WO2004111441A1 - Method for operation of a drive unit on a motor vehicle - Google Patents

Method for operation of a drive unit on a motor vehicle Download PDF

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Publication number
WO2004111441A1
WO2004111441A1 PCT/EP2004/006406 EP2004006406W WO2004111441A1 WO 2004111441 A1 WO2004111441 A1 WO 2004111441A1 EP 2004006406 W EP2004006406 W EP 2004006406W WO 2004111441 A1 WO2004111441 A1 WO 2004111441A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
internal combustion
combustion engine
electrical machine
speed
Prior art date
Application number
PCT/EP2004/006406
Other languages
German (de)
French (fr)
Inventor
Peter Antony
Wolf Boll
Original Assignee
Daimler Chrysler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Chrysler Ag filed Critical Daimler Chrysler Ag
Publication of WO2004111441A1 publication Critical patent/WO2004111441A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—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
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • F02N15/025—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch of the friction 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
    • B60K6/22—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
    • B60K6/26—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 motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/025—Clutch slip, i.e. difference between input and output speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a method for operating a drive unit of a motor vehicle with an internal combustion engine, an electrical machine and a transmission.
  • the functionality of the drive unit includes the functionality of typical hybrid drives and serves in particular to drive the drive axle (s) of a motor vehicle or the drive wheels assigned to it.
  • the internal combustion engine can be started by the electrical machine.
  • the motor vehicle or the drive unit can be operated solely with the internal combustion engine and solely with the electrical machine. Mixed operation, that is to say simultaneous operation of and drive by the internal combustion engine and electrical machine, is also possible.
  • the electrical machine can be used for the so-called recuperation of braking energy and for recharging a vehicle battery.
  • a start of the internal combustion engine is considered when the motor vehicle is driven purely electrically, the start of the internal combustion engine being carried out with the same electrical machine that also serves to drive the motor vehicle.
  • the internal combustion engine should therefore not be started by means of an additional starter.
  • the electrical machine is typically provided between the internal combustion engine and the transmission in the drive unit or in a drive train.
  • the part of the drive train from the transmission input is usually first uncoupled from the electrical machine.
  • the electrical machine is coupled to the internal combustion engine and the electrical machine and internal combustion engine are brought to a speed corresponding to a next higher gear by correspondingly accelerating the electrical machine, while the transmission has already preselected the next higher gear.
  • the speeds of the electrical machine and internal combustion engine on the one hand and the transmission input shaft on the other hand are close together, so that the start of the internal combustion engine without a long train or. Traction force interruption can be carried out.
  • the motor vehicle When the motor vehicle is operating slowly, when starting up again on a ramp or on a curb, the internal combustion engine must be started, as described above, provided the power of the electrical machine is insufficient or the battery supplying the electrical machine with electrical energy is too discharged described, the drive train is briefly completely decoupled from the transmission input and coupled again. A fine control of the on the drive axis, i.e. torque on the output side of the transmission input is therefore not possible via the accelerator pedal.
  • the motor vehicle is first in an uncontrolled “rolling state” and then starts up according to the speed of the internal combustion engine. The transition between the “rolling state” and the “(starting) driving state” is unsteady and therefore abrupt for the driver.
  • the method according to the invention is characterized in that when the internal combustion engine is started, the electric machine with a slipping first clutch, which is provided between the internal combustion engine and the electric machine, and with a slipping second clutch, which is provided on the output side of the electric machine Speed is operated, which drops after the first clutch and when the second clutch slips to a speed whose amount is higher than a speed that occurs when the second clutch is additionally closed.
  • the second clutch is preferably always under load when slipping, so that there is no interruption of the driving force.
  • An automatic transmission or an automatic transmission a so-called double clutch transmission or a continuously variable transmission (so-called CVT) is preferably used as the transmission, the continuously variable transmission being operated at a sufficient control speed to implement the changes in the gear ratios which may be required for the method according to the invention should. Combinations of gear types are possible.
  • a torque converter can be assigned to the automatic transmission.
  • the method according to the invention can be implemented inexpensively with a hybrid drive with a single electrical machine.
  • Other electrical machines for example as starters and separate generators, can be provided independently.
  • a smooth start of the internal combustion engine is advantageously possible while the motor vehicle is being driven by the electrical machine. Drive comfort is therefore given.
  • an additional, more reducing, actual lower gear can be provided below the first gear, which normally forms the lowest gear stage, which is referred to below as "U gear”.
  • U-gear is particularly advantageous if the internal combustion engine is to be started from a low driving speed when the vehicle is traveling electrically.
  • An internal combustion engine 1 and its crankshaft, not shown, are connected to an electrical machine 3 via a first clutch 2.
  • the electrical machine 3 in turn is connected on the output side to a transmission 5 via a transmission input shaft 7, a second clutch 4 being provided between the electrical machine 3 and the transmission input shaft 7.
  • the transmission 5 preferably has one or more clutches 6, which are used in particular to carry out a gear change.
  • the clutches 6 inherent in the transmission 5 are shown highlighted in a “bubble”. According to the inventive method, it is sufficient that one of the “second” clutches 4, 6 is present.
  • the other clutch 6, 4 can be omitted. Only one of the clutches 4, 6 should be provided on the output side of the electrical machine, for example for reasons of space / weight , clutch 4 is preferably omitted.
  • the motor vehicle or the drive unit is operated in the electric driving mode, that is to say the electric machine 3 drives the motor vehicle, the internal combustion engine 1 does not provide any traction force, the electric machine 3 is preferably operated in a speed range from 1500 to 2000 revolutions per minute.
  • the gear corresponding to this speed range is set by means of the transmission 5 or the clutches 6.
  • the electrical machine 3 is preferably an inverter-controlled three-phase machine, for example a reluctance machine, an asynchronous machine, a permanently excited electrical machine, which can maintain its maximum torque approximately until the beginning of the field weakening range (up to the so-called buckling speed) ,
  • the buckling speed is typically one third of the maximum speed. If the maximum speed is 4500 revolutions per minute, then the kink speed is 1500 revolutions per minute. 1500 revolutions per minute are sufficient for starting an internal combustion engine 1 by rotating the crankshaft through the electrical machine 3.
  • a typical internal combustion engine can even be ignited at 200 revolutions per minute, which only requires a short use of the electrical machine as a starter and a low load on the energy store / battery which supplies the electrical machine 3 with electrical energy.
  • the electrical machine 3 can however, in particular for reasons of improved dynamics, they can also be used to further crank up the internal combustion engine 1.
  • the speed of the electrical machine is brought to a value (so-called overspeed), the amount thereof is higher than the value that this speed assumes when the second clutch 6 (or 4) is closed.
  • the overspeed must therefore be above the speed of the output side of the second clutch 6 (or 4) to be put into slip mode.
  • the second clutch 6 (or 4) is used as a "starting clutch".
  • a so-called excess safety pressure that may be provided is preferably reduced first.
  • the excess safety pressure is preferably reduced by means of a so-called rapid control until a value in the vicinity of the slip to be set is reached and the pressure is further adjusted by means of fine control.
  • the fine control can be carried out by so-called pulsations, which allow the beginning of the slip state to be recognized at an early stage without the power flow being interrupted.
  • the slipping operation of the second clutch (4, 6), in particular its initiation and / or termination, is preferably carried out with a superimposed pressure pulsation or pulsation in order to achieve a more even transition of the prevailing coefficient of friction.
  • the clutch that slips but at the same time transmits power 6 the next higher gear is set, while at the same time the internal combustion engine 1 is switched on or off via the clutch 2. Due to the upshifting process, the required overspeed of the electrical machine 3 from the lower gear is already present.
  • the driving force is maintained in this way without the clutch 6 (4) being loaded by adjusting the overspeed by means of the slip on the clutch 6 (4).
  • a support torque during the transition to the next higher gear can be obtained from a delay in the angular velocity of the electrical machine 3 (including any excess electrical torque that may still be present).
  • the internal combustion engine 1 supports the propulsion torque in the next higher gear.
  • the drive unit is activated accordingly, e.g. ensured by a control device that the speed of the electrical machine 3 or - with the clutch 4 closed - the transmission input shaft 7 after shifting up to the next higher gear is not below a permissible speed for the internal combustion engine 1.
  • the clutches 4, 6, preferably one of the clutches 6 of the transmission 5 is brought into slip operation under load.
  • the special case "starting at a curb", in particular in the case of a weakly charged battery / energy store, and further special cases with corresponding requirements for the speed and torque of the drive unit can be related to the operation and loading of the second clutch (s) 6 with a Full load changeover from a first to a second gear in the upper speed range can be compared.
  • the increase in the forward driving force in particular in the above-mentioned special cases by appropriate selection of the value of the overspeed to an extent at which the driver has the opportunity to take back the accelerator pedal.
  • a suitable coupling is to be provided which, after the internal combustion engine has started successfully, also ensures continued travel for the special cases mentioned.
  • This clutch can correspond to one or more of the clutches 6 or be designed analogously.
  • the increase in the speed of the electrical machine is preferably carried out by correspondingly controlling the electrical machine 3 or an associated converter / power electronics unit (not shown) by means of a control device provided in the vehicle or assigned to the drive unit.
  • the electrical energy required for this type of operation can be provided by an energy store, preferably a battery, for this type of operation. It is preferably a control unit, which can be implemented by the control unit, is provided for the energy store or the battery, which the charging or.
  • Discharge state of the energy store monitors for exceeding or falling below predefined limit values and ensures that when the energy store is empty or falls below a lower discharge limit value, electrical driving operation with the electrical machine 3 is stopped and preferably in good time before falling below the lower discharge limit value into purely internal combustion engine operation the internal combustion engine 1 switches.
  • a flywheel storage and / or a supercapacitor can of course also be used as an energy store in addition or as an alternative.
  • the value of the overspeed and thus the value of the clutch slip are dependent on the moments of inertia of the combustion engine. tors 1 and the electrical machine 3, the torque curve and the performance of the electrical machine 3 and depending on whether the remaining stationary drive unit of the electrical machine 3 is sufficient to start the internal combustion engine 1. If only a small moment of the electrical machine 3 is required to start the internal combustion engine 1 and this can be supplied by the electrical machine 3, the slip operation of the clutch (s) 6 (or 4) can be avoided. However, at least one of the clutches 4, 6 is preferably operated in a slip mode when the internal combustion engine 1 starts, since this brings with it increased comfort and simplifications in terms of control technology.
  • the drive unit in particular the moments of inertia of the internal combustion engine 1 and the electrical machine 3, the torque potential or the performance of the electrical machine 3 and the speed change to the next higher gear (so-called gear jump), it is ensured that when the internal combustion engine is started 1 no change of sign occurs in the clutch slip observed in the output direction and prevailing on the second clutch 6 (or 4).
  • a control device or a monitoring unit (not shown) assigned to the motor vehicle or the drive unit can be provided, which monitors the clutch slip on the second clutch 6 (or 4) for a change of sign (for example by determining the clutch slip and its derivation ( en)) and possibly the drive unit, in particular the electric machine 3, is actuated early enough in such a way that no negative clutch slip occurs on the second clutch 6 (or 4), or the electric machine 3 rotates faster than the driven side of the clutch 6 (or 4).
  • the slippage of the clutch (s) 6, in particular at a sufficiently high driving speed can be replaced by a corresponding rate of change of the gear ratio with which the rapidly changing speed of the electrical machine 3 or - when the speed is closed Coupling 4 - the transmission input shaft 7 is taken into account.
  • the gear clutches 6 is put into slip operation when the internal combustion engine 1 starts, this has advantageous effects on the continuity and the uniformity of the driving torque. Since only a small clutch slip is required in this embodiment, the shift clutch for the reverse gear in particular can be operated in a slip manner when the internal combustion engine 1 starts.
  • the use of a so-called U-gear with an even lower gear ratio than in the first gear makes sense in particular for starting the internal combustion engine 1 due to an overspeed of the electric machine 3 in the purely electric driving mode.
  • the U gear has a higher gear ratio than the first gear.
  • a manual preselection of this operating mode is of course conceivable.
  • a second electrical machine can be provided, the solution with the additional U-gear being characterized by low idling losses, low weight and low consumption.
  • the additional reduction stage (the U-gear) is often obtained without additional effort by appropriate control of the planetary gear, especially in the case of so-called geared-neutral transmissions.
  • the sliding speed of the clutch linings may influence the coefficient of friction of the clutch linings and thus the drive comfort.
  • a drop in the contact pressure when initiating the slipping phase of the second clutch 4, 6 may result in less comfort.
  • both influencing factors can be controlled and minimized by means of appropriate controls or regulations.
  • fine adjustments can be made in the torque control / regulation by means of a control and evaluation unit provided in the vehicle or assigned to the drive unit, for example by evaluating and regulating the angular acceleration of the transmission output shaft.
  • Simulation models, in particular neural networks, and / or fuzzy logic-based algorithms can be used for the evaluation.

Abstract

The invention relates to a method for operation of a drive unit on a motor vehicle, comprising an internal combustion engine (1), an electric motor (3) and a gearbox (5). A first clutch (2) is provided between the internal combustion engine (1) and the electric motor (3) and a second clutch (4, 6) is provided on the output side of the electric motor, whereby, on starting the internal combustion engine (1), the electric motor is operated at a speed with a slipping first (2) and a slipping second clutch (4, 6), which, after closing the first clutch (2) and with the second clutch (4, 6) slipping under load, sinks to a speed which is at a level higher than a speed for the electric motor (3), which occurs with additional closing of the second clutch (4, 6). The method is particularly suitable for application in hybrid vehicles.

Description

Verfahren zum Betreiben einer Antriebseinheit eines Method for operating a drive unit of a
Kraftfahrzeugsmotor vehicle
Die Erfindung betrifft ein Verfahren zum Betreiben einer Antriebseinheit eines Kraftfahrzeugs mit einem Verbrennungsmotor, einer elektrischen Maschine und einem Getriebe.The invention relates to a method for operating a drive unit of a motor vehicle with an internal combustion engine, an electrical machine and a transmission.
Die Funktionalität der Antriebseinheit umfasst die Funktionalität typischer Hybridantriebe und dient insbesondere dem Antrieb der Antriebsachse (n) eines Kraftfahrzeugs bzw. den dieser/diesen zugeordneten Antriebsräder. Der Verbrennungsmotor kann von der elektrischen Maschine gestartet werden. Weiterhin kann das Kraftfahrzeug bzw. die Antriebseinheit allein mit dem Verbrennungsmotor und allein mit der elektrischen Maschine betrieben werden. Außerdem ist ein gemischter Betrieb, das heißt, ein gleichzeitiger Betrieb von und Antrieb durch Verbrennungsmotor und elektrische Maschine, möglich. Zusätzlich kann die elektrische Maschine zur so genannten Rekupera- tion von Bremsenergie und zum Nachladen einer Fahrzeugbatterie verwendet werden. Betrachtet wird insbesondere ein Start des Verbrennungsmotors bei rein elektrisch bewirkter Fahrt des Kraftfahrzeugs, wobei der Start des Verbrennungsmotors mit derselben elektrischen Maschine durchgeführt werden soll, die auch dem Antrieb des Kraftfahrzeugs dient. Der Start des Verbrennungsmotors soll also nicht mittels eines zusätzlichen Anlassers erfolgen. Die elektrische Maschine ist typischerweise zwischen Verbrennungsmotor und Getriebe in der Antriebseinheit bzw. in einem Antriebstrang vorgesehen. Beim Starten des Verbrennungsmotors wird üblicherweise zunächst der Teil des Antriebstrangs ab Getriebeeingang von der elektrischen Maschine abgekoppelt. Die elektrische Maschine wird an den Verbrennungsmotor angekoppelt und elektrische Maschine und Verbrennungsmotor werden durch eine entsprechende Beschleunigung der elektrischen Maschine auf eine Drehzahl gebracht, die einem nächst höheren Gang entspricht, während das Getriebe bereits den nächst höheren Gang vorgewählt hat. Auf diese Weise liegen die Drehzahlen von elektrischer Maschine und Verbrennungsmotor einerseits und Getriebeeingangswelle andererseits dicht beieinander, so dass der Start des Verbrennungsmotors ohne lange Zugbzw. Traktionskraftunterbrechung durchgeführt werden kann.The functionality of the drive unit includes the functionality of typical hybrid drives and serves in particular to drive the drive axle (s) of a motor vehicle or the drive wheels assigned to it. The internal combustion engine can be started by the electrical machine. Furthermore, the motor vehicle or the drive unit can be operated solely with the internal combustion engine and solely with the electrical machine. Mixed operation, that is to say simultaneous operation of and drive by the internal combustion engine and electrical machine, is also possible. In addition, the electrical machine can be used for the so-called recuperation of braking energy and for recharging a vehicle battery. In particular, a start of the internal combustion engine is considered when the motor vehicle is driven purely electrically, the start of the internal combustion engine being carried out with the same electrical machine that also serves to drive the motor vehicle. The internal combustion engine should therefore not be started by means of an additional starter. The electrical machine is typically provided between the internal combustion engine and the transmission in the drive unit or in a drive train. When the internal combustion engine is started, the part of the drive train from the transmission input is usually first uncoupled from the electrical machine. The electrical machine is coupled to the internal combustion engine and the electrical machine and internal combustion engine are brought to a speed corresponding to a next higher gear by correspondingly accelerating the electrical machine, while the transmission has already preselected the next higher gear. In this way, the speeds of the electrical machine and internal combustion engine on the one hand and the transmission input shaft on the other hand are close together, so that the start of the internal combustion engine without a long train or. Traction force interruption can be carried out.
Bei langsamer Betriebsweise des Kraftfahrzeugs, beim Wiederanfahren an einer Rampe bzw. an einer Bordsteinkante muss, sofern die Leistung der elektrischen Maschine nicht ausreicht oder die die elektrische Maschine mit elektrischer Energie versorgende Batterie zu sehr entladen ist, der Verbrennungsmotor gestartet werden, wobei, wie oben beschrieben, der Triebstrang ab dem Getriebeeingang kurzzeitig vollständig abgekoppelt und wieder zugekoppelt wird. Eine Feinsteuerung des an der Antriebsachse, d.h. abtriebsseitig des Getriebeeingangs, anliegenden Drehmoments ist somit über das Gaspedal nicht möglich. Das Kraftfahrzeug befindet sich erst in einem unkontrollierten „Rollzustand" und fährt dann entsprechend der Drehzahl des Verbrennungsmotors an. Der Übergang zwischen dem „Rollzustand" und dem „ (An-) Fahrzustand" ist unstetig und somit für den Fahrer abrupt .When the motor vehicle is operating slowly, when starting up again on a ramp or on a curb, the internal combustion engine must be started, as described above, provided the power of the electrical machine is insufficient or the battery supplying the electrical machine with electrical energy is too discharged described, the drive train is briefly completely decoupled from the transmission input and coupled again. A fine control of the on the drive axis, i.e. torque on the output side of the transmission input is therefore not possible via the accelerator pedal. The motor vehicle is first in an uncontrolled “rolling state” and then starts up according to the speed of the internal combustion engine. The transition between the “rolling state” and the “(starting) driving state” is unsteady and therefore abrupt for the driver.
Es ist Aufgabe der Erfindung, ein Verfahren zum Betreiben eines Antriebstrangs eines Kraftfahrzeuges zu schaffen, das ei- nen komfortablen Start des Verbrennungsmotors bei laufender elektrischer Maschine ermöglicht.It is an object of the invention to provide a method for operating a drive train of a motor vehicle which enables a comfortable start of the internal combustion engine with the electrical machine running.
Diese Aufgabe wird durch die Merkmale des Anspruchs 1 gelöst .This object is solved by the features of claim 1.
Das erfindungsgemäße Verfahren zeichnet sich dadurch aus, dass beim Starten des Verbrennungsmotors die elektrische Maschine bei einer schlupfenden ersten Kupplung, welche zwischen Verbrennungsmotor und elektrischer Maschine vorgesehen ist, und bei einer schlupfenden zweiten Kupplung, welche ab- triebsseitig der elektrischen Maschine vorgesehen ist, mit einer Drehzahl betrieben wird, die nach dem Schließen der ersten Kupplung und bei schlupfender zweiter Kupplung auf eine Drehzahl sinkt, deren Betrag höher ist, als eine Drehzahl, die sich beim zusätzlichen Schließen der zweiten Kupplung einstellt. Die zweite Kupplung steht beim Schlupfen vorzugsweise stets unter Last, so dass keine Unterbrechung der Vortriebskraft stattfindet.The method according to the invention is characterized in that when the internal combustion engine is started, the electric machine with a slipping first clutch, which is provided between the internal combustion engine and the electric machine, and with a slipping second clutch, which is provided on the output side of the electric machine Speed is operated, which drops after the first clutch and when the second clutch slips to a speed whose amount is higher than a speed that occurs when the second clutch is additionally closed. The second clutch is preferably always under load when slipping, so that there is no interruption of the driving force.
Als Getriebe wird vorzugsweise ein automatisches Getriebe bzw. ein Automatgetriebe, ein sog. Doppelkupplungsgetriebe oder ein stufenloses Getriebe (sog. CVT) eingesetzt, wobei das stufenlose Getriebe mit einer hinreichenden Regelgeschwindigkeit zur Realisierung der für das erfindungsgemäße Verfahren ggf. benötigten Änderungen der Übersetzungsverhältnisse betrieben werden sollte. Kombinationen der Getriebetypen sind denkbar. Dem automatischen Getriebe kann ein Drehmomentwandler zugeordnet sein.An automatic transmission or an automatic transmission, a so-called double clutch transmission or a continuously variable transmission (so-called CVT) is preferably used as the transmission, the continuously variable transmission being operated at a sufficient control speed to implement the changes in the gear ratios which may be required for the method according to the invention should. Combinations of gear types are possible. A torque converter can be assigned to the automatic transmission.
Das erfindungsgemäße Verfahren lässt sich kostengünstig mit einem Hybridantrieb mit einer einzigen elektrischen Maschine realisieren. Selbstständig können weitere elektrische Maschinen, beispielsweise als Starter und separater Generator, vorgesehen sein. Weiterhin ist vorteilhafterweise ein ruckelfreier Start des Verbrennungsmotors während eines Antriebs des Kraftfahrzeugs durch die elektrische Maschine möglich. Antriebskomfort ist demnach gegeben.The method according to the invention can be implemented inexpensively with a hybrid drive with a single electrical machine. Other electrical machines, for example as starters and separate generators, can be provided independently. Furthermore, a smooth start of the internal combustion engine is advantageously possible while the motor vehicle is being driven by the electrical machine. Drive comfort is therefore given.
Bei leistungsschwachen Verbrennungsmotoren oder Verbrennungsmotoren mit Turboloch kann unterhalb des ersten Gangs, der normalerweise die unterste Gangstufe bildet, ein zusätzlicher, stärker untersetzender, tatsächlicher unterster Gang (zusätzlicher Untersetzungsgang) vorgesehen sein, welcher im Weiteren als „U-Gang" bezeichnet wird. Der „U-Gang" ist insbesondere dann vorteilhaft, wenn bei elektrischer Fahrt der Verbrennungsmotor aus niedriger Fahrgeschwindigkeit gestartet werden soll .In the case of underpowered internal combustion engines or internal combustion engines with a turbo lag, an additional, more reducing, actual lower gear (additional reduction gear) can be provided below the first gear, which normally forms the lowest gear stage, which is referred to below as "U gear". U-gear "is particularly advantageous if the internal combustion engine is to be started from a low driving speed when the vehicle is traveling electrically.
Weitere vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen und den anhand der Zeichnung nachfolgend dargestellten Ausführungsbeispielen. Dabei zeigt die einzige Figur eine schematische Darstellung einer beispielhaften Antriebseinheit, bei der das erfindungsgemäße Verfahren eingesetzt werden kann.Further advantageous refinements of the invention result from the subclaims and the exemplary embodiments illustrated below with reference to the drawing. The single figure shows a schematic representation of an exemplary drive unit in which the method according to the invention can be used.
Ein Verbrennungsmotor 1 und dessen nicht näher bezeichnete Kurbelwelle sind über eine erste Kupplung 2 mit einer elektrischen Maschine 3 verbunden. Die elektrische Maschine 3 wiederum ist abtriebsseitig über eine Getriebeeingangswelle 7 mit einem Getriebe 5 verbunden, wobei zwischen der elektrischen Maschine 3 und der Getriebeeingangswelle 7 eine zweite Kupplung 4 vorgesehen ist. Das Getriebe 5 weist vorzugsweise eine oder mehrere Kupplungen 6 auf, welche insbesondere der Durchführung eines Gangwechsels dienen. Die dem Getriebe 5 inhärenten Kupplungen 6 sind der Deutlichkeit halber in einer „Blase" hervorgehoben dargestellt. Zur Realisierung des er- findungsgemäßen Verfahrens ist es ausreichen, das eine der „zweiten" Kupplungen 4, 6 vorhanden ist. Die andere Kupplung 6, 4 kann entfallen. Soll abtriebsseitig der elektrischen Maschine - beispielsweise aus Bauraum-/Gewichtsgründen - nur eine der Kupplungen 4, 6 vorgesehen sein, so entfällt vorzugsweise die Kupplung 4.An internal combustion engine 1 and its crankshaft, not shown, are connected to an electrical machine 3 via a first clutch 2. The electrical machine 3 in turn is connected on the output side to a transmission 5 via a transmission input shaft 7, a second clutch 4 being provided between the electrical machine 3 and the transmission input shaft 7. The transmission 5 preferably has one or more clutches 6, which are used in particular to carry out a gear change. For the sake of clarity, the clutches 6 inherent in the transmission 5 are shown highlighted in a “bubble”. According to the inventive method, it is sufficient that one of the “second” clutches 4, 6 is present. The other clutch 6, 4 can be omitted. Only one of the clutches 4, 6 should be provided on the output side of the electrical machine, for example for reasons of space / weight , clutch 4 is preferably omitted.
Wird das Kraftfahrzeug bzw. die Antriebseinheit im elektrischen Fahrmodus betrieben, das heißt, die elektrische Maschine 3 treibt das Kraftfahrzeug an, der Verbrennungsmotor 1 liefert keine Traktionskraft , so wird die elektrische Maschine 3 vorzugsweise in einem Drehzahlbereich von 1500 bis 2000 Umdrehungen pro Minute betrieben. Zusätzlich wird der diesem Drehzahlbereich entsprechende Gang mittels des Getriebes 5 bzw. den Kupplungen 6 eingestellt.If the motor vehicle or the drive unit is operated in the electric driving mode, that is to say the electric machine 3 drives the motor vehicle, the internal combustion engine 1 does not provide any traction force, the electric machine 3 is preferably operated in a speed range from 1500 to 2000 revolutions per minute. In addition, the gear corresponding to this speed range is set by means of the transmission 5 or the clutches 6.
Bei der elektrischen Maschine 3 handelt es sich vorzugsweise um eine umrichtergesteuerte Drehstrommaschine, beispielsweise um eine Reluktanzmaschine, eine Asynchronmaschine, eine permanenterregte elektrische Maschine, welche ihr maximales Drehmoment etwa bis zum Beginn des Bereich der sog. Feldschwächung (bis zur sog. Knickdrehzahl) halten kann. Die Knickdrehzahl liegt typischerweise bei einem Drittel der maximalen Drehzahl. Liegt die maximale Drehzahl bei 4500 Umdrehungen pro Minute, so liegt die Knickdrehzahl demnach bei 1500 Umdrehungen pro Minute. 1500 Umdrehungen pro Minute sind für ein Starten eines Verbrennungsmotor 1 durch Drehung der Kurbelwelle durch die elektrische Maschine 3 ausreichend. Beim Warmstart kann ein typischer Verbrennungsmotor sogar bereits bei 200 Umdrehungen pro Minute gezündet werden, was nur einen kurzen Einsatz der elektrischen Maschine als Starter und eine geringe Belastung des Energiespeichers/der Batterie, welche die elektrische Maschine 3 mit elektrischer Energie versorgt, erforderlich macht. Die elektrische Maschine 3 kann jedoch insbesondere aus Gründen einer verbesserten Dynamik auch zum weiteren Hochdrehen des Verbrennungsmotors 1 eingesetzt werden.The electrical machine 3 is preferably an inverter-controlled three-phase machine, for example a reluctance machine, an asynchronous machine, a permanently excited electrical machine, which can maintain its maximum torque approximately until the beginning of the field weakening range (up to the so-called buckling speed) , The buckling speed is typically one third of the maximum speed. If the maximum speed is 4500 revolutions per minute, then the kink speed is 1500 revolutions per minute. 1500 revolutions per minute are sufficient for starting an internal combustion engine 1 by rotating the crankshaft through the electrical machine 3. In the case of a warm start, a typical internal combustion engine can even be ignited at 200 revolutions per minute, which only requires a short use of the electrical machine as a starter and a low load on the energy store / battery which supplies the electrical machine 3 with electrical energy. The electrical machine 3 can however, in particular for reasons of improved dynamics, they can also be used to further crank up the internal combustion engine 1.
Zum Start des Verbrennungsmotors 1 aus diesem Betriebsbereich bzw. Drehzahlbereich wird bei schlupfender erster Kupplung 2 und bei gleichzeitiger schlupfender, unter Last stehender zweiter Kupplung 6 (bzw. 4) die Drehzahl der elektrischen Maschine auf einen Wert gebracht (sog. Überdrehzahl), dessen Betrag höher ist, als der Wert, den diese Drehzahl beim Schließen der zweiten Kuppelung 6 (bzw. 4) einnimmt. Die Ü- berdrehzahl muss also über der Drehzahl der Abtriebsseite der zweiten, in den Schlupfbetrieb zu versetzenden Kupplung 6 (bzw. 4) liegen. Die zweite Kupplung 6 (bzw. 4) wird als „Anfahrkupplung" eingesetzt.At the start of the internal combustion engine 1 from this operating range or speed range, with the first clutch 2 slipping and the second clutch 6 (or 4) slipping under load, the speed of the electrical machine is brought to a value (so-called overspeed), the amount thereof is higher than the value that this speed assumes when the second clutch 6 (or 4) is closed. The overspeed must therefore be above the speed of the output side of the second clutch 6 (or 4) to be put into slip mode. The second clutch 6 (or 4) is used as a "starting clutch".
Vorzugsweise wird bei der Steuerung des Kupplungsdrucks zum Einleiten der Schlupfphase der Kupplung (en) 6 (bzw. 4) zunächst ein ggf. vorgesehener sog. Sicherheitsüberschussdruck abgebaut . Der Abbau des Sicherheitsüberschussdruckes erfolgt vorzugsweise mittels einer so genannten Schnellsteuerung bis ein Wert in der Nähe des einzustellenden Schlupfes erreicht ist und der Druck weiter mittels Feinsteuerung einstellt wird. Die Feinsteuerung kann durch sog. Pulsationen erfolgen, die den beginnenden Schlupfzustand frühzeitig erkennen lassen, ohne dass es zu einer Unterbrechung des Kraftflusses kommt. Der Schlupfbetrieb der zweiten Kupplung (4, 6), insbesondere dessen Einleitung und/oder Beendigung, erfolgt vorzugsweise mit einer überlagerten Druckpulsung bzw. Pulsation erfolgt, um einen gleichmäßigeren Übergang des herrschenden Reibwertes zu erreichen.When controlling the clutch pressure to initiate the slipping phase of the clutch (s) 6 (or 4), a so-called excess safety pressure that may be provided is preferably reduced first. The excess safety pressure is preferably reduced by means of a so-called rapid control until a value in the vicinity of the slip to be set is reached and the pressure is further adjusted by means of fine control. The fine control can be carried out by so-called pulsations, which allow the beginning of the slip state to be recognized at an early stage without the power flow being interrupted. The slipping operation of the second clutch (4, 6), in particular its initiation and / or termination, is preferably carried out with a superimposed pressure pulsation or pulsation in order to achieve a more even transition of the prevailing coefficient of friction.
Vorzugsweise wird beim Starten des Verbrennungsmotors mittels der schlupfenden, aber gleichzeitig kraftübertragenden Kupp- lung 6 der nächst höhere Gang eingestellt, während gleichzeitig der Verbrennungsmotor 1 über die Kupplung 2 zugeschaltet bzw. zugekoppelt wird. Durch den Hochschaltvorgang liegt die erforderliche Überdrehzahl der elektrischen Maschine 3 aus dem tieferen Gang bereits vor. Vorteilhafterweise bleibt auf diese Weise die Vortriebskraft erhalten, ohne dass die Kupplung 6 (4) durch Einstellen der Überdrehzahl mittel des Schlupfes an der Kupplung 6 (4) belastet wird.Preferably, when the internal combustion engine is started, the clutch that slips but at the same time transmits power 6 the next higher gear is set, while at the same time the internal combustion engine 1 is switched on or off via the clutch 2. Due to the upshifting process, the required overspeed of the electrical machine 3 from the lower gear is already present. Advantageously, the driving force is maintained in this way without the clutch 6 (4) being loaded by adjusting the overspeed by means of the slip on the clutch 6 (4).
Ein Stützdrehmoment beim Übergang in den nächst höheren Gang kann aus einer Verzögerung der Winkelgeschwindigkeit der e- lektrischen Maschine 3 (einschließlich ggf. noch vorhandenem, elektrischem Überschussmoment) gewonnen werden. Nach dem Schließen der Kupplung 2 stützt der Verbrennungsmotor 1 das Vortriebsmoment im nächst höheren Gang.A support torque during the transition to the next higher gear can be obtained from a delay in the angular velocity of the electrical machine 3 (including any excess electrical torque that may still be present). After the clutch 2 has been closed, the internal combustion engine 1 supports the propulsion torque in the next higher gear.
Beim Anschließen des Verbrennungsmotors 1 kann es zu einer unstetigen ruckartigen Veränderung der Drehzahl der elektrischen Maschine bzw. - bei geschlossener Kupplung 4 - der Getriebeeingangswelle 7 kommen. Diese abrupte Drehzahländerung nimmt vorteilhafterweise keinen störenden Einfluss auf die Drehmomentübertragung an die Antriebsachse, da während dem Ankoppeln des Verbrennungsmotors 1 die Drehzahl der elektrischen Maschine 3 bzw. - bei geschlossener/nicht vorhandener Kupplung 4 - der Getriebeeingangswelle 7 stets über der Drehzahl liegt, mit welcher die Getriebeeingangswelle 7 nach dem Einstellen das nächst höheren Ganges rotiert. Dies folgt aus den konstruktiven Gegebenheiten (insbesondere Gangstufung, Massenträgheitsmomente von Verbrennungsmotor 1 und elektrischer Maschine 3) . In Grenzfällen kann eine im Kraftfahrzeug vorgesehene Antriebssteuerung, beispielsweise realisiert durch ein Motorsteuergerät, für die Einhaltung der Drehzahl - bedingung sorgen. Das während der Umschaltphase an die Antriebsachse übertragene Drehmoment wird durch den Anpress- druck der Kupplung 6 bestimmt. Durch den Schlupfbetrieb mindestens einer der Kupplungen 6 (bzw.) 4 wird vorteilhafterweise ein Drehmomentensprung im Triebstrang bzw. in der Antriebseinheit vermieden.When connecting the internal combustion engine 1, there may be a discontinuous, jerky change in the speed of the electrical machine or, when the clutch 4 is closed, the transmission input shaft 7. This abrupt change in speed advantageously has no disruptive influence on the torque transmission to the drive axle, since during the coupling of the internal combustion engine 1 the speed of the electrical machine 3 or - when the clutch 4 is closed / not present - the transmission input shaft 7 is always above the speed at which the transmission input shaft 7 rotates after setting the next higher gear. This follows from the structural conditions (in particular gear gradation, moments of inertia of internal combustion engine 1 and electrical machine 3). In borderline cases, a drive control provided in the motor vehicle, for example implemented by an engine control unit, can ensure compliance with the speed condition. The torque transmitted to the drive axle during the changeover phase is determined by the pressure of the clutch 6 determined. Slipping operation of at least one of the clutches 6 (or) 4 advantageously avoids a jump in torque in the drive train or in the drive unit.
Soll der Verbrennungsmotor 1 beispielsweise bei niedriger Fahrgeschwindigkeit oder Stillstand (z. B. beim Anfahren an einer Rampe bzw. an einer Bordsteinkante) gestartet werden, so wird durch entsprechende Ansteuerung der Antriebseinheit z.B. durch ein Steuergerät sichergestellt, dass die Drehzahl der elektrischen Maschine 3 bzw. - bei geschlossener Kupplung 4 - der Getriebeeingangswelle 7 nach dem Hochschalten in den nächst höheren Gang nicht unterhalb einer zulässigen Drehzahl für den Verbrennungsmotor 1 liegt. Nach dem erfindungsgemäßen Verfahren wird mindestens eine der Kupplungen 4, 6, vorzugsweise eine der Kupplungen 6 des Getriebes 5, in den Schlupf- betrieb unter Last gebracht. Dann wird die Drehzahl der e- lektrischen Maschine 3 auf einen Wert gesteigert (auch Überdrehzahl genannt), der ausreicht, um den Verbrennungsmotor über die erste Kupplung 2 zu starten, ohne dass bei endgültig geschlossener erster Kupplung 2 die Drehzahl der elektrischen Maschine 3 auf einen Wert sinkt, der unterhalb des Wertes liegt, den diese Drehzahl vor dem Schlupfbetrieb der zweiten Kupplung (en) 6 (bzw. 4) hatte.If the internal combustion engine 1 is to be started, for example, at a low driving speed or at a standstill (e.g. when starting off on a ramp or at a curb), the drive unit is activated accordingly, e.g. ensured by a control device that the speed of the electrical machine 3 or - with the clutch 4 closed - the transmission input shaft 7 after shifting up to the next higher gear is not below a permissible speed for the internal combustion engine 1. According to the method according to the invention, at least one of the clutches 4, 6, preferably one of the clutches 6 of the transmission 5, is brought into slip operation under load. Then the speed of the electrical machine 3 is increased to a value (also called overspeed) which is sufficient to start the internal combustion engine via the first clutch 2, without the speed of the electrical machine 3 reaching a when the first clutch 2 is finally closed Value decreases, which is below the value that this speed had before the slip operation of the second clutch (s) 6 (or 4).
Der Sonderfall „Anfahren an einer Bordsteinkante", insbesondere bei schwach geladener Batterie/Energiespeicher, und weitere Sonderfälle mit entsprechenden Anforderungen an Drehzahl und Drehmoment der Antriebseinheit können in Bezug auf den Betrieb und die Belastung der zweite (n) Kupplung (en) 6 mit einer Volllastumschaltung von einem ersten in einen zweiten Gang im oberen Drehzahlbereich verglichen werden. Um eine ggf . auftretende abrupte Änderung der Vortriebskraft aus Komfortgründen sicher zu vermeiden, kann die Steigerung der Vor- triebskraft insbesondere bei den oben genannten Sonderfällen durch entsprechende Wahl des Wertes der Überdrehzahl in einem Maße erfolgen, bei welchem der Fahrer Gelegenheit hat, das Gaspedal zurückzunehmen. Es ist eine geeignete Kupplung vorzusehen, die nach dem erfolgreichen Start des Verbrennungsmotors auch für die genannten Sonderfälle eine Weiterfahrt sicherstellt. Diese Kupplung kann einer der bzw. den Kupplungen 6 entsprechen bzw. analog ausgeführt sein.The special case "starting at a curb", in particular in the case of a weakly charged battery / energy store, and further special cases with corresponding requirements for the speed and torque of the drive unit can be related to the operation and loading of the second clutch (s) 6 with a Full load changeover from a first to a second gear in the upper speed range can be compared. In order to safely avoid any abrupt change in the propulsive force for reasons of comfort, the increase in the forward driving force in particular in the above-mentioned special cases by appropriate selection of the value of the overspeed to an extent at which the driver has the opportunity to take back the accelerator pedal. A suitable coupling is to be provided which, after the internal combustion engine has started successfully, also ensures continued travel for the special cases mentioned. This clutch can correspond to one or more of the clutches 6 or be designed analogously.
Die Steigerung der Drehzahl der elektrischen Maschine erfolgt vorzugsweise durch eine entsprechende Ansteuerung der elektrischen Maschine 3 bzw. einer dieser zugeordneten, nicht dargestellten Umrichter-/Leistungselektronikeinheit mittels einem im Fahrzeug vorgesehenen bzw. der Antriebseinheit zugeordneten Steuergerät. Die für diesen Betriebsfall benötigte elektrische Energie kann von einem Energiespeicher, vorzugsweise eine Batterie, für eben diesen Betriebsfall vorgehalten werden. Es ist bevorzugterweise ein Kontrolleinheit, die durch das Steuergerät realisiert werden kann, für den Energiespeicher bzw. die Batterie vorgesehen, welche den Ladebzw. Entladezustand des Energiespeichers auf Über- bzw. Unterschreiten vorgegebener Grenzwerte überwacht und dafür sorgt, dass bei leerem Energiespeicher bzw. bei Unterschreiten eines unteren Entladegrenzwertes ein elektrischer Fahrbetrieb mit der elektrischen Maschine 3 unterbleibt und vorzugsweise rechtzeitig vor Unterschreiten des unteren Entladegrenzwertes in den rein verbrennungsmotorischen Betrieb mit dem Verbrennungsmotor 1 schaltet. Als Energiespeicher kann selbstverständlich auch zusätzlich oder alternativ ein Schwungradspeicher und/oder ein Superkondensator eingesetzt werden.The increase in the speed of the electrical machine is preferably carried out by correspondingly controlling the electrical machine 3 or an associated converter / power electronics unit (not shown) by means of a control device provided in the vehicle or assigned to the drive unit. The electrical energy required for this type of operation can be provided by an energy store, preferably a battery, for this type of operation. It is preferably a control unit, which can be implemented by the control unit, is provided for the energy store or the battery, which the charging or. Discharge state of the energy store monitors for exceeding or falling below predefined limit values and ensures that when the energy store is empty or falls below a lower discharge limit value, electrical driving operation with the electrical machine 3 is stopped and preferably in good time before falling below the lower discharge limit value into purely internal combustion engine operation the internal combustion engine 1 switches. A flywheel storage and / or a supercapacitor can of course also be used as an energy store in addition or as an alternative.
Der Wert der Überdrehzahl und somit der Wert des Kupplungs- schlupfes sind von den Trägheitsmomenten des Verbrennungsmo- tors 1 und der elektrischen Maschine 3, dem Drehmomentenverlauf und dem Leistungsvermögen der elektrischen Maschine 3 und davon abhängig, ob das verbleibende stationäre Antriebs- raoraent der elektrischen Maschine 3 ausreicht, um den Verbrennungsmotor 1 zu starten. Wird nur ein geringes Moment der e- lektrischen Maschine 3 zum Starten des Verbrennungsmotors 1 benötigt und kann dieses von der elektrischen Maschine 3 geliefert werden, so kann der Schlupfbetrieb der Kupplung (en) 6 (bzw. 4) unterbleiben. Vorzugsweise wird jedoch mindestens eine der Kupplungen 4, 6 beim Start des Verbrennungsmotors 1 im Schlupf betrieben, da dies einen erhöhten Komfort und regelungstechnische Vereinfachungen mit sich bringt.The value of the overspeed and thus the value of the clutch slip are dependent on the moments of inertia of the combustion engine. tors 1 and the electrical machine 3, the torque curve and the performance of the electrical machine 3 and depending on whether the remaining stationary drive unit of the electrical machine 3 is sufficient to start the internal combustion engine 1. If only a small moment of the electrical machine 3 is required to start the internal combustion engine 1 and this can be supplied by the electrical machine 3, the slip operation of the clutch (s) 6 (or 4) can be avoided. However, at least one of the clutches 4, 6 is preferably operated in a slip mode when the internal combustion engine 1 starts, since this brings with it increased comfort and simplifications in terms of control technology.
Vorzugsweise durch entsprechende Auslegung der Antriebseinheit, insbesondere der Trägheitsmomente des Verbrennungsmotors 1 und der elektrischen Maschine 3, des Drehmomentpotentials bzw. des Leistungsvermögens der elektrischen Maschine 3 und der DrehzahlVeränderung zum nächst höheren Gang (sog. Gangsprung), wird sichergestellt, dass beim Starten des Verbrennungsmotors 1 kein Vorzeichenwechsel beim in Abtriebs- richtung betrachteten, an der zweiten Kupplung 6 (bzw. 4) herrschenden Kupplungsschlupf auftritt .Preferably, by appropriate design of the drive unit, in particular the moments of inertia of the internal combustion engine 1 and the electrical machine 3, the torque potential or the performance of the electrical machine 3 and the speed change to the next higher gear (so-called gear jump), it is ensured that when the internal combustion engine is started 1 no change of sign occurs in the clutch slip observed in the output direction and prevailing on the second clutch 6 (or 4).
Es kann ein nicht dargestelltes, dem Kraftfahrzeug bzw. der Antriebseinheit zugeordnetes Steuergerät bzw. eine Überwachungseinheit vorgesehen sein, welche den Kupplungsschlupf an der zweiten Kupplung 6 (bzw. 4) auf einen Vorzeichenwechsel überwacht (beispielsweise durch Ermittlung des Kupplungs- schlupfes und seiner Ableitung (en) ) und gegebenenfalls die Antriebseinheit, insbesondere die elektrische Maschine 3, frühzeitig genug derart ansteuert, dass an der zweiten Kupplung 6 (bzw. 4) kein negativer Kupplungsschlupf auftritt, bzw. sich die elektrische Maschine 3 schneller dreht als die Abtriebsseite der Kupplung 6 (bzw. 4) . Wird als Getriebe 5 ein stufenloses Getriebe eingesetzt, so kann der Schlupf der Kupplung (en) 6, insbesondere bei ausreichend hoher Fahrgeschwindigkeit, durch eine entsprechende Änderungsgeschwindigkeit der Übersetzung ersetzt werden, mit welcher der schnell veränderlichen Drehzahl der elektrischen Maschine 3 bzw. - bei geschlossener Kupplung 4 - der Getriebeeingangswelle 7 Rechnung getragen wird. Werden jedoch eine oder mehrere der Getriebekupplungen 6 beim Start des Verbrennungsmotors 1 in den Schlupfbetrieb versetzt, so hat dies vorteilhafte Auswirkungen auf die Stetigkeit und die Gleichmäßigkeit des Vortriebsmoments. Da bei dieser Ausführungsform nur ein geringer Kupplungsschlupf benötigt wird, kann insbesondere die UmschaItkupplung für den Rückwärtsgang beim Start des Verbrennungsmotors 1 schlupfend betrieben werden.A control device or a monitoring unit (not shown) assigned to the motor vehicle or the drive unit can be provided, which monitors the clutch slip on the second clutch 6 (or 4) for a change of sign (for example by determining the clutch slip and its derivation ( en)) and possibly the drive unit, in particular the electric machine 3, is actuated early enough in such a way that no negative clutch slip occurs on the second clutch 6 (or 4), or the electric machine 3 rotates faster than the driven side of the clutch 6 (or 4). If a continuously variable transmission is used as the transmission 5, the slippage of the clutch (s) 6, in particular at a sufficiently high driving speed, can be replaced by a corresponding rate of change of the gear ratio with which the rapidly changing speed of the electrical machine 3 or - when the speed is closed Coupling 4 - the transmission input shaft 7 is taken into account. However, if one or more of the gear clutches 6 is put into slip operation when the internal combustion engine 1 starts, this has advantageous effects on the continuity and the uniformity of the driving torque. Since only a small clutch slip is required in this embodiment, the shift clutch for the reverse gear in particular can be operated in a slip manner when the internal combustion engine 1 starts.
Wird das Kraftfahrzeug häufig im ersten Gang unter Volllast betrieben, ist im rein elektrischen Fahrmodus insbesondere für den Start des Verbrennungsmotors 1 durch eine Überdrehzahl der elektrischen Maschine 3 der Einsatz eines so genannten U-Gangs mit noch stärkerer Untersetzung als im ersten Gang sinnvoll. Der U-Gang weist ein höheres Übersetzungsverhältnis als der erste Gang auf. Selbstverständlich ist eine Handvorwahl dieser Betriebsart denkbar. Alternativ oder zusätzlich zu dem optionalen Einsatz des U-Gangs kann eine zweite elektrische Maschine vorgesehen sein, wobei die Lösung mit dem zusätzlichen U-Gang sich durch geringe Leerlaufverluste, geringes Gewicht und geringen Verbrauch auszeichnet.If the motor vehicle is often operated at full load in the first gear, the use of a so-called U-gear with an even lower gear ratio than in the first gear makes sense in particular for starting the internal combustion engine 1 due to an overspeed of the electric machine 3 in the purely electric driving mode. The U gear has a higher gear ratio than the first gear. A manual preselection of this operating mode is of course conceivable. As an alternative or in addition to the optional use of the U-gear, a second electrical machine can be provided, the solution with the additional U-gear being characterized by low idling losses, low weight and low consumption.
Wird als Getriebe 5 ein sog. Planetengetriebe eingesetzt, so ergibt sich die zusätzliche Reduktionsstufe (der U-Gang) häufig ohne Mehraufwand durch entsprechende Ansteuerung des Planetengetriebes, insbesondere bei so genannten geared-neutral- transmissions. Die Gleitgeschwindigkeit der Kupplungsbeläge nimmt ggf. auf den Reibwert der Kupplungsbeläge und somit auf den Antriebs- komfort Einfluss. Ebenfalls führt ein Abfall des Anpressdrucks beim Einleiten der Schlupfphase der zweiten Kupplung 4, 6 ggf. zu einem geringeren Komfort. Beide Einflussgrößen können jedoch über entsprechende Steuerungen bzw. Regelungen beherrscht und minimiert werden. So können Feinabstimmungen in der Drehmomentensteuerung/ -regelung mittels einer im Fahrzeug vorgesehenen bzw. der Antriebseinheit zugeordneten Steuer- und Auswerteeinheit erfolgen, indem beispielsweise eine Auswertung und Regelung der Winkelbeschleunigung der Getriebeausgangswelle durchgeführt wird. Für die Auswertung können Simulationsmodelle, insbesondere Neuronale Netze, und/oder Fuzzy-Logik-basierte Algorithmen eingesetzt werden. If a so-called planetary gear is used as the gear 5, the additional reduction stage (the U-gear) is often obtained without additional effort by appropriate control of the planetary gear, especially in the case of so-called geared-neutral transmissions. The sliding speed of the clutch linings may influence the coefficient of friction of the clutch linings and thus the drive comfort. Likewise, a drop in the contact pressure when initiating the slipping phase of the second clutch 4, 6 may result in less comfort. However, both influencing factors can be controlled and minimized by means of appropriate controls or regulations. In this way, fine adjustments can be made in the torque control / regulation by means of a control and evaluation unit provided in the vehicle or assigned to the drive unit, for example by evaluating and regulating the angular acceleration of the transmission output shaft. Simulation models, in particular neural networks, and / or fuzzy logic-based algorithms can be used for the evaluation.

Claims

Patentansprüche claims
1. Verfahren zum Betreiben einer Antriebseinheit eines Kraftfahrzeugs mit einem Verbrennungsmotor (1) , einer elektrischen Maschine (3) und einem Getriebe (5) , wobei zwischen Verbrennungsmotor (1) und elektrischer Maschine (3) eine erste Kupplung (2) und abtriebsseitig der elektrischen Maschine (3) eine zweite Kupplung (4, 6) vorgesehen ist, d a d u r c h g e k e n n z e i c h n e t , dass beim Starten des Verbrennungsmotors (1) die elektrische Maschine (3) bei schlupfender erster (2) und bei schlupfender zweiter Kupplung (4, 6) mit einer Drehzahl betrieben wird, die nach dem Schließen der ersten Kupplung (2) und bei unter Last schlupfender zweiter Kupplung (4, 6) auf eine Drehzahl sinkt, deren Betrag höher ist, als eine Drehzahl der elektrischem Maschine (3), die sich beim zusätzlichen Schließen der zweiten Kupplung (4, 6) einstellt.1. A method for operating a drive unit of a motor vehicle with an internal combustion engine (1), an electrical machine (3) and a transmission (5), a first clutch (2) and the output side of the internal combustion engine (1) and electrical machine (3) electrical machine (3) a second clutch (4, 6) is provided, characterized in that when the internal combustion engine (1) starts, the electric machine (3) with a slipping first (2) and with a slipping second clutch (4, 6) Speed is operated, which drops after the first clutch (2) and when the second clutch (4, 6) slips under load to a speed whose amount is higher than a speed of the electric machine (3), which is the additional Closes the second clutch (4, 6).
2. Verfahren nach Anspruch 1 , d a d u r c h g e k e n n z e i c h n e t , dass beim Starten des Verbrennungsmotors (1) gleichzeitig das Getriebe (5) in den nächst höheren Gang geschaltet wird . 2. The method according to claim 1, characterized in that when the internal combustion engine (1) is started, the transmission (5) is simultaneously shifted into the next higher gear.
3. Verfahren nach einem der Ansprüche 1 oder 2, d a d u r c h g e k e n n z e i c h n e t , dass mittels einer Steuer- und/oder Überwachungseinheit vermieden wird, dass ein Vorzeichenwechsel beim in Abtriebsrichtung betrachteten, an der zweiten Kupplung (4, 6) herrschenden Kupplungsschlupf auftritt.3. The method according to claim 1, wherein the control and / or monitoring unit prevents a change of sign from occurring in the clutch slip viewed in the output direction and prevailing on the second clutch (4, 6).
4. Verfahren nach einem der vorhergehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass der Start des Verbrennungsmotors (1) aus einem Gang heraus erfolgt, dessen Übersetzung größer ist als die Übersetzung des ersten Ganges.4. The method according to any one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that the start of the internal combustion engine (1) takes place from a gear whose translation is greater than the translation of the first gear.
5. Verfahren nach einem der vorhergehenden Ansprüche d a d u r c h g e k e n n z e i c h n e t , dass als Getriebe (5) ein Automatgetriebe, insbesondere ein stufenloses Getriebe oder ein Doppelkupplungs- getriebe, als Getriebe (5) eingesetzt wird.5. The method as claimed in one of the preceding claims, that an automatic transmission, in particular a continuously variable transmission or a double clutch transmission, is used as the transmission (5) as the transmission (5).
6. Verfahren nach einem der vorhergehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass der Schlupfbetrieb der zweiten Kupplung (4, 6), insbesondere dessen Einleitung und/oder Beendigung, mit einer überlagerten Druckpulsung erfolgt. 6. The method according to any one of the preceding claims, that the slipping operation of the second clutch (4, 6), in particular its initiation and / or termination, takes place with a superimposed pressure pulse.
PCT/EP2004/006406 2003-06-18 2004-06-15 Method for operation of a drive unit on a motor vehicle WO2004111441A1 (en)

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