 Elektrische Maschine 1 1 electric machine
12 Doppelkupplungsgetriebe 12 dual clutch transmission
A Erste Betriebsphase A First operational phase
B Zweite Betriebsphase B Second operating phase
X Zeit in Sekunden [s] X time in seconds [s]
X‘ Kraftfahrzeuggeschwindigkeit in Kilometer pro Stunde [km/h] X ‘vehicle speed in kilometers per hour [km / h]
Y Drehmoment in Newtonmeter [Nm] Y torque in Newton meters [Nm]
Y‘ Leistung in Watt [W] Y ‘power in watts [W]

Claims

Patentansprüche Claims
1. Verfahren zum Anfahren eines Kraftfahrzeuges, wobei das Kraftfahrzeug einen Antriebsstrang (9) mit einer Hybridantriebseinheit, einem Getriebe und einem Fahrpedal, mittels welchem ein Fahrer ein Fahrerwunschmo ment (1) einstellen kann, aufweist, wobei beim Anfahren des Kraftfahrzeugs die Hybridantriebseinheit in einer ersten Betriebsphase (A) auf ein gegen über dem Fahrerwunschmoment (1) vergrößertes Summenantriebsmoment (2) geregelt wird. 1. A method for starting a motor vehicle, wherein the motor vehicle has a drive train (9) with a hybrid drive unit, a transmission and an accelerator pedal, by means of which a driver can set a driver's wish moment (1), the hybrid drive unit in one when starting the motor vehicle the first operating phase (A) is regulated to a total drive torque (2) that is increased compared to the driver's desired torque (1).
2. Verfahren nach Anspruch 1, 2. The method according to claim 1,
d a d u r c h g e k e n n z e i c h n e t , dass die Hybridan triebseinheit in einer zweiten Betriebsphase (B) auf ein dem Fahrerwun schmoment (1) entsprechendes Summenantriebsmoment (2) geregelt wird. it is noted that the hybrid drive unit is regulated in a second operating phase (B) to a total drive torque (2) corresponding to the driver's torque (1).
3. Verfahren nach Anspruch 1 oder 2, 3. The method according to claim 1 or 2,
d a d u r c h g e k e n n z e i c h n e t , dass die Hybridan triebseinheit eine Verbrennungskraftmaschine (10) und eine elektrische Maschine (11) umfasst, wobei das Summenantriebsmoment (2) durch eine Addition eines ersten Antriebsmoments (3) der Verbrennungskraftmaschine (10) und eines zweiten Antriebsmoments (4) der elektrischen Maschine 11 , gebildet wird. characterized in that the hybrid drive unit comprises an internal combustion engine (10) and an electrical machine (11), the total drive torque (2) by adding a first drive torque (3) of the internal combustion engine (10) and a second drive torque (4) of the electrical machine 11, is formed.
4. Verfahren nach Anspruch 3, 4. The method according to claim 3,
d a d u r c h g e k e n n z e i c h n e t , dass die Verbren nungskraftmaschine (10) während der ersten Betriebsphase (A) auf ein ers tes Zielantriebsmoment (5) geregelt wird, wobei das erste Zielantriebsmo ment (5) dem Fahrerwunschmoment (1) entspricht. characterized in that the internal combustion engine (10) is controlled to a first target drive torque (5) during the first operating phase (A), the first target drive torque (5) corresponding to the driver's desired torque (1).
5. Verfahren nach Anspruch 3 oder 4, 5. The method according to claim 3 or 4,
d a d u r c h g e k e n n z e i c h n e t , dass die elektrische Maschine (11) in der ersten Betriebsphase (A) auf ein zweites Zielan triebsmoment (6) geregelt wird, wobei das zweite Zielantriebsmoment (6) kleiner ist als das Fahrerwunschmoment (1). it is noted that the electrical machine (11) is regulated to a second target drive torque (6) in the first operating phase (A), the second target drive torque (6) being smaller than the driver's desired torque (1).
6. Verfahren nach Anspruch 3, 4 oder 5, 6. The method according to claim 3, 4 or 5,
d a d u r c h g e k e n n z e i c h n e t , dass die elektrische Maschine (11) während der zweiten Betriebsphase (B), nämlich nachdem die Verbrennungskraftmaschine (10) das erste Zielantriebsmoment (5) und/oder die elektrische Maschine (11) das zweite Zielantriebsmoment (6) erreicht hat, auf ein Nulldrehmoment (7) geregelt wird. characterized in that the electrical machine (11) during the second operating phase (B), namely after the internal combustion engine (10) has reached the first target drive torque (5) and / or the electric machine (11) has reached the second target drive torque (6) Zero torque (7) is regulated.
7. Verfahren nach Anspruch 4 oder 5, 7. The method according to claim 4 or 5,
d a d u r c h g e k e n n z e i c h n e t , dass die elektrische Maschine (11) während der zweiten Betriebsphase (B), nämlich nachdem die Verbrennungskraftmaschine (10) das erste Zielantriebsmoment (5) und/oder die elektrische Maschine (11) das zweite Zielantriebsmoment (6) erreicht hat, auf ein generatorisches Drehmoment geregelt wird. characterized in that the electrical machine (11) during the second operating phase (B), namely after the internal combustion engine (10) has reached the first target drive torque (5) and / or the electric machine (11) has reached the second target drive torque (6) regenerative torque is regulated.
8. Verfahren nach einem der Ansprüche 2 bis 7, 8. The method according to any one of claims 2 to 7,
d a d u r c h g e k e n n z e i c h n e t , dass die zweite Be triebsphase (B) mindestens gleich lange dauert wie die erste Betriebsphase (A). characterized in that the second operating phase (B) lasts at least as long as the first operating phase (A).
9. Verfahren nach einem der Ansprüche 3 bis 8, 9. The method according to any one of claims 3 to 8,
d a d u r c h g e k e n n z e i c h n e t , dass bei einer Ände rung des Fahrerwunschmoments (1) während der ersten Betriebsphase (A) das zweite Antriebsmoment (4) der elektrischen Maschine (11 ) der Ände rung entsprechend erhöht oder erniedrigt wird. it is noted that if the driver's desired torque (1) changes during the first operating phase (A), the second drive torque (4) of the electrical machine (11) is increased or decreased according to the change.
10. Verfahren nach einem der Ansprüche 3 bis 9, 10. The method according to any one of claims 3 to 9,
d a d u r c h g e k e n n z e i c h n e t , dass bei einer Ände- rung des Fahrerwunschmoments (1) während der zweiten Betriebsphase D u r c h e k e n g e n e n n e c h e t, that if there is a change in the driver's desired torque (1) during the second operating phase
(B) das erste Antriebsmoment (3) der Verbrennungskraftmaschine (10) der Änderung entsprechend erhöht oder erniedrigt wird. (B) the first drive torque (3) of the internal combustion engine (10) is increased or decreased in accordance with the change.
11. Verfahren nach einem der Ansprüche 3 bis 10, 11. The method according to any one of claims 3 to 10,
d a d u r c h g e k e n n z e i c h n e t , dass die Verbren nungskraftmaschine (10) innerhalb der ersten Betriebsphase (A) gestartet wird. it is noted that the internal combustion engine (10) is started within the first operating phase (A).
EP20712245.8A 2019-03-20 2020-03-11 Method for starting off a motor vehicle Withdrawn EP3941791A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019203804.2A DE102019203804A1 (en) 2019-03-20 2019-03-20 Method for starting a motor vehicle
PCT/EP2020/056438 WO2020187654A1 (en) 2019-03-20 2020-03-11 Method for starting off a motor vehicle

Publications (1)

Publication Number Publication Date
EP3941791A1 true EP3941791A1 (en) 2022-01-26

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EP20712245.8A Withdrawn EP3941791A1 (en) 2019-03-20 2020-03-11 Method for starting off a motor vehicle

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US (1) US20220185284A1 (en)
EP (1) EP3941791A1 (en)
CN (1) CN113544029A (en)
DE (1) DE102019203804A1 (en)
WO (1) WO2020187654A1 (en)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005047940A1 (en) * 2005-10-06 2007-04-12 Volkswagen Ag Torque controlling method for e.g. passenger car, involves impressing combustion engine torque in one phase for specific time by electromotive torque so that resulted entire drive torque corresponds to desired torque
US7722499B2 (en) * 2007-06-07 2010-05-25 Ford Global Technologies, Llc Launch control of a hybrid electric vehicle
DE102008043159A1 (en) * 2008-10-24 2010-04-29 Robert Bosch Gmbh Method and device for starting a hybrid vehicle
JP2012066792A (en) * 2010-09-27 2012-04-05 Aisin Aw Co Ltd Control apparatus of vehicle drive device
JP5454698B2 (en) * 2010-10-21 2014-03-26 日産自動車株式会社 Control device for hybrid vehicle
US10407053B2 (en) * 2017-02-28 2019-09-10 Ford Global Technologies, Llc Systems and methods for hybrid vehicle launch
DE102017203623A1 (en) * 2017-03-06 2018-09-06 Volkswagen Ag Method for launching LaunchControl approaches in a hybrid vehicle
US10479349B2 (en) * 2017-06-09 2019-11-19 Ford Global Technologies, Llc Methods and system for launching a hybrid vehicle

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US20220185284A1 (en) 2022-06-16
WO2020187654A1 (en) 2020-09-24
CN113544029A (en) 2021-10-22

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