JP2010538908A - Method for operating the powertrain - Google Patents

Method for operating the powertrain Download PDF

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JP2010538908A
JP2010538908A JP2010525319A JP2010525319A JP2010538908A JP 2010538908 A JP2010538908 A JP 2010538908A JP 2010525319 A JP2010525319 A JP 2010525319A JP 2010525319 A JP2010525319 A JP 2010525319A JP 2010538908 A JP2010538908 A JP 2010538908A
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internal combustion
combustion engine
clutch
electric motor
starting
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クリスチャン、ミッテルベルガー
シュテファン、ブラットナー
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ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフトZf Friedrichshafen Ag
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Priority to DE102007045366A priority Critical patent/DE102007045366A1/de
Application filed by ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフトZf Friedrichshafen Ag filed Critical ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフトZf Friedrichshafen Ag
Priority to PCT/EP2008/062272 priority patent/WO2009037237A2/de
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/40Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/42Arrangement 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
    • B60K6/48Parallel type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/30Control strategies involving selection of transmission gear ratio
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/26Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268Electric drive motor starts the engine, i.e. used as starter motor
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/42Drive Train control parameters related to electric machines
    • B60L2240/423Torque
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/48Drive Train control parameters related to transmissions
    • B60L2240/486Operating parameters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/50Drive Train control parameters related to clutches
    • B60L2240/507Operating parameters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08Conjoint 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11Stepped gearings
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies in electromobility
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • YGENERAL 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
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/20Plural engines
    • Y10T477/23Electric engine
    • Y10T477/26Electric engine with clutch control

Abstract

本発明は、内燃エンジンと電気モータとを有するハイブリッド駆動部と、当該ハイブリッド駆動部と出力部との間に配置された変速機と、内燃エンジンと電気モータとの間に配置されたクラッチと、を備えた自動車のパワートレインを作動するための方法に関する。電気モータのみが駆動する時、内燃エンジンと電気モータとの間に配置されたクラッチが締結されることによって、内燃エンジンが始動され得る。本発明によれば、電気モータが作動していると共に内燃エンジンが停止していて、電気モータ駆動されている際、牽引力遮断の状況下で、変速機によってシフトのギヤ段切換が実施される場合、当該シフトの当該ギヤ段切換の実施の直後であって、当該シフトの負荷組立の間に、内燃エンジンが、牽引力遮断無く、電気モータによって始動され、その際、内燃エンジンと電気モータとの間に配置されたクラッチが、内燃エンジンを始動するために、部分的な締結によって滑り状態にもたらされて、その後、内燃エンジンと電気モータの間の同期回転数に達する前に、再び完全に開放される、というように開閉制御される。  The present invention includes a hybrid drive unit having an internal combustion engine and an electric motor, a transmission disposed between the hybrid drive unit and the output unit, a clutch disposed between the internal combustion engine and the electric motor, The invention relates to a method for operating a powertrain of an automobile equipped with When only the electric motor is driven, the internal combustion engine can be started by engaging a clutch disposed between the internal combustion engine and the electric motor. According to the present invention, when the electric motor is operating and the internal combustion engine is stopped and the electric motor is driven, the shift gear stage is changed by the transmission under the condition of the traction force cut-off. The internal combustion engine is started by the electric motor without interruption of the traction force immediately after the shifting of the gear stage of the shift and during the load assembly of the shift. The clutch arranged in is brought into a sliding state by partial engagement in order to start the internal combustion engine, and then fully released again before reaching the synchronous speed between the internal combustion engine and the electric motor Open / close control is performed.

Description

本発明は、特許請求の範囲の請求項1の上位概念に従う、少なくとも一つの変速機とハイブリッド駆動部とを備えた自動車のパワートレインを作動するための方法に関する。   The present invention relates to a method for operating a powertrain of a motor vehicle comprising at least one transmission and a hybrid drive according to the superordinate concept of claim 1.

自動車のパワートレインの主要な構成要素は、パワーユニットと変速機である。変速機は、回転トルク及び回転数を変換することで、パワーユニットの供給牽引力を変換する。本発明は、少なくとも一つの変速機と、パワーユニットとしてのハイブリッド駆動部と、を備えたパワートレインを作動するための方法に関する。   The main components of an automobile powertrain are a power unit and a transmission. The transmission converts the supply traction force of the power unit by converting the rotational torque and the rotational speed. The present invention relates to a method for operating a power train comprising at least one transmission and a hybrid drive as a power unit.

US2005/0221947A1から、自動変速機とハイブリッド駆動部とを備えた自動車のパワートレインを作動するためのある方法が知られている。この場合、一方で、ハイブリッド駆動部の内燃エンジンとハイブリッド駆動部の電気モータとの間にクラッチが配置され、他方で、ハイブリッド駆動部の電気モータと自動変速機との間に別のクラッチが配置されている。パワートレインが、ハイブリッド駆動部の電気モータによってのみ駆動される時、当該従来技術では、ハイブリッド駆動部の内燃エンジンが、パワートレインの自動変速機によるアップシフトの実施中にハイブリッド駆動部の内燃エンジンと電気モータとの間に配置されたクラッチが締結されることによって、始動され得る。US2005/0221947A1によれば、従って、ハイブリッド駆動部の電気モータが、ハイブリッド駆動部の内燃エンジンの始動に役立つ。この場合、内燃エンジンの始動は、ギヤ段切換の実施中に行われ、従って、牽引力遮断の際に行われる。   From US 2005/0221947 A1 a method is known for operating a powertrain of a motor vehicle with an automatic transmission and a hybrid drive. In this case, on the one hand, a clutch is arranged between the internal combustion engine of the hybrid drive unit and the electric motor of the hybrid drive unit, and on the other hand, another clutch is arranged between the electric motor of the hybrid drive unit and the automatic transmission. Has been. When the powertrain is driven only by the electric motor of the hybrid drive unit, in the prior art, the internal combustion engine of the hybrid drive unit and the internal combustion engine of the hybrid drive unit are performing an upshift by the powertrain automatic transmission. It can be started by engaging a clutch arranged between the electric motor. According to US 2005/0221947 A1, therefore, the electric motor of the hybrid drive serves to start the internal combustion engine of the hybrid drive. In this case, the internal combustion engine is started during the gear stage switching, and is therefore performed when the tractive force is interrupted.

このような背景の下で、本発明の課題は、変速機とハイブリッド駆動部とを備えたパワートレインを作動するための新しい方法を提供することである。   Under such circumstances, the object of the present invention is to provide a new method for operating a powertrain with a transmission and a hybrid drive.

本課題は、特許請求の範囲の請求項1に記載されたパワートレインを作動するための方法によって解決される。本発明によれば、電気モータが作動していると共に内燃エンジンが停止していて、電気モータ駆動されている際、牽引力遮断の状況下で、変速機によってシフトのギヤ段切換が実施される場合、当該シフトの当該ギヤ段切換の実施の直後であって、当該シフトの負荷増大の間に、内燃エンジンが、牽引力遮断無く、電気モータによって始動される。その際、内燃エンジンと電気モータとの間に配置されたクラッチが、内燃エンジンを始動するために、部分的な締結によって滑り状態にもたらされて、その後、内燃エンジンと電気モータとの間の同期回転数に達する前に、再び完全に開放される、というように開閉制御される。   This problem is solved by a method for operating a powertrain as claimed in claim 1. According to the present invention, when the electric motor is operating and the internal combustion engine is stopped and the electric motor is driven, the shift gear stage is changed by the transmission under the condition of the traction force cut-off. The internal combustion engine is started by the electric motor without interruption of the traction force immediately after the gear change of the shift and during the shift load increase. In doing so, a clutch arranged between the internal combustion engine and the electric motor is brought into a sliding state by partial engagement in order to start the internal combustion engine and thereafter between the internal combustion engine and the electric motor. Before reaching the synchronous rotation speed, the opening / closing control is performed such that the opening is completely reopened again.

本発明の概念は、ギヤ段切換の実施の後のシフトの負荷増大の間、従って牽引力遮断の終了後に、電気モータによって内燃エンジンを始動することに基づいている。このため、内燃エンジンの始動により、牽引力遮断が延期されることがない。従って、内燃エンジンの始動により変化するシフトの負荷増大が、運転手にわずらわしさを感じさせることがなく、このことにより、高い快適性を有する内燃エンジンの始動が実現され得る。   The concept of the present invention is based on starting the internal combustion engine by means of an electric motor during the shift load increase after the gear change has been carried out and thus after the end of the tractive force interruption. For this reason, the tractive force cutoff is not postponed by the start of the internal combustion engine. Therefore, the increase in the load of the shift that changes due to the start of the internal combustion engine does not make the driver feel bothersome, and this makes it possible to start the internal combustion engine with high comfort.

とりわけ、内燃エンジンは、比較的高いギヤ比を有するギヤ段から比較的高ギヤ比を有するギヤ段へのアップシフトの負荷増大の間、電気モータによって始動される。   In particular, the internal combustion engine is started by an electric motor during an upshift load increase from a gear stage having a relatively high gear ratio to a gear stage having a relatively high gear ratio.

このことは、より低いギヤ比を有するギヤ段に入れられた状態において、内燃エンジンの始動が行われ、このことにより、出力部に作用する慣性モーメントの妨害が、より一層少なくなる、という利点を有する。   This has the advantage that the internal combustion engine is started in a state of being in a gear stage having a lower gear ratio, thereby further reducing the disturbance of the moment of inertia acting on the output section. Have.

本発明の更なる好適な実施の形態は、下位請求項及び以下の説明から明らかである。本発明の各実施の形態は、図面を参照しながら詳細に説明されるが、それらによって本発明が制限される訳ではない。   Further preferred embodiments of the invention are evident from the subclaims and the following description. Each embodiment of the present invention will be described in detail with reference to the drawings, but the present invention is not limited thereto.

図1は、本発明方法が適用可能である、自動車のパワートレインの第1の実施の形態の概略図。FIG. 1 is a schematic view of a first embodiment of an automobile power train to which the method of the present invention is applicable. 図2は、本発明方法が適用可能である、自動車のパワートレインの第2の実施の形態の概略図。FIG. 2 is a schematic view of a second embodiment of a vehicle power train to which the method of the present invention is applicable. 図3は、本発明方法が適用可能である、自動車のパワートレインの第3の実施の形態の概略図。FIG. 3 is a schematic view of a third embodiment of a vehicle power train to which the method of the present invention can be applied.

本発明は、少なくとも一つの変速機とハイブリッド駆動部とを備えた自動車のパワートレインを作動するための方法に関している。ハイブリッド駆動部は、内燃エンジンと電気モータとを有している。図1乃至図3は、本発明方法が適用可能である、自動車のパワートレインの実施の形態の概略図を示している。   The present invention relates to a method for operating a powertrain of a motor vehicle comprising at least one transmission and a hybrid drive. The hybrid drive unit has an internal combustion engine and an electric motor. 1 to 3 show schematic views of an embodiment of an automobile powertrain to which the method of the present invention is applicable.

図1は、自動車のパワートレイン1の概略図である。図1のパワートレイン1は、内燃エンジン2と電気モータ3とによって形成されたハイブリッド駆動部を備えている。内燃エンジン2と電気モータ3との間に、クラッチ4が接続されている。当該クラッチ4は、パワートレイン1が電気モータ3によってのみ作動される時に、開放される。ハイブリッド駆動部の他に、図1のパワートレイン1は、変速機5を備えている。当該変速機5は、ハイブリッド駆動部から提供される供給牽引力を、パワートレインの出力部6、すなわち、駆動すべきホイール、に向けて変換する。   FIG. 1 is a schematic view of a power train 1 of an automobile. The power train 1 in FIG. 1 includes a hybrid drive unit formed by an internal combustion engine 2 and an electric motor 3. A clutch 4 is connected between the internal combustion engine 2 and the electric motor 3. The clutch 4 is released when the power train 1 is operated only by the electric motor 3. In addition to the hybrid drive unit, the power train 1 in FIG. 1 includes a transmission 5. The transmission 5 converts the supply traction provided from the hybrid drive unit toward the output unit 6 of the power train, that is, the wheel to be driven.

図2のパワートレイン7では、ハイブリッド駆動部の電気モータ3と変速機5との間に、クラッチ8が接続されている。図3は、他の実施の形態の自動車のパワートレイン9の概略図を示している。図3のパワートレインは、図2のパワートレインに対して、ハイブリッド駆動部の電気モータ3と変速機5との間にクラッチが無くコンバータ装置10が接続されている点で異なっている。   In the power train 7 of FIG. 2, a clutch 8 is connected between the electric motor 3 and the transmission 5 of the hybrid drive unit. FIG. 3 shows a schematic diagram of a power train 9 of an automobile according to another embodiment. The power train of FIG. 3 differs from the power train of FIG. 2 in that there is no clutch between the electric motor 3 of the hybrid drive unit and the transmission 5 and a converter device 10 is connected.

図1乃至図3によるパワートレインは、クラッチ4の開放の際、ハイブリッド駆動部の電気モータ3によってのみ駆動されるが、所定の運転状況下においては、ハイブリッド駆動部の内燃エンジンを始動することが必要となる可能性がある。   The power train according to FIGS. 1 to 3 is driven only by the electric motor 3 of the hybrid drive when the clutch 4 is disengaged, but under certain operating conditions, the internal combustion engine of the hybrid drive can be started. May be necessary.

本発明の意義において、電気モータ3が作動していると共に内燃エンジン2が停止していて、(駆動部が)完全に電気モータ駆動されている際、変速機によってシフトが実行される場合、当該シフトのギヤ段切換の実施の直後であって、当該シフトの負荷増大の間に、すなわち牽引力遮断が終了した後に、内燃エンジン2が、牽引力遮断無く、電気モータ3によって始動される。その際、内燃エンジン2と電気モータ3との間に配置されたクラッチ4が、開閉制御される。すなわち、内燃エンジンを始動するために、クラッチ4は、部分的な締結によって滑り状態にもたらされて、その後、内燃エンジン2と電気モータ3との間の同期回転数に達する前に、クラッチ4は、再び完全に開放される。   In the meaning of the present invention, when the shift is executed by the transmission when the electric motor 3 is operating and the internal combustion engine 2 is stopped and the drive unit is completely driven by the electric motor, The internal combustion engine 2 is started by the electric motor 3 without traction force interruption immediately after the shift gear stage is changed and during the shift load increase, that is, after the traction force interruption is completed. At that time, the clutch 4 disposed between the internal combustion engine 2 and the electric motor 3 is controlled to open and close. That is, to start the internal combustion engine, the clutch 4 is brought into a sliding state by partial engagement, and then before reaching the synchronous speed between the internal combustion engine 2 and the electric motor 3, the clutch 4 Is fully opened again.

従って、ギヤ段切換の実施の後であってシフトの負荷増大の間、すなわち、電気モータ3がパワートレインの出力部6に結合される場合に、内燃エンジン2の始動が行われる。   Therefore, the internal combustion engine 2 is started after the gear change is performed and during the shift load increase, that is, when the electric motor 3 is coupled to the output 6 of the power train.

本発明の好適な他の実施の形態によれば、内燃エンジン2は、比較的高いギヤ比を有するギヤ段から比較的低いギヤ比を有するギヤ段へのアップシフトの負荷増大の間に、電気モータ3によって始動される。このことは、比較的低いギヤ比を有するギヤ段が予め入れられている時に内燃エンジン2の始動が行われる、という利点を有している。このことにより、妨害トルクが低減され、出力部に作用する内燃エンジンの慣性モーメントの妨害が、より一層少なくなる。また、内燃エンジン2が、比較的低いギヤ比を有するギヤ段から比較的高いギヤ比を有するギヤ段へのダウンシフトの負荷増大の間に、電気モータ3によって始動することも可能である。   According to another preferred embodiment of the present invention, the internal combustion engine 2 is electrically connected during an upshift load increase from a gear stage having a relatively high gear ratio to a gear stage having a relatively low gear ratio. It is started by the motor 3. This has the advantage that the internal combustion engine 2 is started when a gear stage having a relatively low gear ratio is pre-set. Thereby, the disturbance torque is reduced, and the disturbance of the inertia moment of the internal combustion engine acting on the output portion is further reduced. It is also possible for the internal combustion engine 2 to be started by the electric motor 3 during a downshift load increase from a gear stage having a relatively low gear ratio to a gear stage having a relatively high gear ratio.

実施されたシフトの負荷増大の間に、電気モータ3によって内燃エンジン2を始動するために、当該電気モータは、牽引力遮断無く、パワートレインの出力部6に結合される。その際、内燃エンジン2を始動するために、電気モータ3の回転数は、内燃エンジン2の始動回転数よりも大きい。   In order to start the internal combustion engine 2 by means of the electric motor 3 during the increase of the load of the shift carried out, the electric motor is coupled to the output 6 of the powertrain without any traction interruption. At that time, in order to start the internal combustion engine 2, the rotation speed of the electric motor 3 is larger than the start rotation speed of the internal combustion engine 2.

内燃エンジン2を始動した後、当該内燃エンジン2は、当該内燃エンジン2と電気モータ3との間に配置されたクラッチ4の締結によって、その時のパワートレインの出力部6に結合される。その際、パワートレインは、作動している電気モータ3と、作動している内燃エンジン2の双方によって駆動される。   After starting the internal combustion engine 2, the internal combustion engine 2 is coupled to the output section 6 of the power train at that time by engaging a clutch 4 disposed between the internal combustion engine 2 and the electric motor 3. At that time, the power train is driven by both the operating electric motor 3 and the operating internal combustion engine 2.

シフトの負荷増大の間における内燃エンジン2の始動の際、内燃エンジン2と電気モータ3との間に配置されたクラッチ4の開閉制御は、以下のように行われる。すなわち、クラッチ4は、最初に、あるポイントまで部分的に締結されて滑り状態にもたらされて、その際、当該クラッチ4によって伝達されるトルクは、内燃エンジン2の始動トルクを超える。   When the internal combustion engine 2 is started during the shift load increase, the opening / closing control of the clutch 4 disposed between the internal combustion engine 2 and the electric motor 3 is performed as follows. That is, the clutch 4 is initially partially engaged to a certain point and brought into a sliding state, where the torque transmitted by the clutch 4 exceeds the starting torque of the internal combustion engine 2.

その後、クラッチの部分的な締結位置、および当該クラッチにより伝達されるトルクが、同時に、一定に維持され、その後、クラッチが、内燃エンジン2と電気モータ3との間の同期回転数に達する前に、再び完全に開放される。   Thereafter, the partial engagement position of the clutch and the torque transmitted by the clutch are kept constant at the same time, before the clutch reaches the synchronous rotational speed between the internal combustion engine 2 and the electric motor 3. , Again fully opened.

本発明の第1の有利な実施の形態によれば、前記したようなクラッチの開閉は、時間に応じて制御されながら行われる。第1の所定の時間間隔において、クラッチ4は、あるポイントまで部分的に締結され、その際、当該クラッチ4は、始動トルクを超えるために必要なトルクを伝達し、その後、第2の所定の時間間隔において、クラッチ4の部分的な締結位置が一定に維持される。その後、第3の所定の時間間隔において、クラッチ4が再び完全に開放される。これらの時間間隔は予め設定され、また適応式に習得され得る。   According to a first advantageous embodiment of the invention, the opening and closing of the clutch as described above is performed while being controlled according to time. In the first predetermined time interval, the clutch 4 is partially engaged to a certain point, at which time the clutch 4 transmits the torque necessary to exceed the starting torque, and then the second predetermined time interval. In the time interval, the partial engagement position of the clutch 4 is kept constant. Thereafter, the clutch 4 is completely released again at a third predetermined time interval. These time intervals are preset and can be learned adaptively.

本発明の方法の第2の有利な実施の形態によれば、内燃エンジン2と電気モータ3との間に配置されたクラッチ4の所定の開閉制御は、シフトの負荷増大の間に内燃エンジン2を始動するために、回転数に応じて制御されながら行う。この場合、クラッチ4は、内燃エンジン2の第1の所定の回転数しきい値が到達されるというポイントまで部分的に締結される。その際には、内燃エンジン2の始動トルクが超えられる。第1の所定の回転数しきい値の到達に続いて、クラッチの到達された部分的な締結位置は、内燃エンジン2の第2の所定の回転数しきい値に到達するまで、一定に維持される。第2の所定の回転数しきい値に到達する際、内燃エンジン2は自立的に始動する、ないし、高く作動する。   According to a second advantageous embodiment of the method according to the invention, the predetermined opening and closing control of the clutch 4 arranged between the internal combustion engine 2 and the electric motor 3 is performed during the shift load increase. Is started while being controlled in accordance with the rotational speed. In this case, the clutch 4 is partially engaged up to the point where the first predetermined engine speed threshold of the internal combustion engine 2 is reached. At that time, the starting torque of the internal combustion engine 2 is exceeded. Subsequent to reaching the first predetermined speed threshold, the reached partial engagement position of the clutch remains constant until a second predetermined speed threshold of the internal combustion engine 2 is reached. Is done. When the second predetermined engine speed threshold is reached, the internal combustion engine 2 starts autonomously or operates at a high level.

その後、クラッチ4は、再び完全に開放される。より詳細には、内燃エンジン2と電気モータ3との間の同期回転数の到達の前に、クラッチ4が完全に開放される。   Thereafter, the clutch 4 is completely released again. More specifically, the clutch 4 is completely released before the synchronous rotational speed between the internal combustion engine 2 and the electric motor 3 is reached.

内燃エンジン2と電気モータ3との間に配置されたクラッチ4の前記した締結の制御とその後の開放の制御の間、シフトの負荷増大の間に内燃エンジン2を始動するために、電気モータ3によって提供されて出力部を永続的に駆動する駆動トルクは、一定に維持される。もっとも、その代わりに、快適性を更に高めるために、電気モータ3によって提供される駆動トルクが、クラッチ4の部分的な締結とその後の開放の間に変更されて、クラッチ4によって内燃エンジン2に伝達されるトルクを補償して、ほぼ一定の駆動トルクを出力部6において補償する、ということが可能である。   In order to start the internal combustion engine 2 during the shift load increase during the aforementioned engagement control and subsequent release control of the clutch 4 arranged between the internal combustion engine 2 and the electric motor 3, the electric motor 3 The driving torque that is provided by the motor to permanently drive the output unit is maintained constant. Instead, however, the drive torque provided by the electric motor 3 is changed between the partial engagement and the subsequent release of the clutch 4 to further increase the comfort and the clutch 4 causes the internal combustion engine 2 to It is possible to compensate for the transmitted torque and compensate for a substantially constant driving torque at the output unit 6.

1 パワートレイン(駆動トレイン)
2 内燃エンジン
3 電気モータ
4 クラッチ
5 変速機
6 出力部
7 パワートレイン(駆動トレイン)
8 クラッチ
9 パワートレイン(駆動トレイン)
10 コンバータ装置
1 Powertrain (drive train)
2 Internal combustion engine 3 Electric motor 4 Clutch 5 Transmission 6 Output section 7 Power train (drive train)
8 Clutch 9 Powertrain (drive train)
10 Converter device

Claims (8)

  1. 内燃エンジンと電気モータとを有するハイブリッド駆動部と、
    当該ハイブリッド駆動部と出力部との間に配置された変速機と、
    前記内燃エンジンと前記電気モータとの間に配置されたクラッチと、
    を備え、
    電気モータのみが駆動する時、内燃エンジンと電気モータとの間に配置されたクラッチが締結されることによって、内燃エンジンが始動され得る
    という自動車のパワートレインを作動するための方法であって、
    電気モータが作動していると共に内燃エンジンが停止していて、電気モータ駆動されている際、牽引力遮断の状況下で、変速機によってシフトのギヤ段切換が実施される場合、当該シフトの当該ギヤ段切換の実施の直後であって、当該シフトの負荷増大の間に、内燃エンジンが、牽引力遮断無く、電気モータによって始動され、
    内燃エンジンと電気モータとの間に配置されたクラッチが、内燃エンジンを始動するために、部分的な締結によって滑り状態にもたらされて、その後、内燃エンジンと電気モータの間の同期回転数に達する前に、再び完全に開放される、というように開閉制御される
    ことを特徴とする方法。
    A hybrid drive having an internal combustion engine and an electric motor;
    A transmission disposed between the hybrid drive unit and the output unit;
    A clutch disposed between the internal combustion engine and the electric motor;
    With
    A method for operating a power train of an automobile in which, when only an electric motor is driven, a clutch disposed between the internal combustion engine and the electric motor is engaged, whereby the internal combustion engine can be started,
    When the electric motor is operating and the internal combustion engine is stopped and the electric motor is driven, if the gear shift of the shift is performed by the transmission under the condition of traction interruption, the gear of the shift Immediately after performing the stage change and during the load increase of the shift, the internal combustion engine is started by the electric motor without traction interruption,
    A clutch arranged between the internal combustion engine and the electric motor is brought into a sliding state by partial engagement in order to start the internal combustion engine, and then to a synchronous speed between the internal combustion engine and the electric motor. The method is characterized in that the opening and closing control is performed such that it is completely opened again before reaching.
  2. 内燃エンジンは、比較的高いギヤ比を有するギヤ段から比較的低いギヤ比を有するギヤ段へのアップシフトの負荷増大の間に、電気モータによって始動される
    ことを特徴とする請求項1に記載の方法。
    2. The internal combustion engine is started by an electric motor during an upshift load increase from a gear stage having a relatively high gear ratio to a gear stage having a relatively low gear ratio. the method of.
  3. 内燃エンジンは、比較的低いギヤ比を有するギヤ段から比較的高いギヤ比を有するギヤ段へのダウンシフトの負荷増大の間に、電気モータによって始動される
    ことを特徴とする請求項1に記載の方法。
    2. The internal combustion engine is started by an electric motor during a downshift load increase from a gear stage having a relatively low gear ratio to a gear stage having a relatively high gear ratio. the method of.
  4. 内燃エンジンを始動するために、電気モータは、牽引力遮断無く、パワートレインの出力部に結合されており、
    内燃エンジンを始動するために、さらに、電気モータの回転数は、内燃エンジンの始動回転数より大きい
    ことを特徴とする請求項1乃至3のいずれかに記載の方法。
    In order to start the internal combustion engine, the electric motor is coupled to the output of the powertrain without traction interruption,
    4. The method according to claim 1, further comprising the step of starting the internal combustion engine such that the rotational speed of the electric motor is greater than the starting rotational speed of the internal combustion engine.
  5. 内燃エンジンを始動した後に、当該内燃エンジンが、当該内燃エンジンと電気モータとの間に配置されたクラッチの締結によって、出力部に結合され、
    パワートレインは、作動している電気モータと作動している内燃エンジンとにより駆動される
    ことを特徴とする請求項1乃至4のいずれかに記載の方法。
    After starting the internal combustion engine, the internal combustion engine is coupled to the output portion by fastening a clutch disposed between the internal combustion engine and the electric motor,
    5. A method according to claim 1, wherein the powertrain is driven by an operating electric motor and an operating internal combustion engine.
  6. 内燃エンジンを始動するために、内燃エンジンと電気モータとの間に配置されたクラッチは、最初に、緩く部分的に締結され、当該クラッチによって伝達されるトルクが、内燃エンジンの始動トルクを超え、
    その後、クラッチの部分的な締結位置が、一定に維持され、
    その後、クラッチが、再び完全に開放される
    ことを特徴とする請求項1乃至5のいずれかに記載の方法。
    In order to start the internal combustion engine, the clutch arranged between the internal combustion engine and the electric motor is first loosely partially engaged, and the torque transmitted by the clutch exceeds the start torque of the internal combustion engine,
    After that, the partial engagement position of the clutch is kept constant,
    6. The method according to claim 1, wherein the clutch is then completely released again.
  7. クラッチの部分的な締結は、時間に応じて制御されながら行われ、
    第1の所定の時間間隔において、クラッチは、あるポイントまで部分的に締結され、その際、当該クラッチは、前記始動トルクを超えるために必要なトルクを伝達し、
    その後、第2の所定の時間間隔において、クラッチの部分的な締結位置が、一定に維持され、
    その後、第3の所定の時間間隔において、クラッチが、再び完全に開放される
    ことを特徴とする請求項6に記載の方法。
    The partial engagement of the clutch is performed while being controlled according to time,
    In the first predetermined time interval, the clutch is partially engaged to a point, where the clutch transmits the torque necessary to exceed the starting torque,
    Thereafter, at a second predetermined time interval, the partial engagement position of the clutch is maintained constant,
    7. The method according to claim 6, wherein the clutch is then fully released again at a third predetermined time interval.
  8. クラッチの部分的な締結は、回転数に応じて制御されながら行われ、
    クラッチは、あるポイントまで部分的に締結され、
    その際、クラッチは、内燃エンジンの第1の所定の回転数しきい値が到達され、
    その後、内燃エンジンの第2の所定の回転数しきい値に到達するまで、クラッチの部分的な締結位置が、一定に維持され、
    その後、クラッチが、再び完全に開放される
    ことを特徴とする請求項6に記載の方法。
    The partial engagement of the clutch is performed while being controlled according to the rotational speed,
    The clutch is partially engaged up to a point,
    At that time, the clutch reaches a first predetermined speed threshold of the internal combustion engine,
    Thereafter, the partial engagement position of the clutch is maintained constant until a second predetermined speed threshold of the internal combustion engine is reached,
    7. The method according to claim 6, wherein the clutch is then completely released again.
JP2010525319A 2007-09-22 2008-09-16 Method for operating the powertrain Withdrawn JP2010538908A (ja)

Priority Applications (2)

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DE102007045366A DE102007045366A1 (de) 2007-09-22 2007-09-22 Method for operating a drive train
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CN101795914A (zh) 2010-08-04
US8246509B2 (en) 2012-08-21
EP2190709B1 (de) 2011-06-08
AT512033T (de) 2011-06-15
DE102007045366A1 (de) 2009-04-02
EP2190709A2 (de) 2010-06-02
WO2009037237A3 (de) 2009-08-27
WO2009037237A2 (de) 2009-03-26

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