JP4638946B2 - 直結スタートを支援する分離クラッチを備えたハイブリッド駆動部 - Google Patents
直結スタートを支援する分離クラッチを備えたハイブリッド駆動部 Download PDFInfo
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- F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Description
ドイツ連邦特許 DE19956384C1 明細書からは内燃機関のためのインパルススタート方法及びインパルススタート装置が公知である。このDE19956384C1 明細書において開示されているインパルススタート方法によれば、ワインドアップフェーズ中にフライホイール質量体が回転駆動されて加速され、それに続くクラッチ接続期間中には回転するフライホイール質量体が回動可能に支承されたシャフト、有利には内燃機関のクランクシャフトにトルク伝達のために連結される。前記ワインドアップフェーズ中及び/又はクラッチ接続期間中は、フライホイール質量体の回転数経過が評価され、この評価から次のようなことが導き出されている。すなわち、内燃機関のスタート(始動)が成功するか否かである。もしも内燃機関の始動成功が見込めない場合には、後続の第2の始動試行に対して内燃機関はクランクシャフトを始動に有利な作動位置にもたらす。DE19956384C1明細書から公知のインパルススタート方法によれば、前記ワインドアップフェーズ中にフライホイール質量体の回転数経過の勾配(グラジエント)が評価に利用され、この勾配が過度に足りない場合にはクラッチ作動フェーズが開始される。自動車用のハイブリッド駆動部には、通常は内燃機関と少なくとも1つのさらなる駆動部、例えば電気的な作動方式による駆動部(以下では単に電気駆動部とも称する)が含まれている。ハイブリッド駆動部を備えた車両は純粋な電気的走行作動モード、すなわち電気の力のみで走る作動モードを実現することができる。ハイブリッド駆動部のトラクションネットワーク内に含まれるバッテリーの電気エネルギー若しくは電力がその限界値に達すると、内燃機関が投入される。その投入の際には内燃機関を始動しなければならず、さらに内燃機関を少なくとも1つの電気駆動部から分離している分離クラッチも閉成しなければならない。従来技術から公知の解決手段の場合は内燃機関がクラッチの閉成によって始動させられている。この目的に対しては専用のクラッチが多く用いられ、この専用クラッチは相当に高い動力エネルギーのインプットにも耐え得るように設計されている。ハイブリッド駆動部の内燃機関の始動に必要なエネルギーは、停止している内燃機関とそれを回転駆動させる少なくとも1つの電気駆動部の間の回転数差と、内燃機関の引きずりトルク"Verbrennungsmotorschleppmoment"の規模と、機関始動までのスタート過程の持続時間から算出することができる。前述したようなクラッチを用いた内燃機関の始動は一般に車両の牽引力(トラクショントルク)、つまり車両を前に進めるための駆動力に対して負の影響量となり得る。なぜなら内燃機関の始動に要する力は、駆動力への負担になるからである。さらにハイブリッド駆動部を備えた車両のドライブトレーンにおけるそのような過程、すなわち純粋な電気的走行作動モードから内燃機関の直結スタート中のトルク経過は、振動モーメントないし過剰モーメントによって損なわれる可能性もある。このような悪影響は一部では全く補償されていないし、特に駆動輪に対して定常的な動力伝達がなされる変速機タイプ、例えばトルクコンバータを備えたオーソドックスなオートマチックとの関係においては多大な費用をかけないかぎりは補償が不可能である。
本発明によれば、ハイブリッド駆動部、特にパラレルハイブリッド駆動部であって、そのドライブトレーン内に内燃機関、特に燃料を直接噴射する機構を備えた内燃機関が統合されており、さらにこの内燃機関と少なくとも1つの電気駆動部との間には分離クラッチが配設されている。また本発明によって提案されたパラレルハイブリッド駆動部のためのドライブトレーン内には、車両変速機と回転駆動用の電気蓄積器、例えば高圧バッテリーが含まれている。
以下の明細書では図面に基づいて本発明を詳細に説明する。これらの図面のうち、
図1は、パラレルハイブリッド駆動部のドライブトレーンの構造を示し、
図2は、内燃機関、特にガソリン直噴機構を備えたオットーエンジンのクランク旋回角度(Auspendelwinkel)領域並びに所期停止領域を示した図であり、
図3は、図1に示されたパラレルハイブリッド駆動部の構成要素、すなわち内燃機関、少なくとも1つの電気駆動部及び分離クラッチの協働を制御するためのシステム構造を表した図であり、
図4は、純粋な電気的走行モードからなる直結スタートによる燃料直接噴射式内燃機関のスタートのためのアルゴリズムを示したフローチャートであり、
図5は、純粋な電気的走行作動モードの期間中と後からの直結スタート期間中の停止した内燃機関における内燃機関の状態調整を表した図であり、
図6は、図5に示された燃料直接噴射式内燃機関の状態調整にもたらし燃料直接噴射式内燃機関の動的直結スタートに導くスタート要求を表した図である。
図1による図面にはパラレルハイブリッド駆動部として設計されたハイブリッド駆動部が示されている。
Claims (8)
- 内燃機関(14)と少なくとも1つの電気駆動部(18)を備え、前記電気駆動部(18)には少なくとも1つのトラクション用バッテリー(28)が割り当てられている車両におけるハイブリッド駆動部の作動方法において、
前記内燃機関(14)が、スターター支援なしの直結スタートによってハイブリッド駆動部(10)の純粋な電気的走行作動モードからスタートされるようにし、さらに、
内燃機関(14)の直結スタートスタンバイ状態が存在していない場合(B_DST:=FALSE)に、スリップトルク制御された分離クラッチ(16)がエンジン引きずりトルク(M_SCHLEPP)を内燃機関(14)に伝達し、さらに、
その期間内では内燃機関(14)が始動しない所定の期間(DELAY)の経過後に、分離クラッチ(16)が解離され、内燃機関(14)が所期の停止領域(40)内でクランキングされ、この場合前記内燃機関(14)の所期の停止領域(40)は、少なくとも1つのシリンダ(30)の上死点経過後100°〜120°の間の位置によって定められることを特徴とする方法。 - ハイブリッド駆動部(10)の内燃機関(14)は、少なくとも1つの電気駆動部(18)がインデックスドライバーの所望トルクを変換できない場合に、ドライバーの所望トルク(MFahrer)に依存してスタートされる、請求項1記載の方法。
- 内燃機関(14)の直結スタートスタンバイ状態が存在している場合(B_DST:=TRUE)に、内燃機関が分離クラッチ(16)の解離のもとでスタートする、請求項2記載の方法。
- ドライバーの所望トルク(MFahrer)が増加した場合に、内燃機関(14)がスタート命令(B_START:=TRUE)により制御部(52)によって動的直結スタートを用いてスタートされる、請求項1記載の方法。
- ハイブリッド駆動部(10)が制御部(52)によって監視され、該制御部(52)には内燃機関(14)のための制御ユニット(56)と、少なくとも1つの電気駆動部のための制御ユニット(58)と、分離クラッチ(16)のための制御ユニット(60)が従属しており、前記制御部(52)は、ドライバーの所望トルク(MFahrer)を最初に少なくとも1つの電気駆動部(18)を用いて変換する、請求項2記載の方法。
- 内燃機関(14)と、少なくとも1つの電気駆動部(18)と、少なくとも1つのトラクション用バッテリー(28)と、分離クラッチ(16)と、ハイブリッド駆動部(10)の制御部(52)とを備えた車両用のハイブリッド駆動部(10)において、
前記内燃機関(14)が燃料直接噴射方式の内燃機関(14)であり、前記分離クラッチ(16)はスリップトルク制御されたクラッチであり、さらに、
内燃機関(14)の直結スタートスタンバイ状態が存在していない場合(B_DST:=FALSE)に、スリップトルク制御された分離クラッチ(16)がエンジン引きずりトルク(M_SCHLEPP)を内燃機関(14)に伝達し、さらに、
その期間内では内燃機関(14)が始動しない所定の期間(DELAY)の経過後に、分離クラッチ(16)が解離され、内燃機関(14)が所期の停止領域(40)内でクランキングされ、この場合前記内燃機関(14)の所期の停止領域(40)は、少なくとも1つのシリンダ(30)の上死点経過後100°〜120°の間の位置によって定められるように構成されていることを特徴とするハイブリッド駆動部。 - 前記スリップトルク制御された分離クラッチ(16)は、その伝達可能なトルクに関しては内燃機関(14)のエンジン引きずりトルク(M_SCHLEPP)に対して設定可能である、請求項6記載のハイブリッド駆動部(10)。
- 前記内燃機関は、ガソリン直噴機構を備えたオットーエンジンである、請求項6記載のハイブリッド駆動部(10)。
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DE102006008640A DE102006008640A1 (de) | 2006-02-24 | 2006-02-24 | Hybridantrieb mit einem Direktstart unterstützender Trennkupplung |
PCT/EP2007/050867 WO2007099003A1 (de) | 2006-02-24 | 2007-01-30 | Hybridantrieb mit einem direktstart unterstützender trennkupplung |
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US20090105038A1 (en) | 2009-04-23 |
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