WO2004111441A1 - Procede pour faire fonctionner l'ensemble moteur d'un vehicule automobile - Google Patents

Procede pour faire fonctionner l'ensemble moteur d'un vehicule automobile 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)
English (en)
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/fr

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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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner l'ensemble moteur d'un véhicule automobile, comprenant un moteur à combustion interne (1), un moteur électrique (3) et une boîte de vitesses (5). Un premier embrayage (2) est monté entre le moteur à combustion interne (1) et le moteur électrique (3), et un second embrayage (4, 6) est monté sur le côté sortie du moteur électrique. Lors du démarrage du moteur à combustion interne (1), le moteur électrique (3) fonctionne, avec le premier embrayage (2) glissant et avec le second embrayage (4, 6) glissant, à une vitesse qui, après fermeture du premier embrayage (2) et alors que le second embrayage (4, 6) glisse sous la charge, s'abaisse à un niveau supérieur à celui de la vitesse que prend le moteur électrique (3) lors de la fermeture complementaire du second embrayage (4, 6). Le procédé selon l'invention peut en particulier être mis en oeuvre dans des véhicules hybrides.
PCT/EP2004/006406 2003-06-18 2004-06-15 Procede pour faire fonctionner l'ensemble moteur d'un vehicule automobile WO2004111441A1 (fr)

Applications Claiming Priority (2)

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DE102006045521A1 (de) * 2006-09-27 2008-04-24 Audi Ag Verfahren zum Umschalten einer Hybridantriebsvorrichtung
US7654932B2 (en) 2006-07-28 2010-02-02 Dr. Ing. H.C. F. Porsche Ag Operating method for a hybrid drive
US8123657B2 (en) 2007-09-22 2012-02-28 Zf Friedrichshafen Ag Method for the operation of a drive train
US8196688B2 (en) 2007-08-16 2012-06-12 Zf Friedrichshafen Ag Method for carrying out a tractive-force interrupted shifting in a parallel hybrid vehicle
US8246509B2 (en) 2007-09-22 2012-08-21 Zf Friedrichshafen Method for operating a drive train
US8251865B2 (en) 2007-08-16 2012-08-28 Zf Friedrichshafen Ag Method for carrying out a load shift in a parallel hybrid vehicle during hybrid operation
US8251866B2 (en) 2007-08-16 2012-08-28 Zf Friedrichshafen Ag Method for starting the combustion engine during a load shift in parallel hybrid vehicles
US8257223B2 (en) 2007-08-16 2012-09-04 Zf Friedrichshafen Ag Method for carrying out a shift during hybrid operation in a parallel hybrid vehicle
US8272993B2 (en) 2007-08-16 2012-09-25 Zf Friedrichshafen Ag Method for carrying out a load shift in vehicles with electric drive
US8308605B2 (en) 2007-09-01 2012-11-13 Zf Friedrichshafen Ag Method for controlling and/or regulating a hybrid drive arrangement
US8328681B2 (en) 2007-09-22 2012-12-11 Zf Friedrichshafen Ag Method for operating a drive train
US8974348B2 (en) * 2009-11-24 2015-03-10 Robert Bosch Gmbh Method and device for operating a hybrid vehicle
WO2016159343A1 (fr) * 2015-04-03 2016-10-06 株式会社エフ・シー・シー Dispositif de transmission de puissance pour véhicules hybrides

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JP4341611B2 (ja) 2005-11-09 2009-10-07 日産自動車株式会社 ハイブリッド車両のエンジン再始動制御装置
JP2007099141A (ja) * 2005-10-06 2007-04-19 Nissan Motor Co Ltd ハイブリッド車両のエンジン始動制御装置
JP4341610B2 (ja) 2005-11-09 2009-10-07 日産自動車株式会社 ハイブリッド車両のエンジン再始動制御装置
DE102006005470A1 (de) 2006-02-07 2007-08-09 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Parallelhybridantriebsstranges eines Fahrzeugs
DE102006005468B4 (de) * 2006-02-07 2017-09-21 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Parallelhybridantriebsstranges eines Fahrzeuges
WO2007102762A1 (fr) * 2006-03-09 2007-09-13 Volvo Technology Corporation Groupe motopropulseur hybride
DE102006018057A1 (de) 2006-04-19 2007-11-08 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Parallelhybridantriebsstranges eines Fahrzeuges mit wenigstens einer Verbrennungsmaschine und wenigstens einer elektrischen Maschine
DE102006018059A1 (de) 2006-04-19 2007-10-31 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Parallelhybridantriebsstranges
JP5371200B2 (ja) * 2006-05-24 2013-12-18 日産自動車株式会社 ハイブリッド車両のエンジン始動制御装置及びハイブリッド車両のエンジン始動制御方法。
DE102006042922B4 (de) * 2006-09-13 2015-08-13 Audi Ag Verfahren zum Betreiben einer Hybridantriebsvorrichtung
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DE102007049137A1 (de) 2007-10-12 2009-04-16 Zf Friedrichshafen Ag Hybridantriebsanordnung und Verfahren zum Steuern und/oder Regeln eines Anfahrvorganges bei einer Hybridantriebsanordnung
DE102008045597A1 (de) * 2008-09-03 2010-03-04 Audi Ag Verfahren zum Betreiben eines Hybrid-Antriebssystems eines Fahrzeugs und Hybrid-Antriebssystem
DE102011050496A1 (de) 2011-05-19 2012-11-22 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betrieb eines Hybridfahrzeugs
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Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7160225B2 (en) * 2002-04-10 2007-01-09 Luk Lamellen Und Kupplungsbau Beteiligungs Method, device and use thereof for operating a motor vehicle
US7654932B2 (en) 2006-07-28 2010-02-02 Dr. Ing. H.C. F. Porsche Ag Operating method for a hybrid drive
DE102006045521A1 (de) * 2006-09-27 2008-04-24 Audi Ag Verfahren zum Umschalten einer Hybridantriebsvorrichtung
DE102006045521B4 (de) * 2006-09-27 2015-01-08 Audi Ag Verfahren zum Umschalten einer Hybridantriebsvorrichtung
US8196688B2 (en) 2007-08-16 2012-06-12 Zf Friedrichshafen Ag Method for carrying out a tractive-force interrupted shifting in a parallel hybrid vehicle
US8251865B2 (en) 2007-08-16 2012-08-28 Zf Friedrichshafen Ag Method for carrying out a load shift in a parallel hybrid vehicle during hybrid operation
US8251866B2 (en) 2007-08-16 2012-08-28 Zf Friedrichshafen Ag Method for starting the combustion engine during a load shift in parallel hybrid vehicles
US8257223B2 (en) 2007-08-16 2012-09-04 Zf Friedrichshafen Ag Method for carrying out a shift during hybrid operation in a parallel hybrid vehicle
US8272993B2 (en) 2007-08-16 2012-09-25 Zf Friedrichshafen Ag Method for carrying out a load shift in vehicles with electric drive
US8308605B2 (en) 2007-09-01 2012-11-13 Zf Friedrichshafen Ag Method for controlling and/or regulating a hybrid drive arrangement
US8246509B2 (en) 2007-09-22 2012-08-21 Zf Friedrichshafen Method for operating a drive train
US8328681B2 (en) 2007-09-22 2012-12-11 Zf Friedrichshafen Ag Method for operating a drive train
US8123657B2 (en) 2007-09-22 2012-02-28 Zf Friedrichshafen Ag Method for the operation of a drive train
US8974348B2 (en) * 2009-11-24 2015-03-10 Robert Bosch Gmbh Method and device for operating a hybrid vehicle
WO2016159343A1 (fr) * 2015-04-03 2016-10-06 株式会社エフ・シー・シー Dispositif de transmission de puissance pour véhicules hybrides
JP2016196243A (ja) * 2015-04-03 2016-11-24 株式会社エフ・シー・シー ハイブリッド車両の動力伝達装置
US10532648B2 (en) 2015-04-03 2020-01-14 Kabushiki Kaisha F.C.C. Power transmission device for hybrid vehicle

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