WO2007085359A1 - Procédé de commande d'une chaîne cinématique de véhicule à moteur - Google Patents

Procédé de commande d'une chaîne cinématique de véhicule à moteur Download PDF

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Publication number
WO2007085359A1
WO2007085359A1 PCT/EP2007/000310 EP2007000310W WO2007085359A1 WO 2007085359 A1 WO2007085359 A1 WO 2007085359A1 EP 2007000310 W EP2007000310 W EP 2007000310W WO 2007085359 A1 WO2007085359 A1 WO 2007085359A1
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WO
WIPO (PCT)
Prior art keywords
torque
clutch
electric machine
internal combustion
combustion engine
Prior art date
Application number
PCT/EP2007/000310
Other languages
German (de)
English (en)
Inventor
Stefan Wallner
Notker Amann
Original Assignee
Zf Friedrichshafen 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 Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2007085359A1 publication Critical patent/WO2007085359A1/fr

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    • 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
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • 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
    • B60K6/38—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 driveline clutches
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
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    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a method for controlling a motor vehicle drive train, which comprises an internal combustion engine, an electric machine and a transmission, which are coupled to each other via a summation with two input elements and an output element and a frictional clutch designed as a friction clutch by the first input element with the Crankshaft of the internal combustion engine, the second input element to the rotor of the electric machine, and the output member to the input shaft of the transmission is rotatably connected, and wherein the lock-up clutch between two elements of the summation gear is arranged, wherein a lock-up difference occurs with the clutch open between the input shaft of the transmission and the internal combustion engine is synchronized and then the lock-up clutch is closed.
  • a drive train of a motor vehicle of the type described above is known per se from DE 199 34 696 A1 and DE 101 52 471 A1.
  • the summation gear is in each case designed as a simple planetary gear with a sun gear, a planet carrier with several planetary gears and a ring gear.
  • the ring gear forms the first input element and is non-rotatably connected to the crankshaft of the internal combustion engine.
  • the sun gear forms the second input element and is non-rotatably coupled to the rotor of the electric machine.
  • the planet carrier forms the output element and is non-rotatably connected to the input shaft of the gearbox.
  • the lockup clutch is arranged in terms of drive technology between the sun gear and the planet carrier of the planetary gear.
  • the lockup clutch in contrast to the presently assumed training as Claw clutch formed so that the lock-up clutch can be closed only during synchronous operation of the engine and the input shaft of the gearbox, and thus can only be used to a limited extent.
  • a directional freewheel between the crankshaft and a housing part is arranged, whereby the crankshaft secured against reverse rotation and thus the drive torque of the electric machine is supported against the housing.
  • a further directional freewheel between the input shaft of the gearbox and a housing part is arranged, whereby the input shaft secured against reverse rotation and thus the drive torque of the electric machine is supported against the housing.
  • the lockup clutch is designed as a friction clutch, so that the lockup clutch is also used for a rotational speed difference between the input shaft of the shift transmission and the internal combustion engine for transmitting a torque in slip operation can be.
  • a further friction clutch between the input shaft of the gearbox and a housing part is arranged, whereby the input shaft can be braked after reaching a starting speed of the electric machine to start the engine.
  • the lock-up clutch is assumed as a friction clutch, in particular as a wet multi-plate clutch, but alternatively can also be designed as a dry clutch.
  • the lockup clutch can also be arranged between the ring gear and the sun gear, that is, between the crankshaft of the internal combustion engine and the rotor of the electric machine.
  • the lock-up clutch is fully closed, so that the planetary gear is blocked and rigidly rotates.
  • the rotational speeds and the directions of rotation of the internal combustion engine, the electric machine and the input shaft of the gearbox are identical.
  • the electric machine is operated in this state mainly as a generator for supplying the electrical system, but can be operated in certain operating situations, especially in acceleration phases of the motor vehicle, temporarily as a motor.
  • the torque of the engine is almost simultaneously reduced, switched off the electric machine and fully open the lock-up clutch.
  • the input shaft of the gearbox is decoupled from the engine, so that the loaded load gear designed load-free and the target gear to be engaged can be synchronized and loaded load-free.
  • the switching operation inevitably results in a speed difference between the input shaft of the gearbox and the internal combustion engine, which is positive in a downshift and negative in a upshift. This speed difference is usually compensated after the switching process, that the lock-up clutch is coordinated with the torque build-up of the engine closed controlled.
  • the present invention has the object to provide a method by which in a drive train of the type mentioned a synchronization of the speed difference faster and less wear than previously feasible. Such a method should also be usable in drive trains containing comparable components, but in other propulsion combination combination.
  • the solution of this object is based on the features of the preamble of claim 1 of a method for controlling a motor vehicle powertrain, which includes an internal combustion engine, an electric machine and a transmission, via a summation with two input elements and an output element as well as a friction clutch trained bypass clutch are coupled together by the first input member to the crankshaft of the internal combustion engine, the second input member to the rotor of the electric machine and the output member to the input shaft of the transmission is rotatably connected, and by the lock-up clutch between two elements of the summation gear is arranged, wherein a synchronized with the lock-up clutch open speed difference .DELTA.n between the input shaft of the transmission and the engine and then the lock-up clutch is closed.
  • gearbox to understand all types of gear that have a true neutral position with an output speed "zero”, so do not generate an output speed with the value "zero" by an internal gear speed summation
  • gearbox therefore includes, for example, manual transmissions, automated manual transmissions, planetary automatic transmissions and continuously variable transmissions.
  • the sun gear of the planetary gear depending on the size of the circuit-dependent speed difference .DELTA.n temporarily reverse, so contrary to the direction of rotation of the two shafts, rotate, in this case, a positive torque M_EM> 0 by generating a drag torque in generator mode and a negative torque M_EM ⁇ 0 generated by the generation of a drive torque during engine operation of the electric machine.
  • the lock-up clutch By using the electric machine to synchronize a speed difference .DELTA.n between the input shaft of the transmission and the crankshaft of the internal combustion engine, the lock-up clutch remain open during synchronization, and closed slip and wear-free upon reaching the synchronous operation of the input shaft and the internal combustion engine. As a result, unnecessary wear on the friction elements of the lockup clutch and heating of the lockup clutch and adjacent components are avoided.
  • the torque M_VM of the internal combustion engine is suitably controlled during the synchronization of the rotational speed difference ⁇ n as a function of vehicle and operation-dependent operating parameters and the speed n_VM of the internal combustion engine
  • the target speed n_VM_soll is set substantially via the torque M_EM the electric machine.
  • the internal combustion engine thus remains in its operating state at the beginning of the switching operation until the synchronization of the rotational speed difference ⁇ n has ended by means of the electric machine and the lockup clutch is closed. Thereafter, the internal combustion engine is controlled depending on the usual operating parameters and the driver's power demand.
  • the electric motor also has to support the momentary torque of the internal combustion engine (tractive torque or drag torque) and the torque applied to the input shaft of the transmission (driving resistance torque) against each other.
  • the total required torque M_EM_erf of the electric machine can therefore optionally from the torque required for the current drive torque and for the synchronization of the speed difference ⁇ n M_GE_soll at the input shaft of the transmission by retroactive calculation with the translation i_EM / GE between the electric machine and the input shaft of the transmission, or off the required for the current drive torque and for the synchronization of the speed difference ⁇ n torque M_VM_soll at the crankshaft of the internal combustion engine by recalculation with the translation i_EM / VM between the electric machine and the internal combustion engine are determined.
  • the torque M_K which can be generated by the lockup clutch, always has the correct meaning, ie speed compensating, independently of its arrangement, since in each case the faster rotating component is braked and the slower-moving component is slowed down. mer rotating component is accelerated.
  • speed compensating independently of its arrangement, since in each case the faster rotating component is braked and the slower-moving component is slowed down. mer rotating component is accelerated.
  • this wear is significantly lower than in a complete synchronization of the speed difference ⁇ n via the lock-up clutch.
  • the synchronization of the speed difference ⁇ n by the electric machine can be assisted and accelerated by partially closing the lock-up clutch during synchronization.
  • the synchronization of the rotational speed difference ⁇ n by the electric machine by means of the internal combustion engine can be assisted by increasing the torque M_VM_soll to be set and / or the predetermined target rotational speed n_VM_soll during synchronization with positive rotational speed difference ⁇ n> 0 and decreasing it with negative rotational speed difference ⁇ n ⁇ 0.
  • 1 is a functional diagram of the method for synchronizing a speed difference between an input shaft of a transmission and an internal combustion engine in a drive train
  • FIG. 2 shows a part of the functional diagram according to FIG. 1 for determining the torques of an electric machine and a lock-up clutch
  • 3 is a first application example for synchronizing a speed difference in the form of a speed diagram over time
  • FIG. 4 shows a second application example for synchronizing a speed difference in the form of a speed diagram over time
  • Fig. 5 shows the general structure of the underlying powertrain in a simplified schematic representation
  • Fig. 6 shows a preferred practical embodiment of the drive train according to FIG. 5 in a schematic representation.
  • a drive train 1 comprises an internal combustion engine 2, an electric machine 3 and a transmission 4, which are coupled to one another via a summation transmission 5 with two input elements 6, 7 and one output element 8.
  • the first input element 6 is rotatably connected to the crankshaft 9 of the internal combustion engine 2, the second input element 7 with the rotor 10 of the electric machine 3, and the output member 8 with the input shaft 11 of the transmission 4 respectively.
  • a bypass clutch 12 designed as a friction clutch is arranged between two elements of the summation gear 5, in the present case between the two input elements 6, 7.
  • the internal combustion engine 2, the electric machine 2 and the lock-up clutch 12 are connected via sensor and control lines 13 to a control unit 14, via which the components of the drive train 1 can be controlled in a coordinated manner.
  • FIG. 6 A preferred practical embodiment of the drive train 1 is shown in FIG. 6.
  • the summation gear 5 is formed as a simple planetary gear 15 with a sun gear 16, a planet carrier 17 with a plurality of planetary gears 18 and a ring gear 19.
  • the ring gear 19 forms the first input element 6 and is connected via a flywheel 20 and a torsional vibration damper 21 with the crankshaft 9 of the engine 2 in connection.
  • the sun gear 16 forms the second input element 7 and is directly rotationally coupled to the rotor 10 of the electric machine 3.
  • the planet carrier 17 forms the output element 8 and is directly connected to the input shaft 11 of the here formed as an automated transmission transmission 4 in combination.
  • An arranged between the input shaft 11 and a housing part 22 directional freewheel 23 serves to support the input shaft 11 at a start of the engine 2 by the electric machine 3.
  • the transmission 4 is executed in countershaft design and has a total of six forward gears and one reverse gear, each via one Claw clutch are selectively switchable.
  • the lock-up clutch 12 is disposed between the rotor 10 of the electric machine 3 and a connecting shaft 24 through which the engine 2 is in communication with the ring gear 19.
  • the setpoint speed n_VM_soll is set essentially via the torque M_EM generated by the electric machine 3 and thus the speed difference ⁇ n is synchronized.
  • this is determined by the controller 14.2 of the control unit 14 on the input shaft 11 of the transmission 4 required torque M_GE_soll and specified, which is to be applied by the electric machine 3, the current driving maneuver and additionally to enable the synchronization of the speed difference .DELTA.n.
  • the required torque M_EM_soll of the electric machine results from the required torque M_GE_soll at the input shaft 11 by recalculation with the translation i_EM / GE between the electric machine 3 and the input shaft eleventh
  • the required torque M_EM_soll is set by means of an associated inverter 25 on the electric machine 3, provided that this does not exceed the maximum possible torque M_EM_max of the electric machine 3.
  • a possible residual torque ⁇ M_GE_R is determined, which is to be applied by partially closing the lockup clutch 12 as a clutch torque M_K_soll.
  • Fig. 3 such a synchronization for a push downshift is shown.
  • M_EM effective torque
  • the input shaft 11 is delayed and the relevant motor vehicle with it slowed down and simultaneously relieves the internal combustion engine 2 and thus accelerates the crankshaft 9 until at time t1 synchronism between the two shafts 9, 11 and thus also at the lock-up clutch 12 is reached. Therefore, the lock-up clutch 12 can be closed slip-free and wear-free at time t1. Subsequently, the further overrun with completely closed lock-up clutch 12 via the control of the internal combustion engine. 2
  • Fig. 4 is shown in a similar form a synchronization for a pull upshift.
  • ⁇ n n_GEn_VM ⁇ 0 between the input shaft 11 of the transmission 4 and the engine 2.
  • M_EM the input shaft 11 and thus the respective motor vehicle is accelerated, and at the same time the engine 2 loaded and thus the crankshaft 9 braked.
  • the speed n_VM of the internal combustion engine 2 Due to the simultaneously increasing torque M_VM of the internal combustion engine 2, the speed n_VM of the internal combustion engine 2 nevertheless rises slightly, but at the time t1, it is overtaken by the higher rising speed n_GE of the input shaft 9 of the transmission 4, so that due to the achieved synchronism between the two shafts 9 , 11 the lock-up clutch 12 can be closed without slippage and wear. Subsequently, the further acceleration of the motor vehicle takes place when the lock-up clutch 12 is completely closed via the control of the internal combustion engine 2. Regardless of the embodiments shown in Figures 5 and 6, the invention also covers drive trains with all other possible and different drive couplings between the engine 2, the electric machine 3, the summation 5, the clutch 12 and the transmission 4, which, however, not shown separately is.
  • M VM should nominal torque of 2 n speed n_GE speed of 11 n_VM speed of 2 n_VM_act actual speed of 2 n_VM_setpoint speed of 2 t time to time t1 time

Abstract

L'invention concerne un procédé de commande d'une chaîne cinématique de véhicule à moteur comprenant un moteur à combustion interne (2), un moteur électrique (3) et une boîte de vitesses (4), ces organes étant couplés à deux éléments d'entrée (6, 7) et à un élément de sortie (8) par une boîte totalisatrice (5) et entre eux par un embrayage de pontage (12) conçu comme embrayage à friction. Le premier élément d'entrée est relié solidaire en rotation avec le vilebrequin (9) du moteur à combustion interne (2), le deuxième élément d'entrée est relié solidaire en rotation avec le rotor (10) du moteur électrique (3) et l'élément de sortie (8) est relié solidaire en rotation avec l'arbre d'entrée (11) de la boîte de vitesses (4), l'embrayage de pontage (12) étant monté entre deux éléments de la boîte totalisatrice (5,15). Lorsque l'embrayage de pontage (12) est ouvert, une différence de régime (DELTAn) développée entre le moteur à combustion interne (2) et l'arbre d'entrée (11) de la boîte de vitesses (4) est synchronisée, puis l'embrayage de pontage (12) est fermé. Afin de permettre une synchronisation de la différence de régime DELTAn rapide et provoquant peu d'usure, la différence de régime DELTAn = n_GE-n_VM est synchronisée par le moteur électrique (3) qui, lorsque la différence de régime est négative (DELTAn < 0), génère un couple de rotation positif M_EM > 0 agissant dans le sens de rotation du vilebrequin (9) du moteur à combustion interne (2) et de l'arbre d'entrée (11) de la boîte de vitesses (4) et, lorsque la différence de régime est positive (DELTAn > 0), génère un couple de rotation négatif M_EM < 0 agissant à l'encontre du sens de rotation du vilebrequin (9) du moteur à combustion interne (2) et de l'arbre d'entrée (11) de la boîte de vitesses (4).
PCT/EP2007/000310 2006-01-26 2007-01-16 Procédé de commande d'une chaîne cinématique de véhicule à moteur WO2007085359A1 (fr)

Applications Claiming Priority (2)

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DE102006003724A DE102006003724A1 (de) 2006-01-26 2006-01-26 Verfahren zur Steuerung eines Kraftfahrzeug-Antriebsstrangs
DE102006003724.3 2006-01-26

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DE102008047476B4 (de) * 2008-09-17 2020-02-06 Bayerische Motoren Werke Aktiengesellschaft Steuerungsvorrichtung zum Ausgleich von Wechselmomenten einer Brennkraftmaschine
SE536329C2 (sv) * 2010-12-29 2013-08-20 Scania Cv Ab Drivsystem för ett fordon
SE536627C2 (sv) * 2012-06-27 2014-04-08 Scania Cv Ab Förfarande för att accelerera ett hybridfordon
SE1250704A1 (sv) * 2012-06-27 2013-12-28 Scania Cv Ab Drivsystem och förfarande för att driva ett fordon
SE538472C2 (sv) * 2012-06-27 2016-07-12 Scania Cv Ab Styrning av låsmedel i planetväxel med hjälp av en elektriskmaskin
JP5757318B2 (ja) * 2013-11-06 2015-07-29 三菱マテリアル株式会社 保護膜形成用スパッタリングターゲットおよび積層配線膜

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