WO2005110794A1 - Method for operating a hybrid motor vehicle - Google Patents

Method for operating a hybrid motor vehicle Download PDF

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Publication number
WO2005110794A1
WO2005110794A1 PCT/EP2005/004949 EP2005004949W WO2005110794A1 WO 2005110794 A1 WO2005110794 A1 WO 2005110794A1 EP 2005004949 W EP2005004949 W EP 2005004949W WO 2005110794 A1 WO2005110794 A1 WO 2005110794A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
internal combustion
combustion engine
electric machine
torque
Prior art date
Application number
PCT/EP2005/004949
Other languages
German (de)
French (fr)
Inventor
Matthias Holz
Michael Zillmer
Ekkehard Pott
David Prochazka
Thomas Heesel
Falk Nickel
Original Assignee
Volkswagen Aktiengesellschaft
Continental Isad Electronic Systems Gmbh & Co. Ohg
Skoda Auto A.S.
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 Volkswagen Aktiengesellschaft, Continental Isad Electronic Systems Gmbh & Co. Ohg, Skoda Auto A.S. filed Critical Volkswagen Aktiengesellschaft
Publication of WO2005110794A1 publication Critical patent/WO2005110794A1/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
    • 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
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0822—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to action of the driver
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0859—Circuits or control means specially adapted for starting of engines specially adapted to the type of the starter motor or integrated into it
    • 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
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/14—Clutch pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2044—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using pre-magnetisation or post-magnetisation of the coils
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0896—Inverters for electric machines, e.g. starter-generators
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/103—Clutch pedal position
    • 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
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2006—Control related aspects of engine starting characterised by the control method using prediction of future conditions
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the invention relates to a method for operating a hybrid motor vehicle, which has an internal combustion engine, a transmission, at least one electric machine arranged between the internal combustion engine and the transmission and a non-automated clutch arranged between the electric machine and the transmission.
  • Automatic stop the internal combustion engine is switched off in predetermined operating situations, a magnetizing current and / or an inverter for the electric machine being switched off in such stop phases, and furthermore the internal combustion engine is restarted by the electric machine when a driver requests a load before a restart of the internal combustion engine, a position of the clutch is checked and the restart of the internal combustion engine is only permitted when the clutch is open, according to the preamble of patent claim 1.
  • Hybrid vehicles are known in the prior art which have an electric machine (starter generator) between an internal combustion engine and a transmission.
  • the electric machine can usually be separated from the transmission with a clutch, this clutch also serving as a starting clutch that can be operated manually by the driver.
  • the internal combustion engine can be switched off in such vehicles to save fuel.
  • an automatic start-stop control / regulating device for an internal combustion engine of a motor vehicle is known.
  • the internal combustion engine is restarted via the electric machine, also known as a starter generator, at the latest when a driver request torque is present. Since hybrid vehicles have significantly more powerful electric motors compared to a conventional starter, the engine can be restarted with great comfort.
  • the internal combustion engine can be restarted after an automatic stop operation has been initiated using various methods.
  • the brake pedal release or the accelerator pedal can be used as a signal for the restart.
  • the transmission control must ensure that no gear is engaged or that there is no frictional connection in an automated clutch unit.
  • a vehicle with a manual transmission can be started, for example, by depressing the clutch pedal. In this case, it must be ensured before the start of the starting process that the clutch is fully depressed and / or that no gear is engaged.
  • the powerful electric machines of hybrid vehicles work to display a very short starting time of the internal combustion engine with comparatively high torques. This enables the crank mechanism to be accelerated correspondingly quickly, so that there is practically no noticeable delay for the driver if an automatic stop operation is to be used again. If there was a non-positive or positive connection via the clutch or the gearbox to the drive wheels, the starting process would immediately lead to a very strong acceleration of the vehicle, which in addition to the loss of comfort would also entail considerable risk of accidents. For this reason, for example in manual transmissions, an open clutch and / or a sensor for the gear actuator of the transmission, its neutral position is detected via clutch switch before the starting process is initiated.
  • the redundant design ensures that even with a defective clutch switch (clutch disconnected signal, although mechanically closed or partially closed), no torque is transmitted to the drive wheels.
  • the installation of the additional gear sensor leads to one Manual transmissions at increased costs, while automatic transmissions often have gear detection as standard.
  • the magnetizing current required for the electric machine in the case of an asynchronous machine or the power inverter is generally switched off.
  • the inverter must first be activated in order to build up the magnetizing current before the actual torque-generating current of the electric machine can be called up to start the engine.
  • This can result in a time delay of typically 10 ms to 125 ms, which is quite noticeable for the driver.
  • an appropriate interlock signal (clutch fully open) of the clutch switch must be waited for. As a result, the engine start is delayed by a waiting time ⁇ .
  • the invention has for its object to improve comfort when operating a hybrid vehicle with respect to the restart after a stop phase with the internal combustion engine switched off.
  • a torque-generating current is released for the starter generator to restart the internal combustion engine.
  • a shortening of the time required for restarting the internal combustion engine is achieved by already during clutch actuation, i.e. after the manual actuation of the clutch by the driver begins and before the end of the clutch actuation, when the clutch is fully open, a torque-generating current is released for the starter generator to restart the internal combustion engine.
  • the timing of the torque output by the starter generator is monitored after the start of the clutch actuation, and the torque of the starter generator for a torque without vehicle or engine acceleration reduced when a predetermined maximum torque is exceeded.
  • the torque-generating current for the starter generator is then expediently used to restart the internal combustion engine at the end of clutch actuation, i.e. when the clutch is fully open, released.
  • an engine speed is compared with a wheel speed of wheels of the hybrid vehicle, and a possible adhesion between the internal combustion engine and drive wheels is determined therefrom.
  • a predetermined target torque is generated by the electric machine during the clutch actuation, ie after the manual actuation of the clutch by the driver begins and before the end of the clutch actuation, when the clutch is fully open, which, for example, is smaller or is equal to a breakaway torque of the internal combustion engine at the current engine temperature.
  • the internal combustion engine is not yet cranked, but the time for restarting is shortened after the clutch has been fully opened, since this breakaway torque does not have to be generated first, so that the electric machine can immediately crank the internal combustion engine for the purpose of restarting.
  • FIG. 2 shows a graphical illustration of the time sequence of a restart of the internal combustion engine after a stop phase according to a first and second preferred embodiment of the method according to the invention
  • FIG 3 shows a graphical illustration of the time sequence of a restart of the internal combustion engine after a stop phase according to a third preferred embodiment of the method according to the invention.
  • the method according to the invention relates to the restart of an internal combustion engine of a hybrid vehicle with automatic start-stop after an automatic stop phase, also referred to herein as "stop phase", with the internal combustion engine switched off.
  • stop phase an automatic stop phase
  • a clutch is fully closed and manual actuation of the clutch by a driver of the hybrid vehicle begins at a first time 12.
  • Hierbi is preferably provided a clutch switch that detects a first end position of the clutch, in which the clutch is fully closed, so that the start of manual clutch actuation at time 12 releases this clutch switch.
  • the clutch is actuated until a second time 16, at which the clutch is fully open.
  • An interlock switch is preferably provided which detects a second end position of the clutch, in which the clutch is fully open.
  • Time t is plotted on a horizontal axis 20.
  • a graph 22 illustrates the time profile of a signal of the clutch switch
  • a graph 24 illustrates the time profile of a signal of the interlock switch
  • a graph 26 illustrates the time profile of a control signal for an inverter for the electric machine
  • a graph 28 illustrates the time profile of a Magnetizing current for the e-machine
  • a graph 30 illustrate the time profile of a torque output by the e-machine.
  • the inverter is only activated and the magnetizing current 28 is only built up when the interlock switch 24 signals at time 16 that the clutch is fully open.
  • the structure of the magnetizing current 28 after time 16 requires a period of time ⁇ ti, so that after time 16 there is a time delay of ⁇ ⁇ until the internal combustion engine starts up again.
  • the time period is typically 10 ms to 125 ms and is undesirable for the driver of the hybrid vehicle.
  • a method is proposed which is activated at the time 12, i.e. at the start of clutch actuation by the driver of the hybrid vehicle.
  • the clutch switch 22 which signals a fully closed clutch, triggers, but the clutch is still mechanically closed or partially closed, activates the inverter and builds up the magnetizing current of the electric machine and, when the interlock contact is reached at time 16, the desired torque-generating current for restarting the internal combustion engine releases, ie the electric machine receives such a sufficient current that it spins the internal combustion engine for the purpose of restarting.
  • FIGS. 2 and 3 The chronological sequence of three preferred embodiments of the method according to the invention is shown in FIGS. 2 and 3, the same reference symbols denoting the same parts as in FIG. 1, so that reference is made to the above description of FIG. 1 for their explanation.
  • the procedure is first as in the first embodiment, ie when the clutch switch 22 is triggered, the inverter (graph 26) is first activated and the torque-generating current (magnetizing current 28) is built up. Then, as illustrated by dashed graph 30a, the electric machine generates a torque that is just below a breakaway torque of the internal combustion engine associated with the current engine temperature, or the electric machine generates a freely applicable target torque that is less than or equal to the breakaway torque , The The corresponding breakaway torque is shown with dashed line 32. As a result, however, the internal combustion engine or its drive train is not yet cranked.
  • the procedure is first as in the first embodiment, ie when the clutch switch 22 is triggered at time 12, the inverter (graph 26) is first activated and the torque-generating current (magnetizing current 28) is built up.
  • the torque or speed curve for the restart of the internal combustion engine is generated by the electric machine already in the transition phase between a fully closed clutch to a fully opened clutch, ie during the time period 14. If no gear is engaged, the torque curve on the electric machine according to graph 30 results and the internal combustion engine is started.
  • a torque curve results on the electric machine in accordance with the dashed graph 30b with the treatment of the problem explained below regarding a power transmission to drive wheels of the hybrid vehicle.
  • 32 is again the breakaway torque of the internal combustion engine and 34 denotes a starting torque when a gear is engaged. Since the breakaway torque 32 of the disengaged internal combustion engine is clearly below the starting torque 34 of the drive train (engine, transmission, axle, etc.) when the gear is engaged and the clutch is engaged, the torque-generating current of the electric machine and thus the resulting torque can be monitored accordingly the crankshaft to be closed or closed clutch. If, when the starting current is driven by the electric machine, a max.
  • first time period first time second time period second time third time period horizontal axis time t graph: signal of the clutch switch graph: signal of the interlock switch graph: control signal for inverters graph: magnetizing current for the electric machine graph: moment of the electric machine a dashed graph: moment of the E-machine second embodimentb dashed graph: torque of the e-machine third embodiment breakaway torque starting torque

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

The invention relates to a method for operating a hybrid motor vehicle comprising an internal combustion engine, a gearbox, an electric motor arranged between the internal combustion engine and the gearbox, and a non-automatic clutch arranged between the starter generator and the gearbox. The internal combustion engine is stopped in pre-defined operating situations by means of an automatic start-stop system. In such stop phases, a magnetising current and/or an inverter for the electric machine is cut off, and the internal combustion engine is restarted by means of the electric motor in the event of a load request by a driver. Before restarting the internal combustion engine, the position of the clutch is checked and the internal combustion engine is then only restarted once the clutch is fully opened. In this way, when the clutch is actuated, i.e. as soon as or once the driver has begun the manual actuation of the clutch, and before the clutch is fully opened, the inverter for the electric motor is switched on and/or the magnetisation current for the electric motor is generated.

Description

Beschreibung description
Verfahren zum Betreiben eines Hybrid-KraftfahrzeugesMethod for operating a hybrid motor vehicle
Die Erfindung betrifft ein Verfahren zum Betreiben eines Hybrid-Kraftfahrzeuges, welches eine Brennkraftmaschine, ein Getriebe, mindestens eine zwischen Brennkraftmaschine und Getriebe angeordnete E-Maschine und eine zwischen E-Maschine und Getriebe angeordnete, nicht- automatisierte Kupplung aufweist, wobei mittels einer Start-Stopp-Automatik die Brennkraftmaschine in vorbestimmten Betriebssituationen abgeschaltet wird, wobei ferner in derartigen Stopp-Phasen ein Magnetisierungsstrom und/oder ein Wechselrichter für die E- Maschine ausgeschaltet wird, und wobei ferner bei Lastanforderung durch einen Fahrer die Brennkraftmaschine mittels der E-Maschine wieder gestartet wird, wobei vor einem Wiederstart der Brennkraftmaschine eine Stellung der Kupplung geprüft und der Wiederstart der Brennkraftmaschine nur dann zugelassen wird, wenn die Kupplung geöffnet ist, gemäß dem Oberbegriff des Patentanspruchs 1.The invention relates to a method for operating a hybrid motor vehicle, which has an internal combustion engine, a transmission, at least one electric machine arranged between the internal combustion engine and the transmission and a non-automated clutch arranged between the electric machine and the transmission. Automatic stop the internal combustion engine is switched off in predetermined operating situations, a magnetizing current and / or an inverter for the electric machine being switched off in such stop phases, and furthermore the internal combustion engine is restarted by the electric machine when a driver requests a load before a restart of the internal combustion engine, a position of the clutch is checked and the restart of the internal combustion engine is only permitted when the clutch is open, according to the preamble of patent claim 1.
Es sind im Stand der Technik Hybridfahrzeuge bekannt, die zwischen einer Brennkraftmaschine und einem Getriebe eine E-Maschine (Startergenerator) aufweisen. Die E-Maschine ist üblicherweise bei Handschaltgetrieben gegenüber dem Getriebe mit einer Kupplung trennbar, wobei diese Kupplung auch als manuell vom Fahrer bedienbare Anfahrkupplung dient.Hybrid vehicles are known in the prior art which have an electric machine (starter generator) between an internal combustion engine and a transmission. In manual transmissions, the electric machine can usually be separated from the transmission with a clutch, this clutch also serving as a starting clutch that can be operated manually by the driver.
Zumindest im Fahrzeugstillstand, aber auch in Verzögerungsphasen, kann bei solchen Fahrzeugen die Brennkraftmaschine zur Kraftstoffeinsparung abgeschaltet werden. Hierzu ist beispielsweise aus der DE 10040094 A1 eine automatische Start-Stopp-Steuer/Regelvorrichtung für eine Brennkraftmaschine eines Kraftfahrzeuges bekannt. Der Wiederstart der Brennkraftmaschine erfolgt über die E-Maschine, auch Startergenerator genannt, spätestens bei Vorliegen eines Fahrerwunschmomentes. Da Hybridfahrzeuge über im Vergleich zu einem konventionellen Anlasser deutlich leistungsstärkere Elektromotoren verfügen, ist der Motorwiederstart mit hohem Komfort möglich.At least when the vehicle is at a standstill, but also in deceleration phases, the internal combustion engine can be switched off in such vehicles to save fuel. For this purpose, for example from DE 10040094 A1 an automatic start-stop control / regulating device for an internal combustion engine of a motor vehicle is known. The internal combustion engine is restarted via the electric machine, also known as a starter generator, at the latest when a driver request torque is present. Since hybrid vehicles have significantly more powerful electric motors compared to a conventional starter, the engine can be restarted with great comfort.
Problematisch ist eine Konfiguration, bei der die E-Maschine nicht schaltbar mit der Kurbelwelle verbunden ist. Bei einem Wiederstart muss der Kraftfluss zwischen E-Maschine bzw. Brennkraftmaschine einerseits und Getriebe andererseits getrennt sein, da sich ansonsten das Kraftfahrzeug bei Bestromung der E-Maschine zum Starten der Brennkraftmaschine in Bewegung setzen würde. Rechnet der Fahrer nicht damit, besteht die Gefahr eines unbeabsichtigten Losfahrens was ggf. Schaden an Sachen und/oder Personen zur Folge haben kann. Im Stand der Technik sind mehrere Einschränkungen für das Abschalten des Verbrennungsmotors vorgesehen, wie beispielsweise aus der DE 101 61 343 A1 bekannt. So muss beispielsweise die Bremse getreten sein und/oder die Kupplung darf nicht geöffnet sein und/oder es darf kein Gang eingelegt sein und/oder die Fahrzeuggeschwindigkeit muss kleiner 1 km/h, vorzugsweise Null betragen. Bei Fahrern von Kraftfahrzeugen ist jedoch im Standard-Anwendungsfall der Start-Stopp-Automatik, beim Halt an einer roten Ampel mit nachfolgendem Wiederanfahren ein sehr unterschiedliches Verhalten hinsichtlich Betätigung von Kupplung und Bremse sowie Einlegen eines Ganges zu beobachten. Wird der Fahrer nun beispielsweise gezwungen, zur Durchführung eines Start-Stopp-Betriebs die Bremse ständig zu treten und keinen Gang einzulegen und die Kupplung nicht zu treten, so erfordert dies mit hoher Wahrscheinlichkeit eine Änderung seines Verhaltens, was als unkomfortabel empfunden wird und somit eine suboptimale Nutzung der Start-Stopp-Automatik nach sich zieht.A configuration in which the electric machine is not switchably connected to the crankshaft is problematic. When restarting, the power flow between the electric machine or internal combustion engine on the one hand and the transmission on the other hand must be separated, since otherwise the motor vehicle would start to move when the electric machine is energized to start the internal combustion engine. If the driver does not reckon with this, there is a risk of unintentional starting, which may result in damage to property and / or people. In the prior art, there are several restrictions for switching off the internal combustion engine, as is known, for example, from DE 101 61 343 A1. For example, the brake must be depressed and / or the clutch must not be open and / or no gear may be engaged and / or the vehicle speed must be less than 1 km / h, preferably zero. For drivers of motor vehicles, however, in the standard application the automatic start-stop function, when stopping at a red traffic light with subsequent restarting, a very different behavior can be observed with regard to actuating the clutch and brake and engaging a gear. For example, if the driver is now forced to continuously apply the brake and not engage a gear and not to engage the clutch in order to carry out a start-stop operation, this will most likely require a change in his behavior, which is perceived as uncomfortable and thus a suboptimal use of the automatic start-stop system.
Ein Wiederstart des Verbrennungsmotors nach der Einleitung eines automatischen Stopp- Betriebes kann über verschiedene Verfahren erfolgen. So kann bei Fahrzeugen mit Automatikgetrieben beispielsweise das Lösen des Bremspedals oder das Betätigen des Gaspedals als Signal für den Wiederstart verwendet werden. Hierbei muss durch die Getriebesteuerung sichergestellt werden, dass kein Gang eingelegt ist bzw. kein Kraftschluss in einer automatisierten Kupplungseinheit vorliegt. Einem Fahrzeug mit Handschaltgetriebe kann der Startvorgang beispielsweise über das Durchtreten des Kupplungspedals initiiert werden. In diesem Fall muss vor dem Beginn des Startvorgangs gewährleistet sein, dass die Kupplung voll getreten ist und/oder dass kein Gang eingelegt ist.The internal combustion engine can be restarted after an automatic stop operation has been initiated using various methods. In vehicles with automatic transmissions, for example, the brake pedal release or the accelerator pedal can be used as a signal for the restart. The transmission control must ensure that no gear is engaged or that there is no frictional connection in an automated clutch unit. A vehicle with a manual transmission can be started, for example, by depressing the clutch pedal. In this case, it must be ensured before the start of the starting process that the clutch is fully depressed and / or that no gear is engaged.
Die leistungsstarken E-Maschinen von Hybridfahrzeugen arbeiten für die Darstellung einer sehr kurzzeitigen Startzeit des Verbrennungsmotors mit vergleichsweise hohen Drehmomenten. Dadurch kann der Kurbeltrieb entsprechend schnell beschleunigt werden, sodass für den Fahrer praktisch keine spürbare Verzögerung entsteht, falls aus einem automatischen Stopp- Betrieb wieder angefahren werden soll. Läge dabei eine kraft- beziehungsweise formschlüssige Verbindung über die Kupplung beziehungsweise das Getriebe zu den Antriebsrädern vor, würde der Startvorgang sofort zu einer sehr starken Beschleunigung des Fahrzeugs führen, was neben den Komforteinbußen auch mit erheblichen Unfallgefahren verbunden wäre. Aus diesem Grund wird zum Beispiel bei Handschaltgetrieben über Kupplungsschalter eine geöffnete Kupplung und/oder über einen Sensor für den Gangsteller des Getriebes dessen Neutralstellung detektiert, bevor der Startvorgang eingeleitet wird. Durch die redundante Ausführung ist gewährleistet, dass auch bei einem defekten Kupplungsschalter (Signal Kupplung getrennt, obwohl mechanisch geschlossen oder teilgeschlossen) kein Moment zu den Antriebsrädern geleitet wird. Der Einbau des zusätzlichen Getriebesensors führt bei einem Handschaltgetriebe zu erhöhten Kosten, während Automatikgetriebe häufig serienmäßig eine Gangerkennung besitzen.The powerful electric machines of hybrid vehicles work to display a very short starting time of the internal combustion engine with comparatively high torques. This enables the crank mechanism to be accelerated correspondingly quickly, so that there is practically no noticeable delay for the driver if an automatic stop operation is to be used again. If there was a non-positive or positive connection via the clutch or the gearbox to the drive wheels, the starting process would immediately lead to a very strong acceleration of the vehicle, which in addition to the loss of comfort would also entail considerable risk of accidents. For this reason, for example in manual transmissions, an open clutch and / or a sensor for the gear actuator of the transmission, its neutral position is detected via clutch switch before the starting process is initiated. The redundant design ensures that even with a defective clutch switch (clutch disconnected signal, although mechanically closed or partially closed), no torque is transmitted to the drive wheels. The installation of the additional gear sensor leads to one Manual transmissions at increased costs, while automatic transmissions often have gear detection as standard.
Um den Wiederstart der Brennkraftmaschine nach einer vorhergehenden Stopp-Phase für den Fahrer ohne Verzögerung ablaufen zu lassen, ist es notwendig möglichst frühzeitig den Fahrerwunsch für den Motorstart zu erkennen und über die E-Maschine durch einen entsprechenden Momentenverlauf und/oder Drehzahlverlauf darzustellen. Weiterhin ermöglichen die bei niedrigen Drehzahl vergleichsweise hohen Drehmomente der E-Maschine eine sehr kurze Startzeit.In order to allow the driver to restart the internal combustion engine after a previous stop phase without delay, it is necessary to recognize the driver's request for starting the engine as early as possible and to represent it via the electric machine by means of a corresponding torque curve and / or speed curve. Furthermore, the comparatively high torques of the electric motor at low speed enable a very short start-up time.
Um insbesondere das Energiemanagement während einer Stopp-Phase zu entlasten, wird in der Regel der für die E-Maschine notwendige Magnetisierungsstrom (im Falle einer Asynchronmaschine) beziehungsweise der Stromwechselrichter ausgeschaltet. Dies hat jedoch zur Folge, dass bei einem entsprechenden Fahrerwunsch den Motor zu starten, zunächst der Wechselrichter aktiviert werden muss, um den Magnetisierungsstrom aufzubauen, bevor der eigentliche momentenbildende Strom der E-Maschine für den Motorstart abgerufen werden kann. Hierdurch kann eine zeitliche Verzögerung von typischerweise 10 ms bis 125 ms auftreten, welche für den Fahrer durchaus spürbar ist. Um weiterhin zu vermeiden, dass das Fahrzeug während des Startvorgangs beschleunigt, muss zwangsläufig auf ein entsprechendes Interlocksignal (Kupplung voll geöffnet) des Kupplungsschalters gewartet werden. Hierdurch wird der Motorstart um eine Wartezeit Δ verzögert.In order to relieve the energy management in particular during a stop phase, the magnetizing current required for the electric machine (in the case of an asynchronous machine) or the power inverter is generally switched off. However, this means that if the driver wishes to start the engine, the inverter must first be activated in order to build up the magnetizing current before the actual torque-generating current of the electric machine can be called up to start the engine. This can result in a time delay of typically 10 ms to 125 ms, which is quite noticeable for the driver. In order to further avoid that the vehicle accelerates during the starting process, an appropriate interlock signal (clutch fully open) of the clutch switch must be waited for. As a result, the engine start is delayed by a waiting time Δ.
Der Erfindung liegt die Aufgabe zugrunde, einen Komfort beim Betrieb eines Hybrid-Fahrzeugs bzgl. des Wiederstartens nach einer Stopp-Phase mit abgeschalteter Brennkraftmaschine zu verbessern.The invention has for its object to improve comfort when operating a hybrid vehicle with respect to the restart after a stop phase with the internal combustion engine switched off.
Diese Aufgabe wird erfindungsgemäß durch ein Verfahren der o.g. Art mit den in Anspruch 1 gekennzeichneten Merkmalen gelöst. Vorteilhafte Ausgestaltungen der Erfindung sind in den weiteren Ansprüchen beschrieben.This object is achieved by a method of the above. Kind with the features characterized in claim 1 solved. Advantageous embodiments of the invention are described in the further claims.
Dazu ist es bei einem Verfahren der o.g. Art beispielsweise in Kombination mit einem Startergenerator erfindungsgemäß vorgesehen, dass bereits während der Kupplungsbetätigung, d.h. ab oder nach dem Beginn der manuellen Betätigung der Kupplung durch den Fahrer und bevor die Kupplung vollständig geöffnet ist, der Wechselrichter für den Startergenerator eingeschaltet und/oder der Magnetisierungsstrom für den Startergenerator aufgebaut wird. Dies hat den Vorteil, dass eine Verkürzung des automatisierten Motorstarts von Hybrid- Fahrzeugen, d.h. des Wiederstarts der Brennkraftmaschine nach einer Stopp-Phase mit abgeschalteter Brennkraftmaschine, erzielt wird.For this purpose, in a method of the above type, for example in combination with a starter generator, it is provided according to the invention that during the clutch actuation, ie from or after the manual actuation of the clutch by the driver begins and before the clutch is fully opened, the inverter for the Starter generator is switched on and / or the magnetizing current for the starter generator is built up. This has the advantage that a shortening of the automated engine start of hybrid vehicles, ie the restart of the internal combustion engine after a stop phase with the internal combustion engine switched off, is achieved.
Zweckmäßigerweise wird am Ende der Kupplungsbetätigung, d.h. wenn die Kupplung vollständig geöffnet ist, ein momentenbildender Strom für den Startergenerator zum Wiederstart der Brennkraftmaschine freigegeben.Advantageously, at the end of the clutch actuation, i.e. when the clutch is fully opened, a torque-generating current is released for the starter generator to restart the internal combustion engine.
Eine Verkürzung der für den Wiederstart der Brennkraftmaschine erforderlichen Zeit erzielt man dadurch, dass bereits während der Kupplungsbetätigung, d.h. nach Beginn der manuellen Betätigung der Kupplung durch den Fahrer und vor dem Ende der Kupplungsbetätigung, bei der die Kupplung vollständig geöffnet ist, ein momentenbildender Strom für den Startergenerator zum Wiederstart der Brennkraftmaschine freigegeben wird.A shortening of the time required for restarting the internal combustion engine is achieved by already during clutch actuation, i.e. after the manual actuation of the clutch by the driver begins and before the end of the clutch actuation, when the clutch is fully open, a torque-generating current is released for the starter generator to restart the internal combustion engine.
Um ein unbeabsichtigtes Anfahren des Hybrid-Fahrzeugs bei vorzeitigem Wiederstart der Brennkraftmaschine bereits während der Kupplungsbetätigung zu verhindern, wird nach dem Beginn der Kupplungsbetätigung der zeitliche Verlauf des von dem Startergenerator abgegebenen Momentes überwacht und das Moment des Startergenerators auf ein Moment ohne Fahrzeug- bzw. Motorbeschleunigung reduziert, wenn ein vorbestimmtes maximales Moment überschritten wird. Nach dem Reduzieren des Momentes des Startergenerators auf ein Moment ohne Fahrzeug- bzw. Motorbeschleunigung wird dann zweckmäßigerweise der momentenbildende Strom für den Startergenerator zum Wiederstart der Brennkraftmaschine am Ende der Kupplungsbetätigung, d.h. wenn die Kupplung vollständig geöffnet ist, freigegeben.In order to prevent the hybrid vehicle from starting unintentionally when the internal combustion engine is restarted early when the clutch is actuated, the timing of the torque output by the starter generator is monitored after the start of the clutch actuation, and the torque of the starter generator for a torque without vehicle or engine acceleration reduced when a predetermined maximum torque is exceeded. After reducing the torque of the starter generator to a torque without vehicle or engine acceleration, the torque-generating current for the starter generator is then expediently used to restart the internal combustion engine at the end of clutch actuation, i.e. when the clutch is fully open, released.
In einer bevorzugten Ausführungsform der Erfindung wird nach dem Beginn der Kupplungsbetätigung eine Motordrehzahl mit einer Raddrehzahl von Rädern des Hybrid- Fahrzeugs verglichen und daraus ein ggf. vorhandener Kraftschluss zwischen Brennkraftmaschine und Antriebsrädern ermittelt.In a preferred embodiment of the invention, after the start of clutch actuation, an engine speed is compared with a wheel speed of wheels of the hybrid vehicle, and a possible adhesion between the internal combustion engine and drive wheels is determined therefrom.
In einer vorteilhaften Weiterbildung der Erfindung wird während der Kupplungsbetätigung, d.h. nach Beginn der manuellen Betätigung der Kupplung durch den Fahrer und vor dem Ende der Kupplungsbetätigung, bei der die Kupplung vollständig geöffnet ist, ein vorbestimmtes Sollmoment durch die E-Maschine erzeugt, welches beispielsweise kleiner oder gleich einem Losbrechmoment der Brennkraftmaschine bei der aktuellen Motortemperatur ist. Hierdurch wird die Brennkraftmaschine zwar noch nicht durchgedreht, jedoch verkürzt sich die Zeit für den Wiederstart nachdem die Kupplung vollständig geöffnet wurde, da dieses Losbrechmoment nicht erst erzeugt werden muss, so dass die E-Maschine die Brennkraftmaschine zum Zwecke des Wiederstarts sofort durchdrehen kann. Die Erfindung wird im folgenden anhand der Zeichnung näher erläutert. Diese zeigt inIn an advantageous development of the invention, a predetermined target torque is generated by the electric machine during the clutch actuation, ie after the manual actuation of the clutch by the driver begins and before the end of the clutch actuation, when the clutch is fully open, which, for example, is smaller or is equal to a breakaway torque of the internal combustion engine at the current engine temperature. As a result, the internal combustion engine is not yet cranked, but the time for restarting is shortened after the clutch has been fully opened, since this breakaway torque does not have to be generated first, so that the electric machine can immediately crank the internal combustion engine for the purpose of restarting. The invention is explained in more detail below with reference to the drawing. This shows in
Fig. 1 eine graphische Veranschaulichung des zeitlichen Ablauf eines Wiederstarts der Brennkraftmaschine nach einer Stopp-Phase gemäß dem Stand der Technik,1 is a graphical illustration of the timing of a restart of the internal combustion engine after a stop phase according to the prior art,
Fig. 2 eine graphische Veranschaulichung des zeitlichen Ablauf eines Wiederstarts der Brennkraftmaschine nach einer Stopp-Phase gemäß einer ersten und zweiten bevorzugten Ausführungsform des erfindungsgemäßen Verfahrens undFIG. 2 shows a graphical illustration of the time sequence of a restart of the internal combustion engine after a stop phase according to a first and second preferred embodiment of the method according to the invention and
Fig. 3 eine graphische Veranschaulichung des zeitlichen Ablauf eines Wiederstarts der Brennkraftmaschine nach einer Stopp-Phase gemäß einer dritten bevorzugten Ausführungsform des erfindungsgemäßen Verfahrens.3 shows a graphical illustration of the time sequence of a restart of the internal combustion engine after a stop phase according to a third preferred embodiment of the method according to the invention.
Das erfindungsgemäße Verfahren betrifft das Wiederstarten einer Brennkraftmaschine eines Hybrid-Fahrzeugs mit Start-Stopp-Automatik nach einer automatischen Stopp-Phase, hierin auch kurz "Stopp-Phase" genannt, mit abgeschalteter Brennkraftmaschine. Wie in Fig. 1 dargestellt, ergeben sich am Ende einer derartigen automatischen Stopp-Phase drei zeitliche Abschnitte. Während einer ersten Zeitspanne 10 ist eine Kupplung voll geschlossen und zu einem ersten Zeitpunkt 12 beginnt eine manuelle Betätigung der Kupplung durch einen Fahrer des Hybrid-Fahrzeugs. Hierbi ist bevorzugt ein Kupplungsschalter vorgesehen, der eine erste Endstellung der Kupplung detektiert, bei der die Kupplung vollständig geschlossen ist, so dass der Beginn der manuellen Kupplungsbetätigung zum Zeitpunkt 12 diesen Kupplungsschalter löst. Während einer zweiten Zeitspanne 14 erfolgt die Kupplungsbetätigung bis zu einem zweiten Zeitpunkt 16, bei dem die Kupplung vollständig geöffnet ist. Während der nachfolgenden dritten Zeitspanne 18 ist dann die Kupplung vollständig geöffnet. Bevorzugt ist ein Interlockschalter vorgesehen, welcher eine zweite Endstellung der Kupplung detektiert, bei der die Kupplung vollständig geöffnet ist. Auf einer horizontalen Achse 20 ist die Zeit t aufgetragen. Ein Graph 22 veranschaulicht den zeitlichen Verlauf eines Signals des Kupplungsschalters, ein Graph 24 veranschaulicht den zeitlichen Verlauf eines Signals des Interlockschalters, ein Graph 26 veranschaulicht den zeitlichen Verlauf eines Ansteuersignais für einen Wechselrichter für die E-Maschine, ein Graph 28 veranschaulicht den zeitlichen Verlauf eines Magnetisierungsstromes für die E-Maschine und ein Graph 30 veranschaulicht den zeitlichen Verlauf eines von der E-Maschine abgegebenen Momentes.The method according to the invention relates to the restart of an internal combustion engine of a hybrid vehicle with automatic start-stop after an automatic stop phase, also referred to herein as "stop phase", with the internal combustion engine switched off. As shown in Fig. 1, there are three time periods at the end of such an automatic stop phase. During a first time period 10, a clutch is fully closed and manual actuation of the clutch by a driver of the hybrid vehicle begins at a first time 12. Hierbi is preferably provided a clutch switch that detects a first end position of the clutch, in which the clutch is fully closed, so that the start of manual clutch actuation at time 12 releases this clutch switch. During a second time period 14, the clutch is actuated until a second time 16, at which the clutch is fully open. During the subsequent third time period 18, the clutch is then fully opened. An interlock switch is preferably provided which detects a second end position of the clutch, in which the clutch is fully open. Time t is plotted on a horizontal axis 20. A graph 22 illustrates the time profile of a signal of the clutch switch, a graph 24 illustrates the time profile of a signal of the interlock switch, a graph 26 illustrates the time profile of a control signal for an inverter for the electric machine, and a graph 28 illustrates the time profile of a Magnetizing current for the e-machine and a graph 30 illustrate the time profile of a torque output by the e-machine.
Wie aus Fig. 1 ersichtlich, wird der Wechselrichter erst dann aktiviert und der Magnetisierungsstrom 28 erst dann aufgebaut, wenn der Interlockschalter 24 zum Zeitpunkt 16 signalisiert, dass die Kupplung vollständig geöffnet ist. Der Aufbau des Magnetisierungsstromes 28 nach dem Zeitpunkt 16 benötigt eine Zeitspanne Δti, so dass es nach dem Zeitpunkt 16 zu einer zeitlichen Verzögerung um Δ^ kommt, bis die Brennkraftmaschine zum Wiederstart anläuft. Die Zeitspanne beträgt typischerweise 10ms bis 125ms und ist für den Fahrer des Hybrid-Fahrzeugs in unerwünschter Weise spürbar.As can be seen from FIG. 1, the inverter is only activated and the magnetizing current 28 is only built up when the interlock switch 24 signals at time 16 that the clutch is fully open. The structure of the magnetizing current 28 after time 16 requires a period of time Δti, so that after time 16 there is a time delay of Δ ^ until the internal combustion engine starts up again. The time period is typically 10 ms to 125 ms and is undesirable for the driver of the hybrid vehicle.
Erfindungsgemäß wird daher ein Verfahren vorgeschlagen, welches bereits zu Beginn der Kupplungsbetätigung durch den Fahrer des Hybrid-Fahrzeugs zum Zeitpunkt 12, d.h. wenn der Kupplungsschalter 22, der eine vollständig geschlossene Kupplung signalisiert, auslöst, wobei jedoch die Kupplung mechanisch noch geschlossen oder teilgeschlossen ist, den Wechselrichter aktiviert sowie den Magnetisierungsstrom der E-Maschine aufbaut und bei Erreichen des Interlockkontaktes zum Zeitpunkt 16 den gewünschten momentenbildenden Strom zum Wiederstart der Brennkraftmaschine freigibt, d.h. die E-Maschine erhält einen derart ausreichenden Strom, dass diese die Brennkraftmaschine zum Zwecke des Wiederstarts durchdreht.According to the invention, therefore, a method is proposed which is activated at the time 12, i.e. at the start of clutch actuation by the driver of the hybrid vehicle. when the clutch switch 22, which signals a fully closed clutch, triggers, but the clutch is still mechanically closed or partially closed, activates the inverter and builds up the magnetizing current of the electric machine and, when the interlock contact is reached at time 16, the desired torque-generating current for restarting the internal combustion engine releases, ie the electric machine receives such a sufficient current that it spins the internal combustion engine for the purpose of restarting.
Der zeitliche Ablauf dreier bevorzugter Ausführungsformen des erfindungsgemäßen Verfahrens ist in Fig. 2 und 3 dargestellt, wobei gleiche Bezugszeichen gleiche Teile wie in Fig. 1 bezeichnen, so dass zu deren Erläuterung auf die obige Beschreibung der Fig. 1 verwiesen wird.The chronological sequence of three preferred embodiments of the method according to the invention is shown in FIGS. 2 and 3, the same reference symbols denoting the same parts as in FIG. 1, so that reference is made to the above description of FIG. 1 for their explanation.
Bei einer in Fig. 2 dargestellten ersten bevorzugten Ausführungsformen des erfindungsgemäßen Verfahrens wird sofort zum Zeitpunkt 12, d.h. unmittelbar nach Beginn der Kupplungsbetätigung, der Wechselrichter (Graph 26) aktiviert und der Magnetisierungsstrom 28 aufgebaut. Somit liegt die Zeitspanne , welche zum Aufbau des Magnetisierungsstromes 28 benötigt wird, bereits in dem zeitlichen Bereich 14 der Kupplungsbetätigung. Zum Zeitpunkt 16, bei dem die Kupplung dann vollständig geöffnet ist, kann somit ohne weitere Verzögerung mit dem Wiederstart der Brennkraftmaschine begonnen werden. Im Vergleich mit dem Ablauf des Wiederstarts gemäß Fig. 1 ist daher der Wiederstart der Brennkraftmaschine um die Zeitspanne Δti verkürzt.In a first preferred embodiment of the method according to the invention shown in Fig. 2, at instant 12, i.e. immediately after the start of clutch actuation, the inverter (graph 26) is activated and the magnetizing current 28 is built up. Thus, the period of time required to build up the magnetizing current 28 is already in the time range 14 of the clutch actuation. At time 16, at which the clutch is then fully opened, the engine can be restarted without further delay. In comparison with the sequence of the restart according to FIG. 1, the restart of the internal combustion engine is therefore shortened by the time period Δti.
Bei einer ebenfalls in Fig. 2 dargestellten zweiten bevorzugten Ausführungsformen des erfindungsgemäßen Verfahrens wird zunächst wie bei der ersten Ausführungsform verfahren, d.h. bei Auslösen des Kupplungsschalters 22 wird zunächst der Wechselrichter (Graph 26) aktiviert und der momentenbildende Strom (Magnetisierungsstrom 28) aufgebaut. Anschließend wird, wie mit gestricheltem Graphen 30a veranschaulicht, durch die E-Maschine ein Moment erzeugt, welches knapp unterhalb eines zur aktuellen Motortemperatur gehörigen Losbrechmoments der Brennkraftmaschine liegt bzw. die E-Maschine erzeugt ein frei applizierbares Sollmoment, welches kleiner oder gleich dem Losbrechmoment ist. Das entsprechende Losbrechmoment ist mit gestrichelter Linie 32 dargestellt. Hierdurch wird die Brennkraftmaschine bzw. deren Antriebsstrang jedoch noch nicht durchgedreht. Erst bei Erkennen einer vollständig geöffneten Kupplung zum Zeitpunkt 16 (Interlockschalter 24) wird der entsprechende Momenten- bzw. Drehzahlverlauf für den Wiederstart der Brennkraftmaschine durch die E-Maschine erzeugt, so dass das Moment der E-Maschine das Losbrechmoment 32 überschreitet. Wie sich aus dem unmittelbaren Vergleich der Graphen 30 und 30a in Fig. 2 ergibt, erfolgt bei dieser zweiten Ausführungsform im Vergleich zur ersten Ausführungsform das Wiederstarten der Brennkraftmaschine um eine Zeitspanne Δt2 schneller, da nach dem Zeitpunkt 16, bei dem die Kupplung vollständig geöffnet ist (Interlockschalter 24), das Losbrechmoment 32 nicht erst aufgebracht werden muss, sondern bereits anliegt und nur noch überwunden werden muss. Hierdurch läuft die Brennkraftmaschine um die Zeitspanne Δt2 schneller an.In a second preferred embodiment of the method according to the invention, which is also shown in FIG. 2, the procedure is first as in the first embodiment, ie when the clutch switch 22 is triggered, the inverter (graph 26) is first activated and the torque-generating current (magnetizing current 28) is built up. Then, as illustrated by dashed graph 30a, the electric machine generates a torque that is just below a breakaway torque of the internal combustion engine associated with the current engine temperature, or the electric machine generates a freely applicable target torque that is less than or equal to the breakaway torque , The The corresponding breakaway torque is shown with dashed line 32. As a result, however, the internal combustion engine or its drive train is not yet cranked. Only when a fully open clutch is detected at time 16 (interlock switch 24) is the corresponding torque or speed curve generated for the restart of the internal combustion engine by the electric machine, so that the torque of the electric machine exceeds the breakaway torque 32. As can be seen from the direct comparison of the graphs 30 and 30a in FIG. 2, in this second embodiment, the internal combustion engine is restarted faster by a time period Δt 2 compared to the first embodiment, since after the time 16 at which the clutch is fully opened is (interlock switch 24), the breakaway torque 32 does not have to be applied first, but is already present and only has to be overcome. As a result, the internal combustion engine starts up faster by the time span Δt 2 .
Bei einer in Fig. 3 dargestellten dritten bevorzugten Ausführungsform des erfindungsgemäßen Verfahrens wird zunächst wie bei der ersten Ausführungsform vorgegangen, d.h. bei Auslösen des Kupplungsschalters 22 zum Zeitpunkt 12 wird zunächst der Wechselrichter (Graph 26) aktiviert und der momentenbildende Strom (Magnetisierungsstrom 28) aufgebaut. Im Unterschied zu den vorangegangenen Ausführungsformen wird jedoch bereits in der Übergangsphase zwischen einer vollständig geschlossen Kupplung zu einer vollständig geöffneten Kupplung, d.h. während der Zeitspanne 14, der Momenten- bzw. Drehzahlverlauf für den Wiederstart der Brennkraftmaschine durch die E-Maschine erzeugt. Ist kein Gang eingelegt, ergibt sich der Momentenverlauf an der E-Maschine gemäß Graph 30 und die Brennkraftmaschine wird gestartet. Ist ein Gang eingelegt ergibt sich ein Momentenverlauf an der E-Maschine gemäß dem gestrichelten Graphen 30b mit dem nachfolgend erläuterten Behandeln des Problems betreffend einer Kraftübertragung auf Antriebsräder des Hybrid- Fahrzeugs. Mit 32 ist wieder das Losbrechmoment der Brennkraftmaschine und mit 34 ist ein Anfahrmoment bei eingelegtem Gang bezeichnet. Da das Losbrechmoment 32 der ausgekuppelten Brennkraftmaschine deutlich unterhalb des Anfahrmomentes 34 des Antriebsstranges (Motor, Getriebe, Achse etc.) bei eingelegtem Gang und geschlossener Kupplung liegt, kann durch eine entsprechende Überwachung des momentenbildenden Stromes der E-Maschine und somit des sich einstellenden Momentes an der Kurbelwelle auf eine geschlossene bzw. geöffnete Kupplung geschlossen werden. Wird bei Aufsteuern des Startstromes durch die E-Maschine ein für die aktuelle Motortemperatur max. Moment (beispielsweise Losbrechmoment 32 der Brennkraftmaschine) von der E-Maschine überschritten, kann davon ausgegangen werden, dass die Kupplung noch nicht voll geöffnet ist bzw. der noch vorhandene Kupplungsschlupf noch zu klein ist, um ein Beschleunigen des Hybrid-Fahrzeugs zu unterdrücken. In diesem Fall (Graph 30b) wird das Moment auf das max. zulässige Moment ohne Fahrzeug- und Motorbeschleunigung (unterhalb Graph 32) reduziert und bei Erkennen des Interiocksignals 24 (Kupplung voll geöffnet) der eigentliche Wiederstart der Brennkraftmaschine analog dem oben beschriebenen Verfahren durchgeführt. Alternativ oder zusätzlich kann ein Vergleich der Motordrehzahl mit Signalen von Raddrehzahlsensoren an Rädern des Hybrid-Fahrzeugs auf einen vorhandenen Kraftschluss zwischen Motor und Antriebsrädern schließen lassen. In a third preferred embodiment of the method according to the invention shown in FIG. 3, the procedure is first as in the first embodiment, ie when the clutch switch 22 is triggered at time 12, the inverter (graph 26) is first activated and the torque-generating current (magnetizing current 28) is built up. In contrast to the previous embodiments, however, the torque or speed curve for the restart of the internal combustion engine is generated by the electric machine already in the transition phase between a fully closed clutch to a fully opened clutch, ie during the time period 14. If no gear is engaged, the torque curve on the electric machine according to graph 30 results and the internal combustion engine is started. If a gear is engaged, a torque curve results on the electric machine in accordance with the dashed graph 30b with the treatment of the problem explained below regarding a power transmission to drive wheels of the hybrid vehicle. 32 is again the breakaway torque of the internal combustion engine and 34 denotes a starting torque when a gear is engaged. Since the breakaway torque 32 of the disengaged internal combustion engine is clearly below the starting torque 34 of the drive train (engine, transmission, axle, etc.) when the gear is engaged and the clutch is engaged, the torque-generating current of the electric machine and thus the resulting torque can be monitored accordingly the crankshaft to be closed or closed clutch. If, when the starting current is driven by the electric machine, a max. Moment (for example, breakaway torque 32 of the internal combustion engine) exceeded by the electric machine, it can be assumed that the clutch is not yet fully open or the clutch slip still present is still too small to suppress acceleration of the hybrid vehicle. In this case (graph 30b) the torque is limited to the max. Permissible torque without vehicle and engine acceleration (below graph 32) reduced and when the interior signal 24 is recognized (clutch fully open), the actual restart of the internal combustion engine is carried out analogously to the method described above. As an alternative or in addition, a comparison of the engine speed with signals from wheel speed sensors on wheels of the hybrid vehicle can indicate an existing frictional connection between the engine and drive wheels.
BezugszeichenlisteLIST OF REFERENCE NUMBERS
erste Zeitspanne erster Zeitpunkt zweite Zeitspanne zweiter Zeitpunkt dritte Zeitspanne horizontale Achse: Zeit t Graph: Signal des Kupplungsschalters Graph: Signal des Interlockschalters Graph: Ansteuersignal für Wechselrichter Graph: Magnetisierungsstromes für die E-Maschine Graph: Moment der E-Maschinea gestrichelter Graph: Moment der E-Maschine zweite Ausführungsformb gestrichelter Graph: Moment der E-Maschine dritte Ausführungsform Losbrechmoment Anfahrmoment first time period first time second time period second time third time period horizontal axis: time t graph: signal of the clutch switch graph: signal of the interlock switch graph: control signal for inverters graph: magnetizing current for the electric machine graph: moment of the electric machine a dashed graph: moment of the E-machine second embodimentb dashed graph: torque of the e-machine third embodiment breakaway torque starting torque

Claims

Patentansprüche claims
1. Verfahren zum Betreiben eines Hybrid-Kraftfahrzeuges, welches eine Brennkraftmaschine, ein Getriebe, mindestens eine zwischen Brennkraftmaschine und Getriebe angeordnete E-Maschine und eine zwischen E-Maschine und Getriebe angeordnete, nicht-automatisierte Kupplung aufweist, wobei mittels einer Start-Stopp-Automatik die Brennkraftmaschine in vorbestimmten Betriebssituationen abgeschaltet wird, wobei ferner in derartigen Stopp-Phasen ein Magnetisierungsstrom und/oder ein Wechselrichter für die E-Maschine ausgeschaltet wird, und wobei ferner bei Lastanforderung durch einen Fahrer die Brennkraftmaschine mittels der E-Maschine wieder gestartet wird, wobei vor einem Wiederstart der Brennkraftmaschine eine Stellung der Kupplung geprüft und der Wiederstart der Brennkraftmaschine nur dann zugelassen wird, wenn die Kupplung geöffnet ist, dadurch gekennzeichnet, dass bereits während der Kupplungsbetätigung, d.h. ab oder nach dem Beginn der manuellen Betätigung der Kupplung durch den Fahrer und bevor die Kupplung vollständig geöffnet ist, der Wechselrichter für die E-Maschine eingeschaltet und/oder der Magnetisierungs-strom für die E-Maschine aufgebaut wird.1. Method for operating a hybrid motor vehicle which has an internal combustion engine, a transmission, at least one electric machine arranged between the internal combustion engine and the transmission and a non-automated clutch arranged between the electric machine and the transmission, with a start-stop Automatically the internal combustion engine is switched off in predetermined operating situations, a magnetizing current and / or an inverter for the electric machine being switched off in such stop phases, and furthermore the internal combustion engine is restarted by the electric machine when a driver requests a load, wherein before a restart of the internal combustion engine a position of the clutch is checked and the restart of the internal combustion engine is only permitted when the clutch is open, characterized in that during the clutch actuation, ie from or after the manual actuation of the clutch by the driver begins and before the clutch is fully opened, the inverter for the electric machine is switched on and / or the magnetizing current for the electric machine is built up.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass am Ende der Kupplungsbetätigung, d.h. wenn die Kupplung vollständig geöffnet ist, ein momentenbildender Strom für die E-Maschine zum Wiederstart der Brennkraftmaschine freigegeben wird.2. The method according to claim 1, characterized in that at the end of the clutch actuation, i.e. when the clutch is fully open, a torque-generating current is released for the electric machine to restart the internal combustion engine.
3. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass bereits während der Kupplungsbetätigung, d.h. nach Beginn der manuellen Betätigung der Kupplung durch den Fahrer und vor dem Ende der Kupplungsbetätigung, bei der die Kupplung vollständig geöffnet ist, ein momentenbildender Strom für die E-Maschine zum Wiederstart der Brennkraftmaschine freigegeben wird.3. The method according to claim 1, characterized in that already during the clutch actuation, i.e. After the manual actuation of the clutch by the driver begins and before the end of the clutch actuation, when the clutch is fully open, a torque-generating current is released for the electric machine to restart the internal combustion engine.
4. Verfahren nach Anspruch 3, dadurch gekennzeichnet, dass nach dem Beginn der Kupplungsbetätigung der zeitliche Verlauf des von der E-Maschine abgegebenen Momentes überwacht wird und dass das Moment der E-Maschine auf ein Moment ohne Fahrzeug- bzw. Motorbeschleunigung reduziert wird, wenn ein vorbestimmtes maximales Moment überschritten wird.4. The method according to claim 3, characterized in that after the start of the clutch actuation, the time profile of the torque output by the electric machine is monitored and that the torque of the electric machine is reduced to a torque without vehicle or engine acceleration if a predetermined maximum torque is exceeded.
5. Verfahren nach Anspruch 4, dadurch gekennzeichnet, dass nach dem Reduzieren des Momentes der E-Maschine auf ein Moment ohne Fahrzeug- bzw. Motorbeschleunigung der momentenbildende Strom für die E-Maschine zum Wiederstart der Brennkraftmaschine am Ende der Kupplungsbetätigung, d.h. wenn die Kupplung vollständig geöffnet ist, freigegeben wird.5. The method according to claim 4, characterized in that after reducing the torque of the electric machine to a moment without vehicle or engine acceleration, the torque-generating current for the electric machine to restart the Internal combustion engine is released at the end of clutch actuation, ie when the clutch is fully open.
6. Verfahren nach wenigstens einem der Ansprüche 3 bis 5, dadurch gekennzeichnet, dass nach dem Beginn der Kupplungsbetätigung eine Motordrehzahl mit einer Raddrehzahl von Rädern des Hybrid-Fahrzeugs verglichen und daraus ein ggf. vorhandener Kraftschluss zwischen Brennkraftmaschine und Antriebsrädern ermittelt wird.6. The method according to at least one of claims 3 to 5, characterized in that after the start of the clutch actuation, an engine speed is compared with a wheel speed of the wheels of the hybrid vehicle and a possibly present frictional connection between the internal combustion engine and the drive wheels is determined.
7. Verfahren nach wenigstens einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass während der Kupplungsbetätigung, d.h. nach Beginn der manuellen Betätigung der Kupplung durch den Fahrer und vor dem Ende der Kupplungsbetätigung, bei der die Kupplung vollständig geöffnet ist, ein vorbestimmtes Sollmoment durch die E- Maschine erzeugt wird.7. The method according to at least one of the preceding claims, characterized in that during clutch actuation, i.e. After the manual actuation of the clutch by the driver and before the end of the clutch actuation, when the clutch is fully open, a predetermined target torque is generated by the electric machine.
8. Verfahren nach Anspruch 7, dadurch gekennzeichnet, dass das vorbestimmte Sollmoment kleiner oder gleich einem Losbrechmoment der Brennkraftmaschine bei der aktuellen Motortemperatur ist.8. The method according to claim 7, characterized in that the predetermined target torque is less than or equal to a breakaway torque of the internal combustion engine at the current engine temperature.
9. Kraftfahrzeug zur Durchführung des Verfahrens gemäß Patentanspruch 1, dadurch gekennzeichnet, dass die E-Maschine ein Startergenerator ist.9. Motor vehicle for performing the method according to claim 1, characterized in that the electric machine is a starter generator.
10. Kraftfahrzeug zur Durchführung des Verfahrens gemäß Patentanspruch 1, dadurch gekennzeichnet, dass die E-Maschine über einen Riemen, einen Zahnriemen oder eine andere Kraft- und/oder formschlüssige Verbindung an die Kurbelwelle der Brennkraftmaschine angekoppelt ist. 10. Motor vehicle for performing the method according to claim 1, characterized in that the electric machine is coupled to the crankshaft of the internal combustion engine via a belt, a toothed belt or another force and / or positive connection.
PCT/EP2005/004949 2004-05-10 2005-05-06 Method for operating a hybrid motor vehicle WO2005110794A1 (en)

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