US20060048516A1 - Device and method for steering and regulating components of a hybrid driveline of a vehicle - Google Patents

Device and method for steering and regulating components of a hybrid driveline of a vehicle Download PDF

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Publication number
US20060048516A1
US20060048516A1 US11/216,372 US21637205A US2006048516A1 US 20060048516 A1 US20060048516 A1 US 20060048516A1 US 21637205 A US21637205 A US 21637205A US 2006048516 A1 US2006048516 A1 US 2006048516A1
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United States
Prior art keywords
nominal
torque
transmission
actual
clutch
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Abandoned
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US11/216,372
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English (en)
Inventor
Friedrich Tenbrock
Ralf Dreibholz
Johannes Kaltenbach
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Assigned to ZF FRIEDRICHSHAFEN AG reassignment ZF FRIEDRICHSHAFEN AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: DREIBHOLZ, RALF, KALTENBACH, JOHANNES, TENBROCK, FRIEDRICH
Publication of US20060048516A1 publication Critical patent/US20060048516A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/105—Output 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/30—Driving style
    • 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
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/244—Charge state
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/10—Interpretation of driver requests or demands
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

Definitions

  • the invention relates to a device and a method for steering and regulating components of a hybrid driveline of a motor vehicle.
  • a vehicle having a parallel hybrid driveline in which the driveline gears of the vehicle can be optionally driven by an internal combustion machine, an electric motor or simultaneously by both prime movers.
  • a control device steers and regulates the use of the two prime movers on the basis of sensor information about, for example, the rotational speed of the internal combustion machine, the rotational speed of the electric motor, the state of charge of an electric energy accumulator, the traveling speed, the accelerator pedal deviation (by which the driver signals his desired drive torque), the actuation of the service brake, the selected gear of the transmission and the shift position of a switch with which the wish for a very quick start of the vehicle can be signalized.
  • sensor information about, for example, the rotational speed of the internal combustion machine, the rotational speed of the electric motor, the state of charge of an electric energy accumulator, the traveling speed, the accelerator pedal deviation (by which the driver signals his desired drive torque), the actuation of the service brake, the selected gear of the transmission and the shift position of a switch with which the wish for a very quick start
  • EP 0 903 259 B1 has disclosed a hybrid drive vehicle with a steering system for control of the input of the internal combustion machine and of the electric machine in which the steering system deduces the desired input of the driver from a deviation signal of the accelerator pedal.
  • the steering system then calculates the needed input of the electric machine depending on the accelerator pedal value and the remaining electric capacity of an electric energy accumulator and then calculates one correction variable for the power control of the internal combustion machine in order thus to reduce the output power thereof so that the sum of the electric and the combustion input corresponds to the input required by the accelerator pedal deviation.
  • the steering and regulating device decides how the actual operation states of the internal combustion machine and of the electric machine of the driveline are to be linked, respectively, with the accelerator pedal deviation of the vehicle driver and the speed of the vehicle.
  • the steering and regulating device generates control signals for the internal combustion machine, the electric machine, a transmission continuously adjusting its reduction ratio and a coupling between the internal combustion machine and the electric machine to meet the performance designed by the driver.
  • this steering and regulating device has, at its disposal, a number of optional methods for steering and regulating the internal combustion machine, the electric machine and the clutch, the same as a number of methods for calculating the operating points for the internal combustion machine, the electric machine and the continuously variable transmission. Furthermore, the steering and regulating device comprises control means for control of the internal combustion machine, the electric machine, the clutch and the transmission.
  • this known steering and regulating device finds the actual driving state of the hybrid vehicle with reference, among others, to the accelerator pedal deviation, the traveling speed and the State of Charge (SOC) of an electric battery, the same as to the electric energy fed to or removed from it, determining on this basis the steering and regulation of the internal combustion machine, of the electric machine in its electrically driven and regenerative operation, the actuation of the clutch, the same as the ratio change characteristic of the automatic transmission.
  • SOC State of Charge
  • WO 02/26520 A1 From WO 02/26520 A1 is finally shown a driveline control for a motor vehicle having at least two drive units and one transmission by way of which the operation of a hybrid vehicle is to be improved relative to fuel consumption, emission, driveability and driving performance.
  • this is achieved by a driveline control having at its disposal in the first place decentral steering units for generating setting signals for the drive unit and the transmission, the same as a so-called accelerator pedal interpretation device to determine a torque nominal value from one variable that characterizes the driver's wish.
  • the driveline control also belongs an area designated as nominal state manager where the momentary nominal operating state of the driveline according to the torque nominal value and to the state of charge of an electric energy accumulator in the vehicle.
  • the driveline control also comprises one area designated as torque manager in which, according to the torque nominal value and to the established nominal operating state of the driveline, individual control signals are generated for the above mentioned decentral control units.
  • the driveline control has, in addition, one area designed as driver and situation detection with which detected operating variables of the vehicle are evaluated, classified and can then be fed to the nominal state manager for determining the nominal operating state.
  • This driver and situation detection can have, in particular the following component parts: one drive-type detection, one environment and road-type localization, the same as one driving manoeuver and driving situation detection.
  • the nominal state manager has one configuration identifier which can be locked or released, according to the state or value of the configuration identified, nominal operating states of the driveline stored in the nominal state manager.
  • the State of Charge for example, of an electric battery
  • SOC State of Charge
  • the battery has an optimum respectively for the electrically driven and the combined electrically driven and combustion driven operation.
  • How the optimum of the state of charge is formed depends on the requirements of the driveline which are given, on one hand, by a rather dynamic driving mode and, on the other, by a rather economic driving mode.
  • a rather dynamic driving mode it is convenient to have the battery constantly charged as completely as possible in order, with the aid of electrically driven assistance of a combustion driven motion (boosten), to be able to use even with comparatively small and power weak internal combustion machines, a clearly traceable power reserve or to make achieving a range in purely electrically driven operation as great as possible.
  • boost combustion driven motion
  • a rather economically oriented driving mode requires that, when needed, the battery be emptied to a convenient extent so as to be able, in the appropriate operating situations of the vehicle, to fill it by free recuperation energy.
  • the latter is available, for example, when the vehicle moves forward without power while one of the electric machines of the vehicle is regeneratively driven by the vehicle drive gears via the transmission.
  • the problem on which this invention is based is to propose a device and a method for steering and regulating a hybrid driveline of a motor vehicle in which, compared to the prior art, the power distribution control for the drive units engaged in the driveline is realized so as to accomplish a nominal drive torque of the vehicle required by the driver, the same as an optimal state of charge of the electric battery.
  • the invention concerns a device for steering and regulating components of a hybrid driveline of a motor vehicle which has at least two prime movers, at least one clutch and one transmission.
  • the steering and regulating device has the following parts: one device to determine a nominal drive torque from a variable signalizing the actual torque desired by the driver or from the preset nominal torque of an automatic nominal torque-definition device; one device for determining a sporting characteristic value; one device for establishing a nominal state of charge of an electric energy accumulator of the vehicle according to the nominal drive torque determined and the sporting characteristic value; one device for establishing the input distribution between at least two prime movers according to the established nominal state of charge so that the required nominal drive torque can be implemented and the nominal state of charge of the energy accumulator be maintained; and one device for generating and relaying steering and regulating signals for the two prime movers, at least one clutch, the same as the transmission.
  • the prime movers for which the steering and regulating device generates signals for steering and regulating are designed as one internal combustion machine and as at least one electric machine.
  • the preferably two electric machines in the driveline are constructed so that one electric machine is designed electrically or driven with relatively higher power and the other electric machine electrically or regeneratively driven with relatively low-to-medium power and thus as so-called starter generator.
  • the electrically and regeneratively operable first electric machine is preferably operatively connected with an oil pump with which can be satisfied by the oil need or hydraulic pressure need of the individual driveline components, especially during start of the internal combustion machine; the same as during phases in the driving operation with relatively low power requirement in traction or coasting with the cut-off internal combustion machine.
  • the oil pump can be connected by way of a first clutch with the internal combustion machine so that for driving thereof in combustion-driven operation of the vehicle, the electric machine has not to run separately.
  • the second electric machine is connected with the input shaft of the transmission, according to driving technology.
  • the input shaft of the internal combustion machine is, likewise, connectable with the transmission input shaft so that the transmission input shaft can be driven jointly and simultaneously by the internal combustion machine and the second electric machine.
  • the inventive steering and regulating device is preferably designed so that the sporting characteristic value can be ascertained by a shift position of a sporting switch or of a transmission selector lever or by a measuring value, which identified the accelerator pedal acceleration. It is known that from the actual value of the accelerator pedal acceleration can be determined whether the driver straightly steering the vehicle by soft accelerator pedal motions prefers a rather economic driving mode or, on account of complicated accelerator pedal deviation, rather a dynamic mode of driving.
  • the steering and regulating device also comprises one device for determining a nominal drive torque, that is, the drive torque of the vehicle which the driver actually wishes.
  • the nominal output torque can be, for example, the nominal output torque on the vehicle gears or also the one which would be measurable on the transmission output shaft.
  • the device of the steering and regulating device is equipped with electronic constant value accumulators and connected with sensor and/or data lines where this device is fed information concerning the following variables: the accelerator pedal deviation from whose timed deflection can be determined the accelerator pedal deviation speed and the acceleration; the actual gear and the target gear of the transmission; the unused capacity of the energy accumulator which is designed, for example, as battery or high-power capacitor (supercap); the actual torque; the target torque, and the maximum possible torque during the actual rotational speed of a prime mover.
  • the accelerator pedal deviation from whose timed deflection can be determined the accelerator pedal deviation speed and the acceleration the actual gear and the target gear of the transmission
  • the unused capacity of the energy accumulator which is designed, for example, as battery or high-power capacitor (supercap)
  • the actual torque the target torque, and the maximum possible torque during the actual rotational speed of a prime mover.
  • the steering and regulating device preferably further comprises, for the parallel hybrid driveline, a device for determining the actual state of the driveline with which the actual states of actuators of at least one clutch of the prime movers and of the transmission can be detected, via sensor and/or data lines.
  • a device for establishing the input distribution can be informed by the device for determining a nominal drive torque about the nominal drive torque and about the sporting characteristic; the same as by the device for determining the actual state of the driveline a value can be fed concerning the actual state of the driveline.
  • the steering and regulating device that to the device for establishing the input distribution can be fed, in addition, from a electronic constant value accumulators and via sensor and/or data lines, information concerning the following variables: the minimum and maximum accumulator capacity of the electric energy accumulator; the maximum possible drive torque of at least one electric machine; the actual electric power of at least one electric machine; a transmission gear change status (that is, whether a ratio change operation has or has not taken place in the transmission); the actual operating state of a device for steering and regulating a first clutch coordinated with the starter generator (first electric machine), and the minimum rotational speed of the first electric machine with which the oil pump can cover the actual oil need or hydraulic pressure need in the driveline.
  • the device for establishing the input distribution be constructed to be able to deliver, according to at least one of the variables fed, the following variables concerning data and/or steering lines: the nominal rotational speeds and nominal torques, the same as operating modes for the internal combustion machine and at least one electric machine; a switch blocking command to a switch blocking device, and an operating state nominal value to a device for control of the first electric machine designed as oil pump starter generator, the same as a device for control of the second clutch between the internal combustion machine and the second electric machine.
  • a decision device which balances the nominal standards of the device for establishing the input distribution with the output variables of the device for control of the second clutch, the same as of the device for control of the oil pump starter generator. Then it relays them to a device for transmission torque control adaptation when a change of state in the device for control of the second clutch and/or of the device for control of the oil pump starter generator does not lead to other nominal rotational speeds; nominal torques, the same as other modes of operation for the internal combustion machine and at least one electric machine.
  • the decision device be constructed so as to evaluate in its findings the data and/or signals of the devices herebelow in conformity with the following prioritization sequence:
  • the operation of the oil pump by way of the first electric machine, has priority in the driveline insofar as the oil pump is not driven, as usually, by the internal combustion machine.
  • the steering and regulating standards have priority through the device for control of the second clutch, since in closed state, they make the purely combustion driven operation or the combined operation possible (that is, electrically driven boosting of the drive torque of the internal combustion machine), the same as in open state of the purely electrically driven operation with the second electric machine. Only when the superposed standards regarding the desired mode of operation of the driveline are taken into account, is the input distributed according to the device for establishing the input distribution.
  • the device for transmission torque adaptation be designed so that, departing from the variables fed, it can deliver the rotational speeds and torques as nominal values for the internal combustion machine and for at least one electric machine.
  • the device for torque adaptation be designed for taking into account the additional torques of the electric machines and for taking into account the mass effects occurring as a result of different driveline states when determining the nominal values for the internal combustion machine and the nominal values for at least one electric machine.
  • the device for transmission torque adaptation is constructed so that it be suited to receive and process control signals of the transmission control unit with which, during operations for ratio change of the transmission, the prime movers of the driveline are controlled as to their rotational speed and torque delivery.
  • the device for transmission torque adaptation is constructed so that the rotational speed and the torque delivery of the prime movers can be adapted to the mass ratios of the precisely active hybrid driveline configuration during ratio change operations of the transmission.
  • the driveline of the vehicle in a rather dynamic driving mode is essentially operated so that, when needed, a drive torque assistance of the internal combustion machine by the electric machine is possible (boosten). Therefore, care is taken as often as possible and needed that by a regenerative operation of the first electric machine and/or by a regenerative operation of the second electric machine, the energy accumulator is always well filled by operating as generator at least one electric machine. The operation also takes place, therefore, during combustion driven motion of the vehicle.
  • the state of charge of the energy accumulator is substantially kept in the medium-to-lower state of charge in order, preferably during the vehicle operation, for example, in coasting operation phases with internal combustion machine stopped and uncoupled from the driveline, to electrically charge the energy accumulator with recuperation energy to the extent that a subsequent purely electric drive of the vehicle is possible or the internal combustion machine can be assisted with high fuel consumption values regarding the total input torque of the vehicle in case of unfavorable operating points.
  • the value of the nominal state of charge of the energy accumulator is a constant for a certain nominal input torque with a constant sporting characteristic value.
  • the sporting characteristic can be generated within limits such that therewith can be adjusted a nominal state of charge of the electric energy accumulator such that allows a complete emptying or a complete filling of the energy accumulator in electrically driven, combustion driven and combined driving phases only as long as this energy accumulator is not damaged in the process.
  • the sporting characteristic value is determined by measuring the shift position of a sporting switch or of a transmission selector lever. But it is also possible to calculate the sporting characteristic value from secondary variables to which belong the measuring or calculation of the accelerator pedal acceleration over a predetermined period of time, the same as the subsequent evaluation thereof.
  • the nominal drive torque be determined by measuring and/or calculating at least the following variables: the accelerator pedal deviation; the actual gear and the target gear of the transmission; the actually unused capacity of the energy accumulator; the actual torque and the target torque of the prime movers, the same as the maximum possible torque of at least one of the prime movers at the precise actual rotational speed of the motor.
  • a nominal gear for the transmission is preferably also determined, which is subsequently fed via a switch blocking device to a transmission control unit or to a transmission control module.
  • the transmission is here preferably an automatic transmission, the ratio change operations of which can be adjusted preferably by way of actuators operable by pressure medium.
  • the nominal input torque, the sporting characteristic value and the actual state of the driveline are communicated to a device for establishing the input distribution.
  • the device for establishing the input distribution from constant value accumulators via sensor and/or data lines, information concerning the following variables: the minimum and maximum capacity of the energy accumulator; the maximum possible drive torque of at least one electric machine; the actual electric power of at least one electric machine; the gear change status of the transmission; the actual operating state of a device for steering and regulating a second clutch between the internal combustion machine, and the purely electrically operable electric machine; the same as the minimum rotational speed of the first electrically driven and regeneratively operable electric machine with which the oil pump can cover the actual need of oil or need of hydraulic pressure in the driveline.
  • the device for establishing the input distribution delivers to the devices, via data and/or control lines, the following variables: the relaying of the nominal rotational speeds and nominal torques, the same as modes of operation for the internal combustion machine and at least one electric machine, to a decision device; a shift blocking command to a switch blocking device; a nominal value of operating state to a device for control of the first electric machine designed as an oil pump starter generator, the same as to a device for control of the second clutch between the internal combustion machine and the second electric machine.
  • the decision device tunes the nominal standards of the device for establishing the input distribution with the output variables of the device for control of the second clutch and the device for control of the starter generator of the oil pump and then relays them to a device for the transmission torque adaptation when actually occurring state changes in the device for control of the second clutch and/or the device for control of the starter generator of the oil pump do not lead to other nominal rotational speeds, nominal torques and/or other modes of operation for the internal combustion machine and at least one electric machine.
  • the oil pump be operated with priority so that, for example, for control of the actuators, there quickly and always abuts on the components of the hybrid driveline, a sufficiently high hydraulic pressure and a sufficiently large amount of oil is available.
  • One other component part of the steering and regulating method is that subsequent to a transmission torque adaptation that optionally occurred, the rotational speeds and torque determined are relayed as nominal values for the internal combustion machine and as nominal values for at least one electric machine to the machines or to control units coordinated therewith.
  • control signals of the transmission control unit are processed with the aid of which, during ratio change operations of the transmission, the prime movers are controlled regarding their rotational speed and torque delivery.
  • the rotational speed reduction, known per se, of the prime mover when a gear upshift is carried out in an automatic transmission is provided for the transmission torque adaptation.
  • the rotational speed and torque delivery of the prime movers are adaptable to the mass ratio of the precisely active hybrid line configuration.
  • FIG. 1 is a diagrammatically shown parallel hybrid driveline with one internal combustion machine and one electric prime mover;
  • FIG. 2 is a driveline as in FIG. 1 , but with two electric prime movers;
  • FIG. 3 is a system model of the driveline according to FIG. 1 ;
  • FIG. 4 is a system model of the driveline according to FIG. 2 ;
  • FIG. 5 is a function structure of a steering and regulating device for the drivelines according to FIG. 1 and FIG. 2 .
  • FIG. 1 shows one such driveline 1 with one internal combustion machine VM, one electric machine EM 2 and one automatic transmission 7 , the last one being designed, for example, as the continuously variable transmission 6HP26 known per se from the Applicant's production program. Therefore, it is not necessary to discuss, in detail, the construction thereof.
  • an automated mechanical transmission, a double-clutch transmission or other types of multi-step transmission or continuously variable transmissions can be used instead of a continuously variable automatic transmission.
  • a torque generated by the internal combustion machine VM is relayed via a crankshaft 3 thereof to a torsional vibration damper 4 which, as known per se, dampens the torsional irregularities produced by the operation of the internal combustion machine VM and then relays the input torque via its output part 5 .
  • one actuator-operable clutch K 2 is situated downstream of the torsional vibration damper 4 ; the output side of which is rotatably connected with the input shaft of an electric machine EM 2 and with an input shaft 6 of the automatic transmission 7 .
  • Such a parallel hybrid driveline is known and, therefore, its mode of operation will be only briefly described.
  • crankshaft 3 of the internal combustion machine VM actuates the transmission input shaft 6 when a clutch K 2 is closed.
  • One control unit 20 adjusts different ratio steps in vehicle operation in the automatic transmission 7 whereby the different input torques and the input rotational speeds can be implemented on the transmission output shaft.
  • the clutch K 2 is open and the electric machine EM 2 , energized by an electric energy accumulator 28 and controlled by a control unit 12 , drives the transmission input shaft 6 with a desired input torque. Also in this mode of operation, the transmission 7 works as described above.
  • the internal combustion machine VM and the electric machine EM 2 jointly drive the transmission input shaft 6 when the clutch K 2 is closed so that, for example, even a vehicle of comparatively weak performance and consumption poor, internal combustion engine VM can be operated in certain operating situations with a clearly increased input torque.
  • the internal combustion machine VM is disconnected when the vehicle is rolling and the clutch K 2 open so that the electric machine EM 2 is driven by the drive gears of the vehicle via the transmission 7 .
  • the electric machine EM 2 works as a generator in this mode of operation so that the electric energy generated can be advantageously guided into the energy accumulator 28 .
  • FIG. 2 shows a parallel hybrid driveline 2 for a vehicle of construction similar to the one in FIG. 1 .
  • the electric machine EM 1 works as a starter generator either as an electric motor or as a generator.
  • the electric machine EM 2 can also work as an electric motor or as generator.
  • the electric machine EM 1 when needed, drives an input shaft 9 of an oil pump 8 with which can be generated in the driveline 2 , among others, needed hydraulic pressure for the actuators operable by pressure medium installed therein.
  • this second drive 2 belongs one other clutch K 1 , the input part of which is in operative connection with the output 5 of the torsional vibration damper 4 .
  • the output of this clutch K 1 is in rotatable connection with the input shaft 9 of the oil pump 8 and the input shaft of the electric machine EM 1 .
  • the oil pump 9 can be driven independently of the operation of the internal combustion machine VM and an input motion of the vehicle by way of the electric machine EM 1 .
  • This is advantageous mainly since, for a quick start o the vehicle, for example, after a long pause in operation, the necessary hydraulic pressure for operating the actuators for the clutches K 1 and K 2 and for the actuators of the transmission 7 does not have to be built up only by starting and operating the internal combustion machine VM.
  • both electric machines EM 1 and EM 2 as starter generators so that when the clutches K 1 and K 2 are closed, during combustion driven motion, the electric energy accumulator 28 can be charged by way of both electric machines in a quick charge phase.
  • the invention concerns the interaction of the steering and regulation of the internal combustion machine VM of the electric machines EM 1 or EM 2 of the clutches K 1 or K 2 and of the automatic transmission 7 in a manner such that, on one hand, the input torque desired by a vehicle driver acts upon the vehicle drive gears.
  • This input torque is implemented by interaction of the prime movers VM, EM 1 and EM 2 in a manner such that the vehicle is operated poor in emission, sparing in fuel and in the mode of operation desired by the driver (rather dynamic or rather economic).
  • FIG. 3 presents one such system model for the driveline 1 shown in FIG. 1 .
  • the main components of the hybrid driveline to which belong the internal combustion machine VM are plotted with its drag torque EVM, the clutch K 2 , the electric machine EM 2 with its drag torque ⁇ EM 2 , the transmission 7 , one differential transmission 18 and the vehicle drive gears symbolized by their drag torque ⁇ Rad.
  • the internal combustion machine VM generates an input torque M_VM which, when the clutch K 2 is closed, is relayed as clutch torque M_K 2 to the input side of the electric machine EM 2 .
  • the electric machine EM 2 generates an input torque M_EM 2 which, together with the input torque M_VM of the internal combustion machine VM, forms an input torque M_GE on the transmission input shaft 6 .
  • the desired input torque of the vehicle then abuts on the vehicle gears.
  • the mode of operation of the internal combustion machine VM is controlled and regulated by a control device 10 , the clutch K 2 by a control device 14 , the electric machine EM 2 by the control device 12 and the transmission 7 by the control device 20 .
  • a control device 10 the clutch K 2 by a control device 14
  • the electric machine EM 2 by the control device 12
  • the transmission 7 by the control device 20 .
  • there can be provided in the vehicle gears one actuator-operable brake device 19 for example, in the form of the service brake of the vehicle, which can be controlled by force by a control unit 21 .
  • the electric machine EM 2 is connected, for example, via the control unit 12 , with ane electric circuit 15 of the vehicle, the same as via unavoidable specific resistances 16 with the electric energy accumulator 28 from which and in which the electric machine EM 2 can guide an electric current.
  • the system model for the driveline 2 shown in FIG. 2 differs from the above explained system model according to FIG. 3 mainly by the fact that also for the additional clutch K 1 and the other electric machine EM 1 , one control device 11 or 13 is respectively provided.
  • the electric machine EM 1 has a drag torque ⁇ EM 1 which, when the clutch K 1 is closed, additionally enters in the whole driveline.
  • both clutches K 1 and K 2 , the torsional vibration damper 4 the same as other driveline components and also the appertaining input shafts, obviously have each one drag torque which, however, for the sake of simplification, is contained in the already mentioned drag torques.
  • FIGS. 3 and 4 especially make clear that the steering and regulation expense for such hybrid drivelines is relatively high. This chiefly applies when there is to take place a steering and regulation of the driveline components oriented to the driving performance wishes of the driver or to a related automatic input-torque standard device, such as a speed regulation device or a distance regulation device which, in addition, also makes a mode of operation of the vehicle possible, which is as fuel sparing and emission poor as possible. Therefore, the invention introduces a steering and regulating device and method for operating one such device which solves the problems and takes into account the marginal conditions.
  • FIG. 5 shows the functional structures for a steering and regulating method, the same as an inventive device for operating the same, where the functional structures for the driveline, according to FIG. 1 and FIG. 2 , are shown in shaded function blocks.
  • the unshaded function blocks are additionally needed for the driveline according to FIG. 2 and FIG. 4 .
  • the invention can be implemented as steering and regulating method operated in several decentral computers. But it is also possible that the inventive steering and regulating method be implemented in a single computer by using separate accumulators, input and output areas, calculation modules and comparison modules, the necessary sensor information about the measuring values of individual sensors or vehicle components being supplied to the computer or computers, the same as thereby triggered commands for actuation of actuators.
  • the inventive steering and regulating device has one device 22 , 23 for determining a nominal input torque fahr_sol_m desired by the driver or preset by another device and one sporting characteristic kSport.
  • the functions of the device can also be implemented by the separate device 22 for determining the nominal input torque fahr_soll_m and the device 23 for determining the sporting characteristic value fahr_soll_m.
  • a series of constants, sensor information and/or intermediate values from other steering devices are supplied to the deice 22 , 23 to which belong, for example, the angle value of an acceleration pedal deviation, the deviation speed thereof and/or the deviation acceleration thereof.
  • the values related to the accelerator pedal are here summarized under the expression “accelerator pedal”.
  • To this device 22 , 23 is further supplied the precise actual reduction ratio actual gear of the transmission, the same as the new reduction ratio target gear desired by the driver or automatically preset by a separate device (transmission control unit).
  • an actual input torque fahr_ist_m of the vehicle As added variables are supplied: an actual input torque fahr_ist_m of the vehicle, a nominal input torque fahr_ziel_m of the vehicle, a maximum input torque fahr_max_m [wist] of the vehicle possible at the actual rotational speed and an electric power reserve cap_energyreserve of the electric accumulato
  • the device 22 , 23 From the above mentioned variables, the device 22 , 23 generates the actual nominal input torque value fahr_soll_m and the actual sporting value kSport which are supplied to a device 24 for establishing the input distribution. In addition, the device 22 , 23 generates a value by the name of nominal gear for a new transmission reduction ratio which, as intermediate value, is supplied to a shift prevention device 29 .
  • the actual state of the vehicle or at least of the driveline 1 or 2 is furthermore determined by way of the following information: actual states k 1 _zu_b and k 2 _kfl_b of actuators of at least one clutch K 1 or K 2 , an operation state vm_laeuft_b (running or stationary) of the internal combustion machine VM and an operation state getr_kf_b of the transmission 7 .
  • This device 26 of determining the actual state of the driveline after evaluation of the above mentioned information, delivers a variable pas_z to the device 24 for establishing the input distribution which is used therefor determining other intermediate variables.
  • the device 24 for establishing the input distribution receives from constant value accumulators and/or via sensor and/or data lines information supplied concerning the following variables: a minimum capacity cap_min_p and a maximum capacity cap_max_p of the energy accumulator 28 , a maximum possible input torque em 2 _max_m of at least one electric machine EM 1 or EM 2 , an actual electric power em 2 _el_p of at least one electric machine EM 1 or EM 2 , a transmission gear change status getr_cred_b_[lock], an actual operation state k 2 manager_z of the clutch K 2 between the internal combustion machine VM and the electric machine EM 2 and a minimum rotational speed oel_min_n of the first electric machine EM 1 with which the oil pump 9 can cover the oil and hydraulic pressure need in the driveline 2 .
  • a minimum capacity cap_min_p and a maximum capacity cap_max_p of the energy accumulator 28 receives from constant value accumulators and/or via sensor and/or
  • the task of the device 24 can be classified in two sub-ranges.
  • the power manager from the variable (but, in particular, by the nominal input torque fahr_soll_m and the sporting value kSport) can be established the power distribution regarding the prime movers involved in the driveline.
  • the modes of operation of the prime movers can also be determined with regard to torque delivery and input rotational speed.
  • a second function of the device 24 is to determine which state of the drive system would be optimal for the required performance.
  • the appertaining marginal conditions of the different driving modes such as purely combustion driven, purely electrically driven, combustion driven and electrically driven, purely regenerative with operation of the internal combustion machine, are individually examined as to how an optimal mode of operation can be implemented under the existing marginal conditions. If the optimal mode of operation for the preset marginal conditions is given, it is established as nominal state and locked for a new nominal state change until either the actual state has become equal to the nominal state or a change of the actual state (for example, by a transmission selector engagements which change the flow of transmission energy)_has occurred in the meantime.
  • the device 24 To establish the input distribution, accordingly, determined from the above variable, the device 24 the following variables which are delivered via data and/or control lines to the likewise mentioned steering and regulating devices that follow:
  • Nominal rotational speeds “nominal rotational speeds”, nominal torques “nominal torques” and modes of operation “nominal modes” for the internal combustion machine VM and at least one electric machine EM 1 or EM 2 are delivered to a decision device 31 for prioritizing the operation of at least one of the two electric machines EM 1 and EM 2 , the same as of the internal combustion machine VM, a shift preventing command “shift prevention” is delivered to the shift prevention device 29 and an operation state nominal value pas sol_z to a device 25 for control of the electric machine EM 1 designed as an oil pump starter generator, the same as to a device 30 for control of the second clutch K 2 between the internal combustion machine VM and the second electric machine EM 2 .
  • This device 30 for control of the second clutch K 2 delivers in this connection control standards K 2 _soll_z and K 2 _soll_m to a clutch control module 37 for the clutch K 2 .
  • the value for the nominal gear is relayed in this case as a nominal gear, according to FIG. 5 , to a transmission control device 36 when there is no shift preventing command to the contrary.
  • the device 25 also generates for control of the electric machine EM 1 designed as oil pump starter generator, the value oel_min_n for the minimum rotational speed of this electric machine EM 1 with which the oil pump 8 can cover the oil need or hydraulic pressure need in the driveline 2 .
  • the control standards K 1 _soll_z and K 1 _soll_m for establishing the actuation state of the clutch K 1 is delivered to a control module 32 for actuation of the clutch K 1 .
  • the device 25 thereby makes possible for control of the electric machine EM 1 designed as oil pump starter generator to ensure the oil supply in the driveline 2 ; to effect a kind of vibration of the internal combustion machine VM while the vehicle stands still or rolls; to carry out the synchronization and separation of the electric machine EM 1 and the internal combustion machine VM;
  • the tasks which can also be distributed among separate decision devices EM 1 -Prio, EM 2 -Prio, VM-Prio, the nominal standards of the device 24 for establishing the input distribution, and of the device 25 for control of the electric machine EM 1 , designed as oil pump starter generator, are then tuned with the output variables of the device 30 for control of the second clutch K 2 .
  • the prioritization taking place in this device 31 establishes that the nominal standards of the device 24 for establishing the input distribution always have the first priority when no state changes in the device 30 for control of the clutch K 2 and/or the device 25 for control of the electric machine EM 1 , designed as oil pump starter generator, lead to nominal rotational speeds “nominal rotational speeds”, nominal torques “nominal torques”, the same as other modes of operation “nominal modes” for the internal combustion machine VM and at least one electric machine EM 1 , EM 2 which differ therefrom.
  • the decision device 31 here works preferably according to the following prioritization sequence:
  • This control module has the task of delivering to the transmission control 20 or the actuators thereof the interface values known from conventional drivelines such as motor torque and motor rotational speed of the respective prime movers. To this end are correspondingly taken into account optionally existing additional torques of the electric motors EM 1 and EM 2 , same as the mass effects occurring due to different driveline states. Thereby result for the transmission control or a conventional transmission control unit variables known per se regarding the torque abutting on the transmission input shaft 6 and the transmission input rotational speed.
  • the device 27 for torque adaptation also assumes the function of adapting control commands egs_eingriff_m issued by the transmission control during ratio change operations to the internal combustion machine or, in addition, to the electric machines EM 1 and EM 2 , for example, to the end of an input rotational speed reduction of the transmission input shaft during an upshift operation, in a manner such that there be taken into account the different mass effects occurring in the respective modes of operation of the drivelines 1 or 2 when determining nominal values VM-standards for the internal combustion machine VM and the nominal value EM 1 -standards, EM 2 -standards for the electric machines EM 1 , EM 2 regarding their rotational speed and torque delivery.
  • adapting control commands egs_eingriff_m issued by the transmission control during ratio change operations to the internal combustion machine or, in addition, to the electric machines EM 1 and EM 2 , for example, to the end of an input rotational speed reduction of the transmission input shaft during an upshift operation, in a manner such that there be taken into account the different mass effects occurring
  • the device 27 for transmission torque adaptation gives the standard values EM 1 -standards, VM-standards, EM 2 -standards and Getr-standards to separate control modules 33 , 34 , 35 and 36 for the control of actuators which process the standard values to concrete control commands to the internal combustion machine VM, the transmission 7 and both electric machines EM 1 , EM 2 .
  • the command for starting and shutting-off the internal combustion machine VM can be generated in the control module 34 .
  • control modules 32 and 37 for both clutches K 1 and K 2 .
  • the standard values stem here, as mentioned above, from the device 25 for control of the starter generator (electric machine EM 1 with coordinated clutch K 1 ) or from the device 30 for control of the second clutch K 2 .
  • the control modules 32 , 37 is preferably taken up the transformation of nominal slip torque values to physical correcting variables like clutch regulating distance and clutch actuation pressure. If additional state changes are to be effected in the clutch actuators (for example, idle stroke overcoming and application of the clutch such as with ramp control functions), these are effected, likewise, automatically in the clutch control modules 32 and 37 .
  • All control modules 32 to 37 also generate already mentioned state variables which define the precisely existing actuation state of the actuators and define as a whole the total driveline state.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
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US11/216,372 2004-09-09 2005-08-31 Device and method for steering and regulating components of a hybrid driveline of a vehicle Abandoned US20060048516A1 (en)

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DE102004043587A DE102004043587A1 (de) 2004-09-09 2004-09-09 Vorrichtung und Verfahren zur Steuerung und Regelung von Komponenten eines Hybrid-Antriebsstranges eines Kraftfahrzeuges
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Cited By (61)

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FR2929910A3 (fr) * 2008-04-11 2009-10-16 Renault Sas Procede de gestion d'un groupe motopropulseur hybride
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US20100280703A1 (en) * 2009-04-30 2010-11-04 Searete Llc, A Limited Liability Corporation Of The State Of Delaware Awarding Privileges to a vehicle based upon one or more fuel utilization characteristics
US20100280686A1 (en) * 2009-04-30 2010-11-04 Searete Llc, A Limited Liability Corporation Of The State Of Delaware Awarding privileges to a vehicle based upon one or more fuel utilization characteristics
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CN104159806A (zh) * 2012-01-25 2014-11-19 捷豹路虎有限公司 混合动力电动车和其控制方法
JP2015506306A (ja) * 2012-01-25 2015-03-02 ジャガー ランド ローバー リミテッドＪａｇｕａｒ Ｌａｎｄ Ｒｏｖｅｒ Ｌｉｍｉｔｅｄ ハイブリッド電気自動車およびその制御方法
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US10166973B2 (en) 2014-10-20 2019-01-01 Byd Company Limited Vehicle and shifting control method and power transmission system thereof
CN105644342A (zh) * 2014-12-02 2016-06-08 丰田自动车株式会社 混合动力汽车
US9849771B2 (en) 2015-01-16 2017-12-26 Byd Company Limited Transmission unit, power transmission system and vehicle comprising the same
US9889733B2 (en) 2015-01-16 2018-02-13 Byd Company Limited Power transmission system and vehicle comprising the same
US9889734B2 (en) 2015-01-16 2018-02-13 Byd Company Limited Power transmission system and vehicle comprising the same
US10166853B2 (en) 2015-01-16 2019-01-01 Byd Company Limited Transmission unit, power transmission system and vehicle comprising the same
EP3150453A1 (de) 2015-08-17 2017-04-05 Peugeot Citroën Automobiles SA Verfahren zur verteilung eines sollwerts eines drehmoments einer thermischen entgiftungsfunktion für ein hybridfahrzeug
US10099685B2 (en) * 2015-11-06 2018-10-16 Hyundai Motor Company Hybrid electric vehicle and method of efficiently controlling transmission thereof
FR3053300A1 (fr) * 2016-07-01 2018-01-05 Peugeot Citroen Automobiles Sa Controle de l'etat de charge d'une batterie de machine motrice electrique d'une chaine de transmission hybride paralelle de vehicule
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